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    <title>Tactical Urbanism Materials and Design Guide</title>
    <dc:date>2026-06-02T01:12:59+00:00</dc:date>
    <link>https://tacticalurbanismguide.com/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["What is Tactical Urbanism?

Pedestrian Plazas. Parklets. Pop-up Bike Lanes.

Whether you live in a community large or small, you’ve likely seen it for yourself. Cities around the world are using flexible and short-term projects to advance long-term goals related to street safety, public space, and more.

Tactical Urbanism is all about action. Also known as DIY Urbanism, Planning-by-Doing, Urban Acupuncture, or Urban Prototyping, this approach refers to a city, organizational, and/or citizen-led approach to neighborhood building using short-term, low-cost, and scalable interventions to catalyze long-term change.

Examples include highly-visible and formalized efforts, such as New York’s Plaza Program, or smaller-scale “demonstration projects” (typically lasting 1 to 7 days). Tactical Urbanism projects can be led by governments, non-profits, grassroots groups, or frustrated residents. Though the degree of formality may vary, Tactical Urbanism projects share common goal of using low-cost materials to experiment with and gather input on potential street design changes.

Over the past decade Tactical Urbanism has become an international movement, bringing about a profound shift in how communities think about project development and delivery.

Tactical Urbanist's Guide to Materials and Design

Government agencies and advocacy organizations have produced many useful documents exploring case studies or providing guidance about how an iterative approach can be applied to planning and design projects. Our team at The Street Plans Collaborative has worked with partners to produce numerous open-source documents with Tactical Urbanism case studies, and our book Tactical Urbanism: Short-term Action for Long-term Change (2015, Island Press) includes a “How-to” chapter with high level guidance on how to approach a Tactical Urbanism project.

As Tactical Urbanism researchers and practitioners, our team saw the increasing need for more guidance about design, materials, and process for both citizen and city-led projects. In response to this need, we released a new open-source resource in 2016: the Tactical Urbanist’s Guide to Materials and Design. Undertaken with funding from the John S. and James L. Knight Foundation, the Tactical Urbanist’s Guide to Materials and Design aims to share the best of what the community has learned about materials and design through real-world testing. Importantly, the Guide recognizes that the absence of formalized design guidelines has contributed to a high level of innovation around materials for Tactical Urbanism projects - we hope that this new resource provides a snapshot of innovation to date, and encourages more!

This Website

This website is intended to serve as a hub of information about Tactical Urbanism, focusing on the information from the Tactical Urbanist's Guide to Materials and Design, and highlighting additional resources by Street Plans and other partners. If you've got a case study, materials tip, or lesson to share, please contact us.

The Tactical Urbanist’s Guide to Materials and Design is here! Click the cover to download your copy."]]></description>
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    <title>Sara Hendren: Who Is the Built World Actually Built For? - Art of Inquiry | Podcast on Spotify</title>
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    <dc:creator>robertogreco</dc:creator><description><![CDATA["Sara Hendren didn't start out in engineering. She started as a visual artist, then moved into cultural history, studying objects, artifacts, and what they say about the world that made them. Then life brought her into pediatric spaces filled with a new kind of object: gadgets and tools designed for a child's body, yes, but also doing quiet therapeutic work, covered in butterflies and bugs, useful and expressive all at once. She found herself asking: what is an object broadcasting beyond its user? What does it mean that eyeglasses get sold as fashion while hearing aids are hidden away as clinical? That was the moment everything snapped together, her training in the history of artifacts, the politics of disability, and the material culture of prosthetics all converging at once. In this free-flowing conversation, Sara walks us through the space between mechanical design and design for expression, why the logical and meticulous side of making art and the creative side of meaningful engineering are really the same instinct. As the world asks more and more from its engineers, Sara brings it all back to a question that feels more urgent than ever: can a designed object change not just how we move through the world, but how we see it?"

[via:
https://ablerism.micro.blog/2026/04/29/i-had-fun-speaking-on.html

"I had fun speaking on the Art of Inquiry, a podcast created by two Northeastern engineering students interested in the arts and humanities. My strange career path, my mentor Krzysztof Wodiczko introducing me to interrogative design, raising a child with Down syndrome, studio + lab culture, more."]]]></description>
<dc:subject>sarahendren 2026 architecture design disabilities disability accessibility art bodies prosthetics sofiaodeh mayaeinhorn engineering making socialpracticeart science inquiry history conflictkitchen edibleestates socialpractice online internet covid-19 pandemic coronavirus offline social slow small audiencesofone socialjustice ai artificialintelligence technology time perception politics genai generativeai activism poetry human humanism humans howwewrite writing teaching pedagogy highered highereducation culturemaking culture life living howwelive socialmedia being waysofbeing modernity method patternrecognition krzysztofwodiczko downsyndrome interrogativedesign careers purpose meaning meaningmaking children parenting arts humanities friendship relationships leisure artleisure leisurearts identity passion expression objects affect emotions embodiment awe wonder buildings senses spirituality sacredness codeswitching artifacts translation language communication howwemake fabrication ramps risd olincollege builtwo</dc:subject>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=eXNLaHsKMz8">
    <title>When Oil Gets Expensive, Cities Get Better - YouTube</title>
    <dc:date>2026-04-12T23:58:00+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=eXNLaHsKMz8</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The number of references far exceeds the maximum length that YouTube allows in descriptions, but you can access the full list of references on Nebula or at this link:
https://notjustbikes.com/references/expensiveoil.txt

Thumbnail photo (Eerste van der Helststraat, 1978)
https://archief.amsterdam/beeldbank/detail/0aad26fc-e9bf-e57e-55a5-602f535594d3

This video uses stock footage from Getty Images, Reuters, and other licensed sources.

---
Chapters
0:00 Intro
2:52 The first oil crisis
4:48 Dutch vs American protests
7:19 Changes in the US & Canada
11:13 Two responses to an oil crisis
14:25 Alternatives to oil
15:34 Stop lighting shit on fire
18:16 Suburbia lives off of cheap oil
19:43 A new hope & conclusion
20:41 Day Pass & Nebula

---
Corrections
3:02 The embargo started in 1973, not 1972
5:32 Plan Jokinen was proposed in 1967, not 1966"]]></description>
<dc:subject>cars cities netherlands amsterdam oilcrisis 1970s us canada 1960s oil safety bike biking pedestrians urbanplanning regulation opec iran france nuclearpower jimmycarter ronaldreagan transportation publictransit transit</dc:subject>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=KPUlgSRn6e0">
    <title>The Gym of Life - YouTube</title>
    <dc:date>2026-03-29T21:46:17+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=KPUlgSRn6e0</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Credits, References, and Additional Information

The part of "My Brother" was played by my brother.

Large-scale physical activity data reveal worldwide activity inequality
Nature, 10 July 2017
https://www.nature.com/nature/articles
https://cs.stanford.edu/people/jure/pubs/activity-inequality-nature17.pdf

COUNTRY COMPARISON :: OBESITY - ADULT PREVALENCE RATE
CIA World Fact Book
https://www.cia.gov/stories/story/spotlighting-the-world-factbook-as-we-bid-a-fond-farewell/
https://en.wikipedia.org/wiki/List_of_countries_by_obesity_rate

For this video, "Developed Country" was considered any country with a Human Development Index over 0.9:
https://en.wikipedia.org/wiki/List_of_countries_by_Human_Development_Index

What can we learn from the COVID-19 pandemic about how people experience working from home and commuting?
University of Amsterdam Centre for Urban Studies
https://urbanstudies.uva.nl/content/blog-series/covid-19-pandemic-working-from-home-and-commuting.html

People are missing their daily commute in lockdown – here’s why
https://theconversation.com/people-are-missing-their-daily-commute-in-lockdown-heres-why-142863

Walking and cycling to work makes commuters happier and more productive
https://theconversation.com/walking-and-cycling-to-work-makes-commuters-happier-and-more-productive-117819

Global views on sports: 58% globally would like to practice more
https://www.ipsos.com/en/global-views-to-sports-2021

Do the Health Benefits of Cycling Outweigh the Risks?
Epidemiology, January 2011
https://journals.lww.com/epidem/Fulltext/2011/01001/Do_the_Health_Benefits_of_Cycling_Outweigh_the.205.aspx
https://ehp.niehs.nih.gov/doi/pdf/10.1289/ehp.0901747 "]]></description>
<dc:subject>bikes biking walking cities exercise living urbanism urban health mobility transit transportation notjustbikes 2022 walkability us canadan australia newzealand europe amsterdam commuting mentalhealth anxiety cars time energy</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:9cb529547873/</dc:identifier>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=umgi-CbaSRU">
    <title>Every Reason to Hate Cars - YouTube</title>
    <dc:date>2026-03-29T20:17:40+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=umgi-CbaSRU</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["These Stupid Trucks are Literally Killing Us
https://www.youtube.com/watch?v=jN7mSXMruEo

What is the "Correct" Speed Limit?
https://www.youtube.com/watch?v=JRbnBc-97Ps

Crossing the Street Shouldn't Be Deadly (but it is)
https://www.youtube.com/watch?v=_ByEBjf9ktY  

How to (Quickly) Build a Cycling City - Paris
https://www.youtube.com/watch?v=sI-1YNAmWlk

Cities Aren't Loud: Cars Are Loud
https://www.youtube.com/watch?v=CTV-wwszGw8

I'm so Sick of this Lazy Excuse for Bad Cities (Weather)
https://www.youtube.com/watch?v=BXDP9WQe0io 

The Gym of Life
https://www.youtube.com/watch?v=KPUlgSRn6e0

Would You Fall for It? [ST08]
https://www.youtube.com/watch?v=n94-_yE4IeU

Why We Won't Raise Our Kids in Suburbia
https://www.youtube.com/watch?v=oHlpmxLTxpw

Strong Towns Playlist
https://www.youtube.com/playlist?list=PLJp5q-R0lZ0_FCUbeVWK6OGLN69ehUTVa

Suburbia is Subsidized: Here's the Math [ST07]
https://www.youtube.com/watch?v=7Nw6qyyrTeI

America Always Gets This Wrong (when building transit)
https://www.youtube.com/watch?v=MnyeRlMsTgI

These Ugly Big Box Stores are Literally Bankrupting Cities
https://www.youtube.com/watch?v=r7-e_yhEzIw

Parking Laws Are Strangling America | Climate Town
https://www.youtube.com/watch?v=OUNXFHpUhu8 

City Beautiful
https://nebula.tv/citybeautiful
https://www.youtube.com/channel/UCGc8ZVCsrR3dAuhvUbkbToQ

Ray Delahanty | CityNerd
https://nebula.tv/citynerd
https://www.youtube.com/channel/UCfgtNfWCtsLKutY-BHzIb9Q  

---
References & Further Reading

Car harm: A global review of automobility's harm to people and the environment
https://www.sciencedirect.com/science/article/pii/S0966692324000267
https://doi.org/10.1016/j.jtrangeo.20...

Crash Not Accident
https://crashnotaccident.com/

Life After Cars Book, from the War on Cars Podcast
https://www.lifeaftercars.com/

Segregation by Design
https://www.segregationbydesign.com/

Rave DJ mixes available at djnumbernine.com

The number of references far exceeds the maximum length that YouTube allows in descriptions, but you can access the full list of references on Nebula or at this link:
https://notjustbikes.com/references/carharm.txt

This video uses stock footage from Getty Images and other licensed sources.
No generative AI or AI voices were used in the making of this video

Script by Nicole Conlan and Jason Slaughter
Thanks to Simon Clark, Henry (The Closer Look), münecat, and Ray Delahanty (CityNerd) for voicing quotes.

---
Chapters
0:00 Intro
1:38 Car Harm
3:00 Vehicular violence
6:23 Air pollution
8:25 Other pollutants and tyres
11:21 Noise & light pollution
13:08 Climate change
14:10 Sedentary lifestyle & isolation
16:10 Motonormativity
17:12 Advertising and propaganda
19:04 Disproportionate harm
20:15 Children
23:15 People with disabilities
24:39 Low-income households
27:58 The costs of automobility
30:19 Parking
32:19 Housing
33:05 Infrastructure costs
36:18 Land use and habitat destruction
38:20 Small businesses and retail
39:21 Everyone hates cars
41:02 Reducing car harm
42:25 People want fewer cars
43:59 Concluding thoughts
46:17 Nebula & Day Pass"]]></description>
<dc:subject>cars notjustbikes 2026 cities urban urbanism violence safety propaganda advertising children disabilities motornormativity parking housing disability lifestyle isolation climate climatechange globalwarming pollution noise lightpollution noisepollution airpollution bikes biking pedestrians walking suburbia suburbs</dc:subject>
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<item rdf:about="https://www.bloomberg.com/graphics/2026-paris-transformed-hidalgo/">
    <title>This Paris Tour Reveals How Hidalgo Made City Greener, More Car-Free</title>
    <dc:date>2026-03-22T17:47:28+00:00</dc:date>
    <link>https://www.bloomberg.com/graphics/2026-paris-transformed-hidalgo/</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>paris cars bikes biking cities green environment urbanism mariepatino fearguso'sullivan tomfévrier 2026 policy walking pedestrians safety sustainability annehidalgo</dc:subject>
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<item rdf:about="https://www.upress.umn.edu/9781517916459/reclaiming-the-road/">
    <title>Reclaiming the Road: Mobility Justice beyond Complete Streets, by David L Prytherch (2025)</title>
    <dc:date>2026-03-22T01:46:49+00:00</dc:date>
    <link>https://www.upress.umn.edu/9781517916459/reclaiming-the-road/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Imagining equitable streets for all

For the past century, our roadways have been engineered as pipes for cars, but they offer vast potential as public spaces. From New York and Boston to Portland and Los Angeles, cities are rethinking their streets, going beyond sidewalks and bike lanes to welcome nonmotorists to share the asphalt roadway. Reclaiming the Road traces the historical evolution of America’s streets and explores contemporary movements to retake them from cars—temporarily and permanently—for diverse forms of mobility and community life. To share the street raises important questions of equity, in transportation and beyond. David L. Prytherch proposes a bold, intersectional vision of a more just street.

Reclaiming the Road connects cutting-edge theory, policy analysis, and firsthand accounts from those leading the charge in transforming our streets to advocate for changing how we think about and design roads. Prytherch features case studies of nine major cities in the United States to show how experiments in reclaiming streets accelerated during the Covid-19 pandemic to become lasting changes. Through in-depth interviews, he shares stories of how planners, transportation advocates, and community leaders have implemented innovative programs for slowing neighborhood streets, opening roads for walking and biking, and reconstructing roadways with public parklets and street plazas as social spaces for curbside conversation.

Examining movements to transform streets through the lenses of equity and justice, Reclaiming the Road tackles the conceptual challenge of defining mobility justice and the practicalities of planning a more just public street, offering a compelling vision for the future of America’s public spaces."]]></description>
<dc:subject>cities streets cars mobility mobilityjustice justice 2025 roadways walking bikes biking pedestrians safety politics policy equity access accessibility transportation transit davidprytherch community urbanplanning urbanism urban covid-19 pandemic coronavirus us parklets socialspace planning sidewalks bikelanes nyc bodton losangeles portland oregon via:javierarbona</dc:subject>
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<item rdf:about="https://www.economist.com/europe/2026/03/12/in-pariss-mayoral-race-its-drivers-against-cyclists">
    <title>In Paris’s mayoral race, it’s drivers against cyclists</title>
    <dc:date>2026-03-20T04:31:19+00:00</dc:date>
    <link>https://www.economist.com/europe/2026/03/12/in-pariss-mayoral-race-its-drivers-against-cyclists</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["A decade of greening leaves the capital less congested but more divided"

[archived:
https://archive.is/rj6Dw ]

"A decade ago the Rue de Rivoli, which bisects the centre of historic Paris, was clogged with cars and parked vans. Today two-thirds of its width is given over to protected cycle lanes. On a weekday morning, commuters, delivery bikes and tourists pedal quietly along what was once a grimy transit axis. With over 1,500km of cycle lanes, Paris now boasts a bigger network than Amsterdam, Europe’s cycling mecca. The capital’s air is cleaner; noise levels are down. Yet as Parisians prepare to go to the polls on March 15th and 22nd to elect a new mayor, many are not happy.

Motoring has become the new front line for city politics. If Paris is on its way to becoming a post-car city, this owes much to the tenacity of Anne Hidalgo, the outgoing Socialist mayor, and the Greens with whom she has governed since she was first elected in 2014. The cycling network Ms Hidalgo inherited was already 700km long. She more than doubled it, blocking streets, curbing on-street parking and reclaiming roads—including a former riverside expressway—for pedestrians and cyclists. More daily trips in Paris are now made by bike than by car.

Yet motorists have never stopped grumbling. Only a third of Parisians own cars. But the share reaches half in the posh western quartiers. Their discontent helps explain why a majority of Parisians are unhappy with Ms Hidalgo. One of them is Sarah Knafo, a populist-right candidate (though not for Marine Le Pen’s National Rally, which is fielding another contender). She has surged into third place in the first-round polls, overtaking Pierre-Yves Bournazel, the candidate backed by President Emmanuel Macron’s centrist party. Ms Knafo’s slogan is “A happy city”; her signature colour is daffodil yellow. A happy Paris, she implies, means allowing cars back on roads where they are now banned.

For Rachida Dati, the centre-right candidate and mayor of a swanky rive gauche neighbourhood, the crusade against the car is emblematic of misguided priorities. She has broadly embraced the cycling culture, although she deplores the “chaos” brought about by so many cyclists. But the impeccably turned-out Ms Dati, who until recently was Mr Macron’s culture minister, wants to focus on other things, including clearing rubbish and getting rid of rats. A clip of her emptying rubbish bins with the refuse-collection services went viral. If elected Ms Dati would end 25 years of Socialist rule. One of 11 children of north African immigrant parents, she would also be the first ethnic-minority mayor of Paris.

Her chief rival is Emmanuel Grégoire, the Socialist candidate and first-round poll front-runner. Speaking in the sunshine by the Seine on a recent afternoon, he cheerfully answers voters’ questions, which roam from the use of plant-based protein in public-school meals to the loss of local bookshops. Home delivery is undermining the “15-minute city”, the idea that you can easily reach shops, restaurants, schools and the like on foot or bike. As Ms Hidalgo’s former deputy, Mr Grégoire knows his stuff and is behind many of the projects to curb car use. He promises to finish the job and create a “100% cyclable” city, and to adopt a less top-down management style.

Other issues divide the candidates, too. One is the housing shortage. Mr Grégoire wants fewer tourist rentals and more public housing; Ms Dati would leave all that to the private sector and cut the city’s debt. Another is crime. Everyone wants more local police; Ms Dati wants them armed.

Such genuine concerns deserve proper responses. But the discontent over policies that have made the city so visibly less congested and noisy—at least in the centre—is more surprising. One reason for it, notes Jean-Louis Missika, former head of planning under Ms Hidalgo, is the disruption caused by building properly protected cycle lanes. Chaos and congestion seem to worsen before commuters feel secure enough to switch to bikes. Another, say critics, is that Ms Hidalgo has not matched her focus on grand urban redesign with a daily effort to keep the city clean and safe, and potholes filled. Paris may be admired abroad for championing cyclists. Parisians, divided, will now get their say."]]></description>
<dc:subject>paris cars traffic bikes biking climate climatechange globalwarming transportation politics policy elections urbanism cities annehidalgo 2026 france</dc:subject>
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<item rdf:about="https://xkcd.com/2832/">
    <title>xkcd: Urban Planning Opinion Progression</title>
    <dc:date>2026-03-20T04:30:25+00:00</dc:date>
    <link>https://xkcd.com/2832/</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>xkcd comics cars bikes biking urbanplanning cities safety transit transportation pedestrians walking traffic</dc:subject>
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<item rdf:about="https://www.nybooks.com/articles/2010/03/11/in-love-with-trains/">
    <title>In Love with Trains | Tony Judt | The New York Review of Books</title>
    <dc:date>2026-03-19T07:01:07+00:00</dc:date>
    <link>https://www.nybooks.com/articles/2010/03/11/in-love-with-trains/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[[See also:

"Bring Back the Rails!"
https://www.nybooks.com/articles/2011/01/13/bring-back-rails/
https://archive.is/B21jx ]

"According to the literary theorist René Girard, we come to yearn for and eventually love those who are loved by others. I cannot confirm this from personal experience—I have a history of frustrated longings for objects and women who were palpably unavailable to me but of no particular interest to anyone else. But there is one sphere of my life in which, implausibly, Girard’s theory of mimetic desire could be perfectly adapted to my experience: if by “mimetic” we mean mutuality and symmetry, rather than mimicry and contestation, I can vouch for the credibility of his proposition. I love trains, and they have always loved me back.

What does it mean to be loved by a train? Love, it seems to me, is that condition in which one is most contentedly oneself. If this sounds paradoxical, remember Rilke’s admonition: love consists in leaving the loved one space to be themselves while providing the security within which that self may flourish. As a child, I always felt uneasy and a little constrained around people, my family in particular. Solitude was bliss, but not easily obtained. Being always felt stressful—wherever I was there was something to do, someone to please, a duty to be completed, a role inadequately fulfilled: something amiss. Becoming, on the other hand, was relief. I was never so happy as when I was going somewhere on my own, and the longer it took to get there, the better. Walking was pleasurable, cycling enjoyable, bus journeys fun. But the train was very heaven.

I never bothered to explain this to parents or friends, and was thus constrained to feign objectives: places I wanted to visit, people I wanted to see, things I needed to do. Lies, all of it. In those days a child could safely travel on public transport alone from seven years old or so, and I took solitary tube trips around London from a very young age. If I had a goal it was to cover the whole network, from terminus to terminus, an aspiration I came very close to achieving. What did I do when I reached the end of a line, Edgware as it might be, or Ongar? I stepped out, studied the station rather closely, glanced around me, bought a dessicated London Transport sandwich and a Tizer…and took the next tube back.

The technology, architecture, and working practices of a railway system fascinated me from the outset—I can describe even today the peculiarities of the separate London Underground lines and their station layouts, the heritage of different private companies in their early years. But I was never a “trainspotter.” Even when I graduated to solitary travel on the extensive network of British Railways’ Southern Region I never joined the enthusiastic bands of anorak-clad preteenage boys at the end of platforms, assiduously noting down the numbers of the passing trains. This seemed to me the most asinine of static pursuits—the point of a train was to get on it.

The Southern Region in those days offered rich pickings for the lone traveler. I would park my bike in the luggage wagon at Norbiton Station on the Waterloo line, ride the suburban electric train out into rural Hampshire, descend at some little country halt on the slopes of the Downs, cycle leisurely eastward until I reached the westerly edge of the old London to Brighton Railway, then hop the local into Victoria as far as Clapham Junction. There I had the luxuriant choice of some nineteen platforms—this was, after all, the largest rail junction in the world—and would entertain myself with the choices from which to select my train back home. The whole exercise would last a long summer day; when I got home, tired and contented, my parents would inquire politely as to where I had been and I would dutifully invent some worthy purpose to obviate further discussion. My train trips were private and I wanted to keep them that way.

In the Fifties, train travel was cheap—especially for twelve-year-old boys. I paid for my pleasures from weekly pocket money and still had pennies left over for snacks. The most expensive trip I ever took got me nearly to Dover—Folkestone Central, actually—from where I could look longingly across at the well-remembered rapides of the French national network. More typically, I would save spare cash for the Movietone News Theatre at Waterloo Station: London’s largest terminus and a cornucopia of engines, timetables, newsstands, announcements, and smells. In later years, I would occasionally miss the last regular train home and sit for hours into the night in Waterloo’s drafty waiting halls, listening to the shunting of diesels and the loading of mail, sustained by a single cup of British Rail cocoa and the romance of solitude. God knows what my parents thought I was doing, adrift in London at 2 AM. If they had known, they might have been even more worried.

I was a little too young to capture the thrills of the steam age. The British rail network switched all too soon into diesels (but not electric, a strategic mistake for which it is still paying) and although the great long-distance expresses still swept through Clapham Junction in my early school years, pulled by magnificent late-generation steam engines, most of the trains I took were thoroughly “modern.” Nevertheless, thanks to the chronic underinvestment of Britain’s nationalized railways, much of the rolling stock dated from interwar years and some of it was pre-1914 vintage. There were separate closed compartments (including one in each four-car unit set aside for “Ladies”), no toilets, and windows held up by leather straps with holes into which a hook in the door was inserted. The seats, even in second- and third-class, were upholstered in a vaguely tartan fabric that irritated the naked thighs of shorts-clad schoolboys but that was comfortingly warm in the damp, chilly winters of those years.

That I should have experienced trains as solitude is of course a paradox. They are, in the French phrase, transports en commun: designed from the early-nineteenth-century outset to provide collective travel for persons unable to afford private transportation or, over the years, for the better-heeled who could be attracted to luxurious shared accommodations at a higher price. The railways effectively invented social classes in their modern form, by naming and classifying different levels of comfort, facility, and service: as any early illustration can reveal, trains were for many decades crowded and uncomfortable except for those fortunate enough to travel first-class. But by my time second-class was more than acceptable to the respectable middling sort; and in England such persons keep themselves to themselves. In those blissful days before mobile phones, when it was still unacceptable to play a transistor radio in a public place (and the authority of the train conductor sufficed to repress rebellious spirits), the train was a fine and silent place.

In later years, as Britain’s rail system fell into decline, train travel at home lost some of its appeal. The privatization of the companies, the commercial exploitation of the stations, and the diminished commitment of the staff all contributed to my disenchantment—and the experience of travel by train in the US was hardly calculated to restore one’s memories or enthusiasms. Meanwhile the publicly owned state railways of continental Europe entered a halcyon era of investment and technical innovation, while largely preserving the distinctive qualities inherited from earlier networks and systems.

Thus to travel in Switzerland is to understand the ways in which efficiency and tradition can seamlessly blend to social advantage. Paris’s Gare de l’Est or Milano Centrale, no less than Zurich’s Hauptbahnhof and Budapest’s Keleti Pályaudvar, stand as monuments to nineteenth-century town planning and functional architecture: compare the long-term prospects of New York’s inglorious Pennsylvania Station—or virtually any modern airport. At their best—from St. Pancras to Berlin’s remarkable new central station—railway stations are the very incarnation of modern life, which is why they last so long and still perform so very well the tasks for which they were first designed. As I think back on it—toutes proportions gardées— Waterloo did for me what country churches and Baroque cathedrals did for so many poets and artists: it inspired me. And why not? Were not the great glass-and-metal Victorian stations the cathedrals of the age?

I had long planned to write about trains. I suppose in a way I have already done so, at least in part. If there is something distinctive about my version of contemporary European history in Postwar, it is—I believe—the subliminal emphasis on space: a sense of regions, distances, differences, and contrasts within the limited frame of one small subcontinent. I think I came to that sense of space by staring aimlessly out of train windows and inspecting rather more closely the contrasting sights and sounds of the stations where I alighted. My Europe is measured in train time. The easiest way for me to “think” Austria or Belgium is by meandering around the Westbahnhof or the Gare du Midi and reflecting on the experience, not to mention the distances between. This is certainly not the only way to come to grips with a society and a culture, but it works for me.

Perhaps the most dispiriting consequence of my present disease—more depressing even than its practical, daily manifestations—is the awareness that I shall never again ride the rails. This knowledge weighs on me like a leaden blanket, pressing me ever deeper into that gloom-laden sense of an ending that marks the truly terminal disease: the understanding that some things will never be. This absence is more than just the loss of a pleasure, the deprivation of freedom, much less the exclusion of new experiences. Remembering Rilke, it constitutes the very loss of myself—or at least, that better part of myself that most readily found contentment and peace. No more Waterloo, no more rural country halts, no more solitude: no more becoming, just interminable being."

[archived:
https://archive.is/OM330 ]]]></description>
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    <title>Bring Back the Rails! | Tony Judt | The New York Review of Books</title>
    <dc:date>2026-03-19T07:00:21+00:00</dc:date>
    <link>https://www.nybooks.com/articles/2011/01/13/bring-back-rails/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["If we lose the railways we shall not just have lost a valuable practical asset whose replacement or recovery would be intolerably expensive. We shall have acknowledged that we have forgotten how to live collectively. If we throw away the railway stations and the lines leading to them—as we began to do in the 1950s and 1960s—we shall be throwing away our memory of how to live the confident civic life. It is not by chance that Margaret Thatcher—who famously declared that “there is no such thing as Society. There are individual men and women, and there are families”—made a point of never traveling by train. If we cannot spend our collective resources on trains and travel contentedly in them it is not because we have joined gated communities and need nothing but private cars to move between them. It will be because we have become gated individuals who don’t know how to share public space to common advantage. The implications of such a loss would far transcend the demise of one system of transport among others. It would mean we had done with modern life."

[archived:
https://archive.is/B21jx

See also:
https://www.nybooks.com/articles/2010/03/11/in-love-with-trains/
https://archive.is/OM330 ]

"Railways have been declining since the 1950s. There had always been competition for the traveler (and, though less marked, for freight). From the 1890s horse-drawn trams and buses, followed a generation later by the electric or diesel or petrol variant, were cheaper to make and run than trains. Lorries (trucks)—the successor to the horse and cart—were always competitive over the short haul. With diesel engines they could now cover long distances. And there were now airplanes and, above all, there were cars: the latter becoming cheaper, faster, safer, more reliable every year.

Even over the longer distances for which it was originally conceived, the railway was at a disadvantage: its start-up and maintenance costs—in surveying, tunneling, laying track, building stations and rolling stock, switching to diesel, installing electrification—were greater than those of its competitors and it never succeeded in paying them off. Mass-produced cars, in contrast, were cheap to build and the roads on which they ran were subsidized by taxpayers. To be sure, they carried a high social overhead cost, notably to the environment; but that would only be paid at a future date. Above all, cars represented the possibility of private travel once again. Rail travel, in what were increasingly open-plan trains whose managers had to fill them in order to break even, was decidedly public transport.

Facing such hurdles, the railway was met after World War II by another challenge. The modern city was born of rail travel. The very possibility of placing millions of people in close proximity with one another, or else transporting them considerable distances from home to work and back, was the achievement of the railways. But in sucking up people from the country into the town and draining the countryside of communities and villages and workers, the train had begun to destroy its own raison d’être: the movement of people between towns and from remote country districts to urban centers. The major facilitator of urbanization, it fell victim to it. Now that the overwhelming majority of nonelective journeys were either very long or very short, it made more sense for people to undertake them in planes or cars. There was still a place for the short-haul, frequently stopping suburban train and, in Europe at least, for middle-distance expresses. But that was all. Even freight transportation was threatened by cheap trucking services, underwritten by the state in the form of publicly funded freeways. Everything else was a losing proposition.

And so railways declined. Private companies, where they still existed, went bankrupt. In many cases they were taken over by newly formed public corporations at public expense. Governments treated railways as a regrettable if unavoidable burden upon the exchequer, restricting their capital investment and closing “uneconomic” lines.

Just how “inexorable” this process had to be varied from place to place. “Market forces” were at their most unforgiving—and railways thus most threatened—in North America, where railway companies reduced their offerings to the minimum in the years after 1960, and in Britain, where in 1964 a national commission under Dr. Richard Beeching axed an extraordinary number of rural and branch lines and services in order to maintain the economic “viability” of British Railways. In both countries the outcome was an unhappy one: America’s bankrupt railways were de facto “nationalized” in the 1970s. Twenty years later, Britain’s railways, in public hands since 1948, were unceremoniously sold off to such private companies as were willing to bid for the most profitable routes and services.

In continental Europe, despite some closures and reductions in services, a culture of public provision and a slower rate of automobile growth preserved most of the railway infrastructure. In most of the rest of the world, poverty and backwardness helped preserve the train as the only practicable form of mass communication. Everywhere, however, railways—the harbingers and emblems of an age of public investment and civic pride—fell victim to a dual loss of faith: in the self-justifying benefits of public services, now displaced by considerations of profitability and competition; and in the physical representation of collective endeavor through urban design, public space, and architectural confidence.

The implications of these changes could be seen, most starkly, in the fate of stations. Between 1955 and 1975 a mix of antihistoricist fashion and corporate self-interest saw the destruction of a remarkable number of terminal stations—precisely those buildings and spaces that had most ostentatiously asserted rail travel’s central place in the modern world. In some cases—Euston (London), the Gare du Midi (Brussels), Penn Station (New York)—the edifice that was demolished had to be replaced in one form or another, because the station’s core people- moving function remained important. In other instances—the Anhalter Bahnhof in Berlin, for example—a classical structure was simply removed and nothing planned for its replacement. In many of these changes, the actual station was moved underground and out of sight, while the visible building—no longer expected to serve any uplifting civic purpose—was demolished and replaced by an anonymous commercial center or office building or recreation center; or all three. Penn Station—or its near contemporary, the monstrously anonymous Gare Montparnasse in Paris—is perhaps the most notorious case in point.

The urban vandalism of the age was not confined to railway stations, of course, but they (along with the services they used to provide, such as hotels, restaurants, or cinemas) were by far its most prominent victim. And a symbolically appropriate victim, too: an underperforming, market-insensitive relic of high modern values. It should be noted, however, that rail travel itself did not decline, at least in quantity: even as railway stations lost their charm and their symbolic public standing, the number of people actually using them continued to rise. This was of course especially the case in poor, crowded lands where there were no realistic alternatives—India being the best illustration but by no means the only one.

Indeed, despite underinvestment and a degree of intercaste social promiscuity that renders them unappealing to the country’s new professionals, the railways and stations of India, like those of much of the non-Western world (e.g., China, Malaysia, or even European Russia), probably have a secure future. Countries that did not benefit from the rise of the internal combustion engine in the mid-twentieth-century age of cheap oil would find it prohibitively expensive to reproduce American or British experience in the twenty-first century.

The future of railways, a morbidly grim topic until very recently, is of more than passing interest. It is also quite promising. The aesthetic insecurities of the first post–World War II decades—the “New Brutalism” that favored and helped expedite the destruction of many of the greatest achievements of nineteenth-century public architecture and town planning—have passed. We are no longer embarrassed by the rococo or neo-Gothic or Beaux Arts excesses of the great railway stations of the industrial age and can see such edifices instead as their designers and contemporaries saw them: as the cathedrals of their age, to be preserved for their sake and for ours. The Gare du Nord and the Gare d’Orsay in Paris; Grand Central Station in New York and Union Station in St. Louis; St. Pancras in London; Keleti Station in Budapest; and dozens of others have all been preserved and even enhanced: some in their original function, others in a mixed role as travel and commercial centers, others still as civic monuments and cultural mementoes.

Such stations, in many cases, are livelier and more important to their communities than they have been at any time since the 1930s. True, they may never again be fully appreciated in the role they were designed to serve—as dramatic entrance portals to modern cities—if only because most people who use them connect from tube to train, from underground taxi rank to platform escalator, and never even see the building from the outside or from a distance, as it was meant to be seen. But millions do use them. The modern city is now so large, so far-flung—and so crowded and expensive—that even the better-heeled have resorted to public transport once again, if only for commuting. More than at any point since the late 1940s, our cities rely for their survival upon the train.

The cost of oil—effectively stagnant from the 1950s through the 1990s (allowing for crisis-driven fluctuations)—is now steadily rising and unlikely ever to fall back to the level at which unrestricted car travel becomes economically viable again. The logic of the suburb, incontrovertible with oil at $1 a gallon, is thus placed in question. Air travel, unavoidable for long-haul journeys, is now inconvenient and expensive over medium distances: and in Western Europe and Japan the train is both a pleasanter and a faster alternative. The environmental advantages of the modern train are now very considerable, both technically and politically. An electrically powered rail system, like its companion light-rail or tram system within cities, can run on any convertible fuel source whether conventional or innovative, from nuclear power to solar power. For the foreseeable future this gives it a unique advantage over every other form of powered transportation.

It is not by chance that public infrastructural investment in rail travel has been growing for the past two decades everywhere in Western Europe and through much of Asia and Latin America (exceptions include Africa, where such investment is anyway still negligible, and the US, where the concept of public funding of any kind remains grievously underappreciated). In very recent years railway buildings are no longer buried in obscure subterranean vaults, their function and identity ingloriously hidden under a bushel of office buildings. The new, publicly funded stations at Lyon, Seville, Chur (Switzerland), Kowloon, or London Waterloo International assert and celebrate their restored prominence, both architectural and civic, and are increasingly the work of innovative major architects like Santiago Calatrava or Rem Koolhaas.

Why this unanticipated revival? The explanation can be put in the form of a counterfactual: it is possible (and in many places today actively under consideration) to imagine public policy mandating a steady reduction in the nonnecessary use of private cars and trucks. It is possible, however hard to visualize, that air travel could become so expensive and/or unappealing that its attraction for people undertaking nonessential journeys will steadily diminish. But it is simply not possible to envision any conceivable modern, urban-based economy shorn of its subways, its tramways, its light rail and suburban networks, its rail connections, and its intercity links.

We no longer see the modern world through the image of the train, but we continue to live in the world the trains made. For any trip under ten miles or between 150 and 500 miles in any country with a functioning railway network, the train is the quickest way to travel as well as, taking all costs into account, the cheapest and least destructive. What we thought was late modernity—the post-railway world of cars and planes—turns out, like so much else about the decades 1950–1990, to have been a parenthesis: driven, in this case, by the illusion of perennially cheap fuel and the attendant cult of privatization. The attractions of a return to “social” calculation are becoming as clear to modern planners as they once were, for rather different reasons, to our Victorian predecessors. What was, for a while, old-fashioned has once again become very modern.

The Railway and Modern Life

Ever since the invention of trains, and because of it, travel has been the symbol and symptom of modernity: trains—along with bicycles, buses, cars, motorcycles, and airplanes—have been exploited in art and commerce as the sign and proof of a society’s presence at the forefront of change and innovation. In most cases, however, the invocation of a particular form of transport as the emblem of novelty and contemporaneity was a one-time thing. Bicycles were “new” just once, in the 1890s. Motorbikes were “new” in the 1920s, for Fascists and Bright Young Things (ever since they have been evocatively “retro”). Cars (like planes) were “new” in the Edwardian decade and again, briefly, in the 1950s; since then and at other times they have indeed stood for many qualities—reliability, prosperity, conspicuous consumption, freedom—but not “modernity” per se.

Trains are different. Trains were already modern life incarnate by the 1840s—hence their appeal to “modernist” painters. They were still performing that role in the age of the great cross-country expresses of the 1890s. Nothing was more ultra-modern than the new, streamlined superliners that graced the neoexpressionist posters of the 1930s. Electrified tube trains were the idols of modernist poets after 1900, in the same way that the Japanese Shinkansen and the French TGV are the very icons of technological wizardry and high comfort at 190 mph today. Trains, it would seem, are perennially modern—even if they slip from sight for a while. Much the same applies to railway stations. The petrol “station” of the early trunk road is an object of nostalgic affection when depicted or remembered today, but it has been constantly replaced by functionally updated variations and in its original form survives only in nostalgic recall. Airports typically (and irritatingly) survive well past the onset of aesthetic or functional obsolescence; but no one would wish to preserve them for their own sake, much less suppose that an airport built in 1930 or even 1960 could be of use or interest today.

But railway stations built a century or even a century and a half ago—Paris’s Gare de l’Est (1852), London’s Paddington Station (1854), Bombay’s Victoria Station (1887), Zurich’s Hauptbahnhof (1893)—not only appeal aesthetically and are increasingly objects of affection and admiration: they work. And more to the point, they work in ways fundamentally identical to the way they worked when they were first built. This is a testament to the quality of their design and construction, of course; but it also speaks to their perennial contemporaneity. They do not become “out of date.” They are not an adjunct to modern life, or part of it, or a byproduct of it. Stations, like the railway they punctuate, are integral to the modern world itself.

We often find ourselves asserting or assuming that the distinctive feature of modernity is the individual: the unreducible subject, the freestanding person, the unbound self, the unbeholden citizen. This modern individual is commonly and favorably contrasted with the dependent, deferential, unfree subject of the pre-modern world. There is something in this version of things, of course; just as there is something in the accompanying idea that modernity is also a story of the modern state, with its assets, its capacities, and its ambitions. But taken all in all, it is, nevertheless, a mistake—and a dangerous mistake. The truly distinctive feature of modern life—the one with which we lose touch at our peril—is neither the unattached individual nor the unconstrained state. It is what comes in between them: society. More precisely civil—or (as the nineteenth century had it) bourgeois—society.

The railways were and remain the necessary and natural accompaniment to the emergence of civil society. They are a collective project for individual benefit. They cannot exist without common accord (and, in recent times, common expenditure), and by design they offer a practical benefit to individual and collectivity alike. This is something the market cannot accomplish—except, on its own account of itself, by happy inadvertence. Railways were not always environmentally sensitive—though in overall pollution costs it is not clear that the steam engine did more harm than its internally combusted competitor—but they were and had to be socially responsive. That is one reason why they were not very profitable.

If we lose the railways we shall not just have lost a valuable practical asset whose replacement or recovery would be intolerably expensive. We shall have acknowledged that we have forgotten how to live collectively. If we throw away the railway stations and the lines leading to them—as we began to do in the 1950s and 1960s—we shall be throwing away our memory of how to live the confident civic life. It is not by chance that Margaret Thatcher—who famously declared that “there is no such thing as Society. There are individual men and women, and there are families”—made a point of never traveling by train. If we cannot spend our collective resources on trains and travel contentedly in them it is not because we have joined gated communities and need nothing but private cars to move between them. It will be because we have become gated individuals who don’t know how to share public space to common advantage. The implications of such a loss would far transcend the demise of one system of transport among others. It would mean we had done with modern life.

—This is the second part of a two-part essay."]]></description>
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</item>
<item rdf:about="https://daily.jstor.org/bicycling-into-the-future/">
    <title>Bicycling Into the Future - JSTOR Daily</title>
    <dc:date>2026-03-05T23:25:45+00:00</dc:date>
    <link>https://daily.jstor.org/bicycling-into-the-future/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Across centuries, bicycles have embodied hopes for speed, freedom, efficiency, and survival."]]></description>
<dc:subject>bikes biking history speed freedom efficiency survival transparency liviagershon cosminpopan sociology</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:7142f84de443/</dc:identifier>
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</item>
<item rdf:about="https://urbantechnology.substack.com/p/are-bikes-the-ultimate-urban-sensor">
    <title>Urban Technology at University of Michigan week 288</title>
    <dc:date>2026-02-08T08:02:03+00:00</dc:date>
    <link>https://urbantechnology.substack.com/p/are-bikes-the-ultimate-urban-sensor</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Are Bikes the Ultimate Urban Sensor?"

...

"Shortly after Detroit’s bankruptcy a partnership between the federal government, the City of Detroit, Data Driven Detroit, and the startup Regrid launched Motor City Mapping, which was an effort to make a comprehensive map of property conditions. A team of more than two hundred people fanned out across Detroit’s 142 square miles and used text messages to send updates that included photos. This all fed into a huge database and the numbers were astonishing: 6,255 lots with dumping, 6,845 structures with fire damage, 27,730 structures that need to be boarded up, and something on the order of 75,000 hours of effort to produce the map. That’s eight person-years worth of effort!

When I saw a proof of concept website float across my feed recently that was using video footage from a bike ride to conduct a similar assessment of building conditions—this time in Ireland, not Detroit—I was excited by how much things have changed in a decade. Cheaper hardware makes it possible to give lots of people video recording devices and GPSs. Cheaper compute makes it trivial to process the hundreds of frames that even a short bike ride can produce. LLMs enable a form of qualitative analysis with scale and speed. Add all of this up and it prepares the pre-existing means of mobility in cites that includes bikes, cars, and buses to become potential platforms for ambient sensing. The Spatial Dynamics Lab at University College Dublin is doing exactly that. This week I interview Brian Rogers, Research Scientist at UCD, about his work on making bikes into the ultimate urban sensor."]]></description>
<dc:subject>bikes biking sensors sensing 2026 bryanboyer mapping data brainrogers urban urbanism llms environment safety cities gopro maps</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:e1ec5af9356d/</dc:identifier>
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<item rdf:about="https://www.youtube.com/watch?v=qfz6AsYycA8">
    <title>The Public vs Private Battle Over Bikeshare - YouTube</title>
    <dc:date>2026-02-05T06:07:30+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=qfz6AsYycA8</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Bikeshares and scootershares (also known as “Shared Micromobility) is one of the fastest growing forms of transportation on the planet today, but cities are deeply divided on how to manage them. 

I partnered with  @HUBCycling   to pull back the curtain on how these services work, why cities can’t seem to agree on how to treat them, and how Metro Vancouver could benefit from a regional bike share system."]]></description>
<dc:subject>bikeshares bikes biking scooters scootershares micromobility sharedmicromobility abouthere 2026 cities urban urbanism transit transportation publictransit montreal toronto vancouver sanfrancisco</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
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<item rdf:about="https://global.bluelug.com/blue-lug-bike-pants-navy.html">
    <title>*BLUE LUG* bike pants (navy) - BLUE LUG GLOBAL ONLINE STORE</title>
    <dc:date>2026-02-03T05:34:39+00:00</dc:date>
    <link>https://global.bluelug.com/blue-lug-bike-pants-navy.html</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[[via Lukas:
https://buttondown.com/gnamma/archive/gnamma-102-eroding-marshes-and-vanished-oysters/ ]]]></description>
<dc:subject>clothing apparel pants bikes biking</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:d7659161e960/</dc:identifier>
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</item>
<item rdf:about="https://exo.org.uk/blah/on-bicycles-and-ai">
    <title>exo : on bicycles and ai</title>
    <dc:date>2026-01-17T04:41:03+00:00</dc:date>
    <link>https://exo.org.uk/blah/on-bicycles-and-ai</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Yes, I know, it is 2026 and no one needs another AI take but this all popped into my head on a bike ride and I must expel it.

In short, generative AI is not for me. This is not based on extensive, or really any, use, it is more about how I want to do things.

I know you can do good things with it, I have seen good things done with it, things that otherwise would likely not have happened.

I just don’t want to.

For the most part I enjoy my job. It is interesting and challenging in the right ways. Yes, there can sometimes be tedious bits to it but even those are enjoyable in a meditative way and I don’t think ridding myself of them would make me a better developer. I expect for some measures AI might make me more productive but it’s hard to say without putting in the effort to get good with the tools. What I am fairly sure of is it would not make me a happier developer. In the past I’ve managed people and it did not agree with me. I do not think that managing a machine is likely to be an improvement. On top of all this I am very much a figure things out by writing code so having a machine do this for me seems more likely to result in oversight and error.

The same goes for any other aspect that I might employ generative AI for. For me the act of making a thing is partly about noticing. If you are taking a photo it is because something has caught your attention, and in order for that to happen you have to be paying attention. Writing is the same. You have to interrogate your thoughts and in the process understand the reasoning or feelings behind them. To do this requires, for me at least, spending time with things and that is one of the things generative AI is designed to reduce.

There’s some reference to the bicycle for the mind metaphor with regard to these tools and, to me, it fundamentally misunderstands the what a bike is. Yes, it is an efficient means of getting from a to b but it is under your own power; let us ignore e-bikes here. More than that though, it is a machine for moving through the world. You cannot ride a bike without being aware of and understanding your surroundings. There is no setting a direction of travel and leaving the rest to the machine, it is a stream of decisions, some of which may become unconscious with time, but no part of the ride can happen without input. For me it’s this that makes bicycles great. You see so much from a bicycle but at a pace you can appreciate it.

I learn so much about my area from riding. I see the shops that close, or open, when the fields are dry, where the flooding happens, which towns are busy, where the paths go and when they are good to ride. I don’t want to skim over all that to get to my destination because it’s in those details that the joy is found.

I want the journey and generative AI does not."]]></description>
<dc:subject>ai artificialintelligence generativeai howwethink howwework efficiency optimization development coding programming tools thinking attention time slow bikes biking decisionmaking pace appreciation 2026 struandonald writing howwewrite genai</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:d972bc2a2032/</dc:identifier>
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</item>
<item rdf:about="https://www.scenicroutessf.com/">
    <title>Scenic Routes Community Bicycle Center</title>
    <dc:date>2025-12-07T22:47:45+00:00</dc:date>
    <link>https://www.scenicroutessf.com/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["We're a scrappy, small, independent, community-focused utilitarian bicycle repair shop in San Francisco that primarily restores and rebuilds old bikes for commuters and travelers. We believe the bicycle is a tool of freedom, social equality, and happiness for everyone."]]></description>
<dc:subject>sanfrancisco bikes innerrichmond richmonddistrict biking slow</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:ea72b0b7b462/</dc:identifier>
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<item rdf:about="https://www.youtube.com/watch?v=cZk2jV5gJbM">
    <title>1976: BIG JIM's Big BOOZY Bike Trip to Braemar | Nationwide | Weird and Wonderful | BBC Archive - YouTube</title>
    <dc:date>2025-11-13T20:11:26+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=cZk2jV5gJbM</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[""He starts the day as he means to continue, with a wee dram."

Join Big Jim Collie - a Scottish crofter who lives alone in a bothy in the foothills of the Cairngorms - as he embarks on one of his epic cross-highland trips. Jim is on his way to Braemar, which is 60 miles away - if you plan on sticking to the roads. Luckily, Big Jim knows a shortcut through the Lairig Ghru - the highest mountain pass in the highest mountain range in Britain - that brings the journey down to a more manageable 22 miles, albeit over some of the harshest terrain in Scotland.

Fortunately, Big Jim has a secret weapon; the Lairig Flyer, a rickety old bicycle. Furthermore, he has a wealth of experience - this is his 105th crossing of the Lairig Ghru. Perhaps most importantly of all, he has strategically stashed an armful of whisky bottles along the route - just the thing to keep his spirits up.

Luke Casey reports.

Clip taken from Nationwide, originally broadcast on BBC One, 20 January, 1976."]]></description>
<dc:subject>1976 bikes biking scotland bigjimcollie lukecasey socttishhighlands uk lairigghru braemer cairngorms whiskey</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:47d257d9d511/</dc:identifier>
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<item rdf:about="https://www.youtube.com/watch?v=pRPduRHBhHI">
    <title>This is Why Cycling is Dangerous in America - YouTube</title>
    <dc:date>2025-11-10T02:18:10+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=pRPduRHBhHI</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[[On John Forrester:

Effective Cycling, John Forester, ISBN 978-0262516945
Bicycle Transportation, John Forester, ISBN 978-0262560795 ]

"Chapters

0:00 Intro
3:54 California tried to marginalise cycling
6:25 The birth of Vehicular Cycling
9:38 The MAMIL's Manifesto
20:15 Just ride like a car, bro!
28:05 Bicycle lanes are ... unsafe?
46:09 The second book is even worse?!
58:16 The actual problems with bike lanes
1:06:14 But what about the Netherlands?
1:13:30 Forester at Google
1:21:18 The Cult of the Vehicular Cyclist
1:26:16 Bicycles are not cars!?
1:31:29 Concluding thoughts"]]></description>
<dc:subject>johnforrester bikes biking us davis urban urbanism transit transportation 2025 notjustbikes netherlands ucla california urbanplanning cults cars roads streets 1970s ucdavis bicycleinfrastructure roadrage suvs 2012 paloalto google bicyclelanes bikelanes mamil</dc:subject>
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<dc:identifier>https://pinboard.in/u:robertogreco/b:a3d6b68e9bf8/</dc:identifier>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=ypUGjGWo_hg">
    <title>Electric cargo bikes are rewiring people for the better - YouTube</title>
    <dc:date>2025-09-22T17:00:58+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=ypUGjGWo_hg</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The best type of e-bike for replacing car trips is the cargo bike. Sturdy, capable, and often able to haul lots of cargo or even multiple humans, electric cargo bikes are rewiring cities to adapt their infrastructure for more human-centric transportation. Parents are using them to take their kids to school, businesses are using them for last-mile delivery, seniors are using them to improve their mobility, and cities are using them to replace traditional car- and truck-based services, like snow plows and garbage pickup. #Transporation  #Technology #Bikes 

0:00 Intro
0:25 The cargo e-bike revolution
2:47 Visiting Propel bike shop in Brooklyn
3:57 Bike infrastructure challenges
5:51 Interview with Arleigh Greenwald, Electric bike specialist 
6:37 Bike bus 
7:35 Conclusion"

[See also:

"Why your next car should be an electric cargo bike
Cargo bikes are rewiring cities to adapt their infrastructure for more human-centric transportation. And they’re also really fun to ride. Plus: bike bus!"
https://www.theverge.com/transportation/781908/electric-cargo-bike-car-replace-bike-bus

"A couple of years ago, I helped start a bike bus in my suburban town in North Jersey. The pandemic was still raging, and we were all looking for ways to get our kids out of the house and on to their bikes so they could get a little physical activity before school.

One of the things that helped me get the bike bus started was an electric cargo bike. At the time, my kids were too small to ride the two-and-a-half miles to our school by themselves, so the cargo bike — a first-gen Flyer L885 with a rear-hub motor and a plethora of fun accessories (now renamed the Flyer Via Pro) — was an elegant solution to this problem. Now, three years later, they can ride their own bikes, but I still find myself using my cargo bike to lead our growing bike bus pack every Friday. And it’s replaced my car anytime I need to run a local errand. It’s my “daily driver.”

Ever since the pandemic, electric bike sales in the US have been on a rocket ship trajectory. They are the fastest growing bike category for the past several years, according to recent statistics. And while there was some concern that the e-bike boom would fade post pandemic, or that tariffs and trade wars would put a dent in them, sales have held strong. It looks increasingly likely that electric bikes are here to stay.

E-bikes tend to stir up a lot of passion — They’re too fast! Teens are riding them unsafely! Bike lanes are already too crowded! What about faulty batteries? — but their utility is unquestionable. Owners talk a lot about using their e-bikes in unique and creative ways. But the best use for an e-bike is to replace a car trip. And the data suggests that e-bike owners are doing exactly that.

The best type of e-bike for replacing car trips is the cargo bike. Sturdy, capable, and often able to haul lots of cargo or even multiple humans, electric cargo bikes are rewiring cities to adapt their infrastructure for more human-centric transportation. Parents are using them to take their kids to school, businesses for last-mile delivery, seniors to improve their mobility, and cities to replace traditional car- and truck-based services, like snow plows and garbage pickup. We’re even starting to see electric cargo bike share programs emerge as a solution for anyone who can’t afford one of their own.

And perhaps the most joyful application, cargo bikes are playing a central role in the global movement to encourage more kids to ride their bikes to school. These bike buses that are springing up in cities and towns across the world are exposing more people to the joys of electric cargo bikes as well as the need for better infrastructure, slower speed limits, and communities that are oriented around the smallest and most vulnerable among us.

There’s still a long way to go before electric bikes, and cargo bikes in particular, are seen as legitimate forms of transportation in the US. Europe has made a lot more progress in that regard. Cities need to build safer systems, like protected bike lanes and convenient bike parking, to encourage more people to ride. And that requires taking space away from cars, which is a politically fraught proposal. Governments need to ensure their citizens are protected from faulty batteries that have been known to catch fire. And drivers and cyclists alike need to give each other a little bit of grace and make room for new people in the community — especially children — so everyone feels welcome, included, and valued.

Cargo bikes won’t solve every problem we have. But they can certainly help make our communities more livable."]]]></description>
<dc:subject>bikes biking ebikes carbikes transportation 2025 cities urban urbanism climatechange climate cars trasnportation transit mobility us bikepaths bikeability catstrain delivery infrastructure green environment streets urbanplanning bikebuses arleighgreenwald nyc brooklyn offline cycling safety porland minneapolis sanfrancisco</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:d6ed66b350cf/</dc:identifier>
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</item>
<item rdf:about="https://www.theverge.com/transportation/777556/how-i-went-from-an-e-bike-hater-to-a-believer">
    <title>How I went from an e-bike hater to a believer | The Verge</title>
    <dc:date>2025-09-19T16:33:26+00:00</dc:date>
    <link>https://www.theverge.com/transportation/777556/how-i-went-from-an-e-bike-hater-to-a-believer</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["﻿Sometimes an upgrade means changing your thinking."]]></description>
<dc:subject>allisonjohnson seattle bikes biking ebikes 2025 transportation</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:1d13faeb5faf/</dc:identifier>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=wa8-DFfuoqE">
    <title>Could Amflow's 1000W E-Bike Ruin It For Everyone? - YouTube</title>
    <dc:date>2025-09-07T16:26:58+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=wa8-DFfuoqE</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["An 'arms race' for the most powerful eMTB is on. Amflow's first bike with the 1,000W Avinox drive system boasts an impressive amount of power, but could this create issues with regulations and trail access for everyone?"]]></description>
<dc:subject>ebikes bikes biking via:javierarbona 2025 rules regulations bermpeak mopeds law legal us mountainbikes europe</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:94eebbad94a0/</dc:identifier>
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</item>
<item rdf:about="https://joshbrake.substack.com/p/an-e-bike-for-the-mind">
    <title>An E-bike For The Mind - by Josh Brake</title>
    <dc:date>2025-09-05T17:19:35+00:00</dc:date>
    <link>https://joshbrake.substack.com/p/an-e-bike-for-the-mind</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["As I've been pedaling around town over the past few days, I've been reexamining my beef with e-bikes. And as I've wrestled with it, I've come to a few conclusions that I think are relevant not just to e-bikes but—wait for it, I'm sure you didn't see this one coming either—our use of artificial intelligence too.

Steve Jobs famously imagined the computer as a bicycle for the mind. If the computer is a bicycle, perhaps AI is an e-bike.

Narcissus as Narcosis

In an early chapter of his magnum opus, Understanding Media (with the blog-post worthy title "The Gadget Lover: Narcissus as Narcosis"), Marshall McLuhan makes the case that technological augmentation is simultaneously amputation. He writes:

<blockquote>Any invention or technology is an extension or self-amputation of our physical bodies, and such extension also demands new ratios or new equilibriums among the other organs and extensions of the body.</blockquote>

He goes on to quote the 113th Psalm to argue that by using technologies, we are both formed by them and conformed to them.

<blockquote>Their idols are silver and gold,
    The work of men’s hands.
    They have mouths, but they speak not;
    Eyes they have, but they see not;
    They have ears, but they hear not;
    Noses have they, but they smell not;
    They have hands, but they handle not;
    Feet have they, but they walk not;
    Neither speak they through their throat.
    They that make them shall be like unto them;
    Yea, every one that trusteth in them.</blockquote>

"They that make them shall be like unto them." Indeed.

This is the question we had better be asking much more regularly, publicly, and with each other: to what image is our technology conforming us? In recent years, there has been much conversation about the conforming power of algorithmically-powered social media and internet-connected devices that are practically attached to our hands. In so many ways, we accepted them into our lives with a false promise of augmentation without amputation. Only in retrospect are we noticing what’s been cut off.

In the midst of it all, there is hope. We can work to reclaim those things we have lost. Perhaps amputation is the wrong metaphor, and it is more a desensitization from infrequent attention and use. But if we thought that the societal impact of smartphones and social media was significant, just wait till we see the downstream amputations on offer with the promises of artificial intelligence.

As we consider the potential augmentations of AI, we need to hold them in tension with the concurrent amputations. E-bikes and their tradeoffs can offer us some wisdom.

Today, I’d like to riff on three e-bike-inspired perspectives I’m using to think about my technology use.

1. What: What is being augmented and amputated?

2. How: How does the augmentation interact with our effort?

3. Why: What are the values and stories motivating our choices?"

...

"At the end of the day, we must remember that innovation is a bargain. We often consider what technology promises to enable for us, without considering what it will almost certainly disable.

Most of the time, we fail to stop and consider the tradeoffs. Perhaps e-bikes may give us a metaphor to frame our thinking."]]></description>
<dc:subject>ebikes bikes biking joshbrake ai artificialintelligence marshallmcluhan technology smartphones socialemedia augmentation friction innovation change tardeoffs stevejobs</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:f4f28ddc49e1/</dc:identifier>
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<item rdf:about="https://www.youtube.com/watch?v=bB6hBLmBhPA">
    <title>The STUPID Laws That Make THIS a ‘Bicycle’ - YouTube</title>
    <dc:date>2025-08-25T20:36:00+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=bB6hBLmBhPA</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["E-Bikes are becoming more popular, but some of them aren't really bicycles at all. We take a dive into why some companies have added pedals and a drivetrain to what is essentially a battery-powered moped to evade regulations."

[via:
https://www.theverge.com/e-bikes/765275/everyone-is-freaking-out-about-teens-on-e-bikes ]]]></description>
<dc:subject>bikes ebikes biking regulation motorcyles 2025 us cities urbanism urban law legal europe mopeds bermpeak</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:6c124f83bd9c/</dc:identifier>
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<item rdf:about="https://www.youtube.com/watch?v=Oo_b5z093Hw">
    <title>David Byrne on How Culture Changed After the Internet - YouTube</title>
    <dc:date>2025-08-20T02:34:49+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=Oo_b5z093Hw</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Musician, artist, and Talking Heads frontman David Byrne (Stop Making Sense, American Utopia) joins Kareem on the subway for a conversation about how technology has reshaped the way we listen to and experience music. From life before the internet to the impact of streaming on artists and audiences, David shares his thoughts on what’s been lost, what’s been gained, and why the way we consume music might need to change. They also dive into creativity, culture, and what keeps David inspired after decades in the spotlight.

SubwayTakes Uncut is like SubwayTakes, but longer, looser, and with more stops, more takes, and more room to go deeper."]]></description>
<dc:subject>davidbyrne 2025 kareemrahma subwaytakes nyc bike biking internet web online creativity culture society music talkingheads art copenhagen amsterdam</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:aa828f02455b/</dc:identifier>
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</item>
<item rdf:about="https://robinrendle.com/stories/this-glorious-machine/">
    <title>This Glorious Machine</title>
    <dc:date>2025-08-15T04:26:01+00:00</dc:date>
    <link>https://robinrendle.com/stories/this-glorious-machine/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["THIS GLORIOUS MACHINE

Riding an e-bike is like discovering a long forgotten secret of the universe or, perhaps, inventing something worthy of a heartfelt “eureka.” Look: zipping through traffic on my first e-bike, blitzing past the stuffy tin cans all around me, I’ve become master of the four winds. Now first place in a triathlon, now a mythical creature that can move at the speed of thought. Upon my trusty electric 6-gear steed I am Hermes, lord of heavenly motion.

And the sound! An e-bike makes every thunk, whip, and whirl that you might find in a comic book: gears rattling, spokes spinning. Just listen to this thing go! I’m dashing between cars and blurry, bipedal pedestrians, and right now, on my first ride to work, I can’t stop smiling.

I’m smiling because, unlike so many promises that tech has failed to deliver, e-bikes are genuinely worthy of an hour-long presentation delivered in a turtleneck. If a computer is a bicycle for the mind, then an e-bike is a bicycle for our bicycles, a wonder of micro-mobility as they reimagine our relationship with our bodies and our cities and even with the future of technology itself.

Simply put...

E-BIKE AREN'T A DUMB GRIFT.

As I weave through double parked cars and brave pedestrians, I see that this bicycle with an electric motor has returned the hope I’d lost over the years. Here, listen, it whispers: tech doesn’t have to be a con or make us the worst versions of ourselves. Look: technology has kept its promise and genuinely made the world better!

My e-bike is pulling me into an alternate dimension where tech isn’t designed to be a grift from the start, as these two-wheeled bad boys aren’t only here to generate shareholder value; they’re designed to help.

I’m halfway through my ride now and it’s dawning on me that this little e-bike of mine offers a critique against tech culture as a mere profit-generating tool, sure. But this machine comes with a vision, too. A vision of what a city should be and how we ought to navigate it.

It’s clear from this ride that our cities have been built all wrong as for more than a century we’ve incentivized cars to segment and separate our country into human-free zones and endless freeways with generic, Lego-like blocks copy and pasted in between. Although, my e-bike, as brilliant as it may be, is a well-designed hack on top of all that. It’s a patch on top of poor city planning and underfunded public infrastructure.

Our cities don’t have to work like this and e-bikes show us a clear way out: every e-bike is a manifesto for lost common spaces, huge sidewalks with giant trees above and local shops within walking distance. Parks! Places you can sit down! Shade! Shelter! Not just an in-between place or a hurdle to circumnavigate between your job and your home, e-bikes argue for a city to be proud of instead. And isn’t that what tech was supposed to do, show us a way out?

Wasn’t tech supposed to show us the future?

E-BIKES ARE MORE PUNK THAN PUNK ROCK.

For a decade my primary method of transportation was a motorcycle. Back in my early 20s I believed there was nothing more punk than an exploding hunk of metal beneath me. Roaring, screaming through dinky villages in Devon or across the sparse and shining cities of southern California.

Bicycles were the opposite of all that freedom. For decades I associated them with my childhood and being trapped in my tiny hometown without access to the wider world. Bicycles weren’t objects of desire or of longing because they simply weren’t fast or loud. And to be cool there always has to be volume and speed. Drums? Fast. Loud. Cool. Hip hop? Same. Motorcycles? What did you say? I can’t hear you because my eardrums have shattered and all that remains is a wonderful, heart-stompingly loud vibration in my chest; loudness personified and loudness eternal.

But now, as I’m slipping between cars on my first e-bike after two decades of being a total jerk and looking down on cyclists, I’m embarrassed to say I’ve thoroughly learned my lesson. Bicycles, and e-bikes specifically, are genuine wonders. Somehow strapping an electric motor onto a bicycle changes everything for me.

Here’s the kicker though. E-bikes aren’t cool because of the way they look or how loud they are and they’re certainly not cool because they turn heads or make strangers jealous. Instead, e-bikes don’t care about cool. They argue for a new kind of world where technology is genuinely helpful, where technology doesn’t have to be cool at all.

Technology can just do the job it’s meant to.

E-BIKES ARE THE FUTURE WE DESERVE.

Almost home now, stopping for a kid to cross the street. She’s smiling and dancing, oblivious to the world around her, but now she’s caught sight of me, looking me up and down. Slowly, she raises her hand up to her head in the shape of an L.

Who knew that a simple gesture could undo years of therapy in a flash? And sure, I might very well be a nerd, a loser, perhaps even a dreaded cyclist now but no matter how much I love this machine it will never be truly cool. But isn’t that...fine?

Cool tech is overrated anyway. We tend to think of cool in all the wrong ways because we only see cool as loudness and speed and aluminum, presented on stage to glorious fanfare. We see minimalism and a hefty price tag or the unrealistic, bewildering promise that can’t possibly be kept and we think that’s cool. Yet we tend not to think about hearing aids or MRI machines or clean drinking water or contact lenses. We don’t think of small, meaningful progress as cool and this limits our understanding of what technology is capable of and what role we should play in it.

As someone who’s worked in tech for more than a decade (sorry) I’ve seen how a lot of folks in the industry are terrified of making something merely useful. It must be important! It must scale! It must have a million eyes on it! And I’ve sat through meetings where progress isn’t measured by real progress, but rather a bunch of abstract numbers in an ugly spreadsheet. So—ranting aside—I reckon technology can only truly help us if we ignore what’s cool. Imagine no more handsome, turtlenecked speeches or rapturous applause. Imagine no more dumb catchphrases or logo redesigns or promises that can’t possibly be kept.

Rather, e-bikes ask us a new and exciting question:

WHAT IF WE MADE SOMETHING USEFUL INSTEAD?"]]></description>
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<item rdf:about="https://www.dragonfly-eye.online/klew/riding-and-freedom">
    <title>Riding &amp; Freedom | Dragonfly-Eye → Online Library &amp; Image Bank</title>
    <dc:date>2025-06-22T03:17:54+00:00</dc:date>
    <link>https://www.dragonfly-eye.online/klew/riding-and-freedom</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["A One of the things about riding bikes B has not really to do with speed C. It’s that... it’s a very intense experience, both psychic and physical, of freedom.

But it is very necessary to say what I mean by that. It isn’t actually getting to the traffic lights at the top and being the first off, I mean there is that...E

But the real freedom is something different.

It is that when riding a bike you make a decision,
you observe, F
you observe, G
you observe everything all of the time.

And then you make a decision. And the consequences of that decision come, almost immediately. And at the same time you have very little protection – physical protection, against them. H

So that between decision and consequence, and they are not absolutely instantaneous, but they are *like that*. I

You decide something, and it happens, for good or bad. Where as in the rest of life, inevitably, time is more delayed, or there are many many more constricting considerations or factors, there is more friction if you wish, between decision and consequence.

And that is in a very lived sense, something which to me seems to touch, not necessarily the essence, but something very deep about what I mean by freedom.

And then to bring it back, that same freedom, has nothing to do with power or speed, and has to do with almost its opposite. It is the free choice in someway, by gesture, glance, or action, of tenderness. K L

----------

A John Berger on tenderness, the dead, freedom, bikes, with Michael Silverblatt. 2002. (8:55 – 11:15) [https://www.youtube.com/watch?v=yVBgzqMGYtA ]

B John Berger with motorcycle. ꙮ [https://www.jornada.com.mx/2007/04/01/sem-luis.html ]

C Umberto Boccioni, 1913

D C. Wright Mills on his BMW

E 60’s Mod with modified scooter

F The Harder They Come, 1972 [https://en.wikipedia.org/wiki/The_Harder_They_Come ]

G See: Dick Hebdige, Object as Image: the Italian Scooter Cycle, 1988 [https://archive.org/details/hidinginlightoni00hebd ]

H “One of the Freak Hazards of the Road” 1934

I Newton’s 3rd Law [https://en.wikipedia.org/wiki/Newton%27s_laws_of_motion ]

J Scooter-riding Mods, Quadrophenia, 1979 [https://en.wikipedia.org/wiki/Quadrophenia_(film) ]

K Ladri di biciclette (Bicycle Thieves), 1948 [https://www.youtube.com/watch?v=uQkDYXzsHJE ]

L “Socialism can only arrive by bicycle." —José Antonio Viera-Gal [https://en.wikipedia.org/wiki/Jos%C3%A9_Antonio_Viera-Gallo ]"]]></description>
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<item rdf:about="https://www.ijurr.org/spotlight-on/disabling-city/crip-mobility-justice/">
    <title>Crip Mobility Justice: Ableism and Active Transportation Debates - Spotlight On The Disabling City</title>
    <dc:date>2025-03-14T07:31:00+00:00</dc:date>
    <link>https://www.ijurr.org/spotlight-on/disabling-city/crip-mobility-justice/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["As Gabrielle Peters, a Vancouver-based disabled accessibility advocate and expert, has argued, disabled people have become political volleys in active transportation debates. Indeed, the complex meanings of disability, as well as the politics of ableism, have been sidelined in efforts to show that individual disabled people are for or against active transportation. In this sense, active transportation debates participate in what I have called “post-disability politics”, which depoliticizes disability as a challenge to compulsory normalcy, treating it instead as an experience of individual disabled citizens and consumers. A feature of neoliberal disability rights, post-disability politics emerged in era after the Americans with Disabilities Act (ADA). Such politics purportedly include disabled people, while excluding the possibility that ableism is a system of values shaped by the imperatives to be so-called healthy, normal bodies.

Indeed, these debates would benefit from engagement with critical disability theory and politics. Rather than take the category of disability for granted as static or all-encompassing, critical disability theory questions how the figure of the disabled person is constructed in relation to mandatory whiteness, capitalist productivity, aspirational urban citizenship, and liberal notions of agency. Crip theory, in particular, questions the imperative toward compulsory normalization, offering theories of accessibility as grounded in friction and contestation.

For example, rather than only focusing on accessibility as facilitating smooth movement from one place to another, crip theory asks us to think about how barriers, disagreements, and competing accessibility needs have shaped built environments. As one example (explored in my book, Building Access: Universal Design and the Politics of Disability), when wheelchair users first began prototyping curb cuts on sidewalks, blind people found them dangerous because they did not announce the transition from sidewalk into street. Rather than abandon curb cuts altogether, blind people and wheelchair users worked together to develop “tactile paving”, which adds texture as information about the coming elevation change, in addition to symbolizing the frictions of the design process that resulted in a mutually-agreeable design. As the history of accessible design shows, access is not just easy movement through a space, but a struggle for the recognition of disabled people as a heterogenous political and cultural force.

Critical Access Studies, a framework I introduced in Building Access, is a subset of critical disability studies and critical design studies that asks us to question who benefits from typical modes of accessibility or the affordances of adaptive devices (including adaptive bicycles), and who is left out of our conversations about belonging in the built environment. When we imagine the figure of the disabled cyclist, are they always white, physically enabled, or exceptional “supercrips”? Active transportation advocates often offer examples of cyclists with disabilities to show that cycling does not “exclude disabled people”. But are they understanding that these particular disabled people may also have physical disabilities, heart conditions, chronic fatigue, or sensory processing disabilities that would preclude intense physical activity if the built environment required it? Are these advocates not only highlighting individual preferences or adaptations, but simultaneously pushing for cities to maximize disability access? And are these advocates understanding ableism as a system of oppression (in which some disabled people are more disadvantaged than others on the basis of the type and degree of their disability, as well as their race, gender, and class)? Put another way, is “including disability” simply a matter of meeting individual preferences for walking, cycling, or driving, or is it a matter of addressing systematic ableism? In current debates, the focus on individual preferences seems to obscure that ableism works by elevating some disabled peoples’ needs over others, a historical condition that has had implications for the ways that the category of disability itself is understood.

The Disability Justice movement explains the political stakes of these questions. This movement, led by disabled people of color and queer disabled people, emerged in the twenty-first century in response to a lack of intersectional approaches within mainstream disability activism. Earlier disability movements emphasized legal and rights-based approaches to accessibility, which often limit access to compliance and understand disability as an individual, rather than collective matter. By contrast, Disability Justice centers anti-capitalism, interdependence, and intersectionality. For Disability Justice, it is not enough for cities simply to abide by the ADA. Rather, accessible cities need to center “cross-disability solidarity”, a commitment to not leaving any disabled people behind. As Stacey Milbern has argued, “access-washing” is the use of accessibility violations to control and police marginalized people in public space. For example, the police may use ADA citations to exclude unhoused people from occupying tent cities. Access-washing, according to Milbern, fails to protect disabled people of color living in poverty. Likewise, the existence of some disabled people who are for or against active transportation does not mean that cities should privilege this framework, but rather that planners and civic designers ought to understand that disability is a heterogeneous phenomenon, and that ableism intersects with race, class, and gender oppressions.

Taking an intersectional framework informed by Disability Justice and Critical Access Studies, I propose further exploration of Crip Mobility Justice. This framework would build on existing efforts to attend to the uneven distribution of accessible urban mobility by prioritizing the dismantling of ableism. For Crip Mobility Justice, accessibility would be less about individual consumer preferences, such as whether or not disabled people want to ride adaptive bicycles, and more about commitments to interdependence and widespread accessibility. This would include eschewing the logics of health promotion in active transportation, which promote normalized body types, in favor of broad accessibility. While Crip Mobility Justice could certainly include sidewalks and bicycle lanes as options in multi-modal transit systems, it would also prioritize curb cuts, adequate and sensory-friendly lighting, spaces of respite and quiet, public restrooms and water fountains, as well as housing justice and the abolition of policing and surveillance. In other words, it would promote cities built for the most marginalized disabled people.

Aimi Hamraie is associate professor of Medicine, Health & Society and American Studies at Vanderbilt University, where they also direct the Critical Design Lab. Their research spans critical disability studies, science and technology studies, urban studies, and design. They are author of Building Access: Universal Design and the Politics of Disability (University of Minnesota Press, 2017)."]]></description>
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<item rdf:about="https://harvardpublichealth.org/policy-practice/vision-zero-aims-to-reduce-traffic-deaths-through-better-road-design/">
    <title>Vision Zero aims to reduce traffic deaths through better road design</title>
    <dc:date>2025-02-18T22:30:18+00:00</dc:date>
    <link>https://harvardpublichealth.org/policy-practice/vision-zero-aims-to-reduce-traffic-deaths-through-better-road-design/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Research shows people in the U.S. think traffic deaths are inevitable, but they aren't."]]></description>
<dc:subject>cars bancars publichealth 2025 us rachelfairbank police policing pedestrians visionzero cyclists bikes biking cities urban urbanism urbanplanning urbandesign death infrastructure taragoddard drivers driving patriciatice transit transportation mobility sweden denmark speeding amycohen safety roads streets nyc chicago austin boston jayblazekcrossley texas joelmeyer tcdot publicsafety johnwhitmire houston bikelanes harriscounty</dc:subject>
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<item rdf:about="https://www.motherjones.com/politics/2025/01/e-bike-subsidy-programs-denver-states-walkable-cities-urban-infrastructure/">
    <title>The Secret to a Better City Is a Two-Wheeler – Mother Jones</title>
    <dc:date>2025-01-09T00:32:36+00:00</dc:date>
    <link>https://www.motherjones.com/politics/2025/01/e-bike-subsidy-programs-denver-states-walkable-cities-urban-infrastructure/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["E-bikes get cars off the road and reduce pollution—and that’s only part of why places like Denver are giving them away."]]></description>
<dc:subject>clivethompson bikes biking cities urban urbanism pollution environment denver ebikes</dc:subject>
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<item rdf:about="https://www.theatlantic.com/ideas/archive/2025/01/los-angeles-zoning-traffic-reform/681181/">
    <title>L.A.’s Twin Crises Finally Seem Fixable - The Atlantic</title>
    <dc:date>2025-01-05T20:17:50+00:00</dc:date>
    <link>https://www.theatlantic.com/ideas/archive/2025/01/los-angeles-zoning-traffic-reform/681181/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The city is gradually revamping America’s most infamous sprawl."

...

"Los Angeles has seen better days. Traffic is terrible, homelessness remains near record highs, and housing costs are among the worst in the country. Several years ago, these factors contributed to an alarming first: L.A.’s population started shrinking.

This is no pandemic hangover. With a few exceptions, the local economy has come roaring back. Many of its major industries proved resistant to remote work—you still can’t film a movie over Zoom—and perfect year-round weather continually drew digital nomads. The quick rebound has had the paradoxical effect of kicking L.A.’s pre-pandemic problems into overdrive, by clogging freeways, eating up limited housing supply, and forcing out residents who couldn’t afford to stay.

The city’s traffic and housing crises date back a century, when Los Angeles first became dependent on the automobile and exclusionary zoning. Ever since, municipalities across the country—from Las Vegas to Miami, and nearly every suburb in between—have followed L.A.’s example, prioritizing cars over public transit and segregating housing by income. Predictably, Los Angeles’s problems have become urban America’s problems.

In recent years, a critical mass of state policy makers, housing reformers, and urban planners understood that L.A.’s problems are reversible, and started to lay out an alternative path for the future. The city has made massive investments in transit and—partly because of pressure from statewide pro-housing laws—experienced a surge of permitting for new homes. Even though rampant NIMBYism remains a barrier, the breadth of the city’s progress is becoming clearer: Los Angeles is gradually revamping America’s most infamous sprawl.

L.A.’s quest to reinvent itself holds national implications. Savvy urban planners and policy makers are watching to see how Los Angeles addresses the issues that are intensifying in many of their own cities. They know that a congested, unaffordable future awaits if they don’t intervene."]]></description>
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<item rdf:about="https://www.sfchronicle.com/sf/article/muni-jeffrey-tumlin-robotaxi-19998692.php">
    <title>Outgoing Muni chief Jeffrey Tumlin on why robotaxis are bad for S.F.</title>
    <dc:date>2025-01-01T04:20:53+00:00</dc:date>
    <link>https://www.sfchronicle.com/sf/article/muni-jeffrey-tumlin-robotaxi-19998692.php</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["When Jeffrey Tumlin took his post as San Francisco’s top transportation official in late 2019, he had marching orders to get Muni running on time and stop the transit system’s equipment meltdowns — with no warning that, in three months, a global pandemic would plunge the transit system into crisis.

Preparing to step down five years later, Tumlin remembered that period not only for the tumult it brought, but for the reforms it inspired. Forced to overhaul the bus and rail system in the course of a weekend, he and his team made adjustments that would stick long after the shutdowns were over. 

Innovations in scheduling, aimed to cope with operator absences during COVID, ultimately made buses more reliable. Other experiments, such as the Slow Streets program, reflected Tumlin’s philosophy of street design: Sacrifice convenience for cars to promote safety for bikes and pedestrians. 

The idea inflamed a culture war, and by the end of his term, Tumlin was among San Francisco’s most polarizing leaders. He’s come to accept that status, openly wondering whether any San Francisco transportation chief can take risks, and try to change the geometry of city streets, without provoking ire. 

Tumlin will leave at a moment when the way we move around the city is transforming radically, with self-driving cars on the rise just as commuting numbers decline — a shift that’s caused devastating financial losses for Muni and other transit agencies. San Francisco’s longtime transit director, Julie Kirschbaum, will replace Tumlin while the city searches for a permanent successor.

In a wide-ranging exit interview, Tumlin shared his thoughts about the future, voiced skepticism of autonomous vehicles and explained why transportation has become such a raw topic in San Francisco. 

Parts of this exchange have been edited and resequenced.

Q: Some people foresee a future in which autonomous vehicles like Waymos are ubiquitous in how people travel throughout the city. If someone wants to get somewhere, they summon a robotaxi, take it to a transit stop. Is this crazy talk?

A: Let’s talk about a little history of mobility innovation. When Uber and Lyft were founded in San Francisco, they made grand promises about the end of car ownership, solving traffic congestion and improving the efficiency of the mobility system. 

I think Uber and Lyft had the opposite of their intended effects. Uber and Lyft are very convenient, but they have worsened the efficiency of the system. Many people have a hard time understanding the difference between user convenience and system efficiency. 

A challenge we face in the mobility world is a challenge of geometry. When I walk or bike or take Muni, I take up one-tenth of the roadway space as I do when I drive my own car, or take an Uber, or take a Waymo. So, if I am choosing my individual user convenience, I am worsening system efficiency and causing the overall roadway system to have less capacity to move people. 

My job (as San Francisco Municipal Transportation Agency director) is to design the overall mobility system to make sure that everyone can move and to accommodate the next 82,000 housing units that San Francisco has committed to. A big part of my job is focusing on geometric limitations. We’re no longer demolishing neighborhoods to widen streets. The streets are as wide as they’re ever going to be. I need to maximize the public benefit of our limited public right of way. That means accommodating as much user convenience as I can, but always focusing on system efficiency and always focusing on the needs of people with the fewest choices.

Waymo, like Uber, like Lyft, like taxis, are really convenient. They take me from A to B. I don’t have to worry about parking or pay for parking — which is (partly) how we fund Muni. But they reduce the ability of the San Francisco street network to move people, if they’re getting in the way of walking, biking and transit.

Q: So the rise of ride-hail vehicles, including Waymo, is taking money away from Muni?

A: The SFMTA owns nearly a dozen (parking) garages in the downtown area, some of which are sitting mostly empty. All of that money used to go to fund Muni. 

In addition, the SFMTA has a 25% parking sales tax on all private commercial garages in the downtown. Those are also sitting empty. It’s downtown office buildings that are not full of people, but it’s also Union Square suffering from a loss of regional shoppers. 

It’s also part of a long-term trend. Fifteen years ago, if you were a business traveler going to an ophthalmology conference at Moscone, you would rent a car at (San Francisco International Airport) and drive and park at the Moscone garage. Business travelers stopped doing that over a decade ago. They started using ride-hail services. 

When I started this job, at the peak of a boom economy, we had an over $50 million annual structural deficit. COVID simply accelerated some long-term trends. Uber, Lyft and now Waymo are a big part of why Muni funding is down.

Q: When thinking about what defines your tenure, fixing Muni was a big one. But there was a lot of bike lane construction, a lot of intersection redesign.

A: And transit-only lanes! In our little 7-by-7-mile city we have 75 miles of transit-only lanes. On a per capita or per square kilometer basis, we have not yet been able to identify a city with a denser transit lane network in the world (though we want to be proven wrong). The biggest, most effective investments we made are the ones nobody paid attention to. 

Like the 38-Geary (Muni line). We have transit-only lanes the entire length of Geary from the Salesforce Transit Center all the way to 33rd Avenue. We just went out and painted. And California. 16th Street. Potrero. Most of Mission. We’re working in Golden Gate Park now with the Recreation and (Park) Department. The team went out and methodically measured every place where main lines were being delayed and worked to eliminate that delay. Block by block, intersection by intersection.

Q: You’re strongly associated with this movement to take back the streets by redesigning them. We saw this with Better Market Street, which coincided with your entrance, then there was JFK Drive going car-free, and Slow Streets. Maybe it’s not as consequential as fixing Muni, but it’s a big culture change.

A: And it’s where all the controversy came.

Q: Exactly. Do you see this concept as having staying power?

A: Well, I think that street safety needs to have staying power. If we look at cities anywhere in the world, San Francisco is needing to do some catch-up in basic walkability, bikeability, street safety.

Q: But we’ve seen pushback. How are you responding to all the criticism? 

A: I feel like it has a culture war element right now. People are in entrenched camps and have stopped listening to each other. We’re seeing a rise in disinformation and dehumanization of city workers. What’s needed is what’s needed any time a community becomes deeply divided. I’m hopeful that (Mayor-elect) Daniel Lurie will be able to bring the city back together again and focus on key principles. 

We need to make sure that people can walk around San Francisco, and if they follow the basic traffic rules, they can be confident that they’re not going to be run down in traffic. We need to decarbonize the transportation sector as rapidly as we can. We need to make sure that seniors, people with disabilities, kids can get around safely to school, to doctor’s appointments, or to do their shopping. And we need to support the city’s economic recovery.

We need to do that with limited resources, and with streets that are not getting any wider. We need to have a real conversation about trade-offs. In order to make sure everyone can still drive when they need to drive, ironically, we must do more to make transit faster, more frequent and more reliable, and to make walking and biking safer.

Q: You’ve said that a lot of Muni’s success comes from what you did to get through COVID. Walk us through that.

A: It was March of 2020. We were in lockdown. New York City transit was burying dozens of its operators. People were terrified. Nobody knew how the disease would spread. The media kept highlighting public transit, as if it were this vector for disease, which later was proven emphatically (wrong). 

Yet, when newspapers write a story about COVID, they inevitably include a photo of a bus.

Our workforce was scared. And yet, our workforce kept showing up. We marshaled office workers (in the SFMTA building) at 1 South Van Ness to clean and sterilize buses. 

We realized we had no way of predicting which of our operators would be able to show up on a given morning. We knew a lot were going to be in quarantine, and we had a lot of folks in the hospital — in the end, none of our public-facing workers would die of COVID.

So, we had no way of knowing how many operators would show up, or who, and every operator is assigned a very specific slot. If an operator doesn’t show, you can’t fill that run. At the same time, the health department had demanded social distancing, which dramatically cut the capacity of our vehicles. And, here in San Francisco, essential workers take transit.

We made several really bold moves. One: We stripped the system back to its barest essentials. Since there was no way we could deliver anything like a full schedule and we needed to provide capacity for essential workers, and the downtown office core was shut down, we had to completely reinvent the system literally overnight. We identified where all the essential institutions were and used data to identify where our ridership was. Then we took 80-odd transit lines and stripped it down to 12.

Q: You also closed the subway and got rid of traditional schedules, right?

A: We boarded up the subway. We didn’t need big trains going to the Financial District — we needed buses going to the hospitals.

Stripping it down to something we could effectively deliver — that was core to making it work. Just as importantly, we completely abandoned bus schedules. And we turned on this technology called headway management, which we’d had for a decade but never used. Headway management gives the operator information about how many minutes ahead the bus in front of them, and how many minutes behind the bus behind them is. 

And we just told all of our operators: “Do the best you can to space yourselves out evenly.” We just did the best we could. And it was spectacularly successful. We had this reliability breakthrough.

Q: So the pandemic receded, the city entered a period of recovery. Do you keep these strategies?

A: That’s right. As far as I know, we’re the only transit system in the world that uses headway management at scale for all of our main lines. 

The buses that run every 30 minutes — those run on a schedule. But if the buses run every 10 minutes or better, we just ask the operators to space themselves out. 

Remember back eight years ago? If you were waiting for a bus on Mission Street, instead of one bus every five minutes, you would get five buses packed together every half hour. Then there would be a massive gap. Now, whether you’re on Mission, Geary, Van Ness or any of our main lines — (he snaps) — the buses just come. If you miss your bus, you can look up the street and literally see the next bus coming. That has had compounded benefits.

Previously, when Muni was much less reliable, people really avoided having to transfer from one line to another. If you were lucky enough to get your bus on one line, who knew if or when your transferring line was coming. With the reliability improved, people make many more transfers than they used to. 

And we found it’s changed people’s travel patterns.

One thing that is remarkable to us is this: One of the few places in San Francisco where sales are exceeding pre-COVID is Japantown, which is right on the 38-Geary. I don’t think twice about going for lunch in Japantown from my office (on South Van Ness). The 49-Van Ness runs every three minutes, the 38 runs every four minutes, and it’s really easy to transfer.

Q: What about equipment breakdowns? 

A: One of the advantages of boarding up the subway for a year was we got all the crews in there and had them tackle decades of deferred maintenance. Much of the subway is still operating on its original 1977 equipment. 

On a typical day, the subway closes around 12:30 a.m., and it takes time to shut the subway down and check that all of the power is off. Then our crews can go in and do some work, but their window is only three hours. So when we shut the system down, their effectiveness dramatically improved. All the workers could get a full eight-hour shift in the subway.

That inspired a new tradition: fix-it week. We shut the subway down at 9:30 p.m. instead of 12:30 a.m. Then our crews for a week work all night long — full eight-hour shifts — in this amazing ballet of maintenance.

Q: Muni’s obviously in a precarious financial situation right now. There are headlines about how it might be eviscerated. What would you say to whoever takes over from here? 

A: One of the reasons I knew now was the right time to leave was the success we’ve had setting up the Muni Funding Working Group. It’s an effort run by the controller’s office that includes the mayor’s office, incoming mayor’s office, the Board of Supervisors, business, labor, many different interest groups, to help frame up the hard choices that we need to make moving forward.

We need to rebuild the whole financial base. The Muni Funding Working Group is structured to do that. We broke it into four parts. We started by looking at efficiency. Then we looked at service cuts, which got us the headlines we wanted: This is real, this is what’s at stake.

In January, we then talk about all the different new revenue sources, and in February we’ll talk about service improvements. Because in order to win with a ballot measure in 2026, we can’t tell voters, “Hey, just tax yourselves, and things will be the same as they are now.”

Q: How hopeful are you that voters will have the appetite for a tax?

A: That’s what we’re working on. That’s why we structured a five-month process to span the current mayor’s term and the incoming mayor’s term. We knew that whoever the new mayor was going to be, this was going to be one of the first and hardest big decisions that they are going to make. There is a lot to lose, and it’s going to be hard to get a significant measure through to voters unless everyone is in agreement.

We’ll be talking about all the different potential sources of revenue. All of them are hard. But the only thing harder is letting Muni collapse."]]></description>
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<item rdf:about="https://www.sfchronicle.com/bayarea/article/sf-war-on-cars-threats-19958047.php">
    <title>San Francisco’s ‘war on cars’ gets even more intense</title>
    <dc:date>2024-12-28T22:01:52+00:00</dc:date>
    <link>https://www.sfchronicle.com/bayarea/article/sf-war-on-cars-threats-19958047.php</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["While city officials are accustomed to some measure of pushback, many told the Chronicle that transit projects seemed to generate not just furious debates but also threats of violence toward city employees. 

City employees say the hostility surrounding transit projects and changes to streets and parking represent an unsettling chapter in the city’s ongoing efforts to improve street safety and reduce traffic deaths, one in which public discourse often devolves into personal attacks. 

They were careful to specify that the enmity generated by transit and streets projects goes beyond the usual criticism, and that much of it appears to be an outgrowth of the city’s conflict over street usage. Some drivers and merchants believe San Francisco is waging a “war against cars” in part by eliminating parking spaces, adding bike lanes and prioritizing public transit. Meanwhile, Muni is increasing fares amid looming budget cuts that could lead to cuts in service as soon as summer."

...

"SFMTA Director Jeffrey Tumlin said he believes transit is a particularly divisive issue in part because it pervades residents’ daily lives. 

“Transportation is the only government service that nearly everyone uses every day,” Tumlin said Monday in an interview. “It is challenging to create positive change in transportation in part because we personalize it.” 

Tumlin, who is set to step down at the end of 2024 after leading the agency for five years, said his public positions had drawn scrutiny that at times made him fear for his safety. 

“When we make changes to improve safety, people get angry because we are directly impacting their convenience in order to solve a safety or climate goal,” he said. “It’s one of the reasons why few (people in my field) stay in their jobs very long. At a certain point, if they have been successful in creating change, they have created resentment from people who prioritize the status quo over the environment or the next generation.”

None of the seven members of the transit agency’s board of directors responded to questions about threats directed at SFMTA employees. 

But bike and transit advocates said they have witnessed transportation workers face a steady stream of abuse that at times has resembled an intimidation campaign designed to hamper or altogether halt the city’s long-standing transit goals. While advocates focused mainly on threats to transportation planners and engineers, bus drivers and other frontline staff have also faced abuse and violence from riders. "

...

"While tensions spill out at community meetings and other in-person forums, Fabris said he believes much of the animosity is fomented on social media websites like NextDoor and X, where “outrage is weighed higher than civil dialogue.” Twice last month the SFMTA took to X to urge residents not to use online platforms to spread “misinformation” about road closures that the agency said in its tweet seemed to be “designed to inflame tensions in our city.” 

A common criticism levied at the SFMTA is that it undervalues or ignores community feedback — an assertion that the agency tries to counter by conducting online surveys, pop-up events and town halls. But citywide priorities often outweigh criticism, and city policy has privileged public transport over cars since 1973, when the Board of Supervisors adopted “transit-first” guidelines."]]></description>
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<item rdf:about="https://www.youtube.com/watch?v=4uqbsueNvag">
    <title>These Two Cities Used to be the Same - YouTube</title>
    <dc:date>2024-12-24T05:33:09+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=4uqbsueNvag</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["References & Further Reading

Mobility protests in the Netherlands of the 1970s: Activism, innovation, and transitions
https://www.sciencedirect.com/science/article/pii/S2210422421000769

The Hidden History of American Anti-Car Protests
https://www.bloomberg.com/news/articles/2019-10-08/the-hidden-history-of-american-anti-car-protests

The Baby Carriage Blockades
https://medium.com/vision-zero-cities-journal/the-baby-carriage-blockades-9b33c64db34d

Dymph Verdiesen - Omdat ik daar woonde
https://dymphverdiesen.nl/project/omdat-ik-er-woonde/

1972 Namens de kinderen van de Pijp
https://www.youtube.com/watch?v=kxB9AlYg84s

Oliecrises en de veranderende samenleving
https://www.autosnelwegen.nl/index.php/geschiedenis/8-1973-1991-oliecrises-en-de-veranderende-samenleving

How you can get involved in cycling advocacy
https://www.youtube.com/watch?v=6-bV-TTwL3E

The Past, Present, and Future: Effective Advocacy with Mike Layton
https://www.youtube.com/watch?v=e7uzVRBGDY4 "]]></description>
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<item rdf:about="https://slate.com/technology/2024/12/car-commute-public-transit-behavioral-science.html">
    <title>Driving to work: Why it’s psychologically difficult to switch to public transit or biking.</title>
    <dc:date>2024-12-11T18:32:46+00:00</dc:date>
    <link>https://slate.com/technology/2024/12/car-commute-public-transit-behavioral-science.html</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Even when better options for commuting are available, people usually don’t make the switch. But there are tricks to help them."
]]></description>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:masstransit"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:toddrogers"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:disruption"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:benclark"/>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=Pke3OnztBi8">
    <title>Automation &amp; The Future of Subways - YouTube</title>
    <dc:date>2024-11-16T23:11:55+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=Pke3OnztBi8</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["As more and more automotive companies start to develop driverless technology for their cars, automated trains might already be the real future of automated transportation. Let's take a closer look at this decades-old transformative technology."]]></description>
<dc:subject>rmtransit mobility automation publictransit transportation transit 2024 avs robotaxis trains maintenance emissions efficiency cities urban urbandesign planning urbanplanning urbanism walking bikes biking landuse weather climate airports rail railways automatedtransit subways syndey paris copenhagen nyc sanfranciso montreal dallas atlanta hyperloop affordability space london dlr technology osaka railsystems railnetworks toronto lyon vancouver barcelona singapore buses britishcolumbia roads highways freeways kualalumpur doha rennes</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:e9ca60f69091/</dc:identifier>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:automation"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:publictransit"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:osaka"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:railsystems"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:toronto"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:singapore"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:freeways"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:kualalumpur"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:doha"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:rennes"/>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=lV6JzroVr48">
    <title>We Need To Be More Tech Critical - YouTube</title>
    <dc:date>2024-10-29T02:50:30+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=lV6JzroVr48</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The promise of tech may be alluring, but we need to adopt a more intentional and critical mindset. Let's explore what it means to be tech-critical.

Introduction - 0:00
A Brief History of Tech Critique - 2:43
Putting Tech on Trial - 5:38
A Convivial Future - 12:15

Sources & Resources:
Data Grab by Ulises Mejias and Nick Couldry
Tools for Conviviality by Ivan Illich
The Technological Society by Jacques Ellul
Technics and Civilisation by Lewis Mumford
The Myth of the Machine by Lewis Mumford

"Innovation without growth: Frameworks for understanding technological change in a post-growth era by Mario Pansera and Mariano Fressoli" https://journals.sagepub.com/doi/10.1177/1350508420973631

"A review of Jacques Ellul and the Technological Society in the 21st Century, by  Dr. Maximiliano E. Korstanje (August, 2014)"
https://baudrillardstudies.ubishops.ca/a-review-of-jacques-ellul-and-the-technological-society-in-the-21st-century/

"Anatomy of an AI System
The Amazon Echo as an anatomical map of human labor, data and planetary resources, by Kate Crawford and Vladan Joler (2018)"
https://anatomyof.ai/

"Jacques Ellul’s 76 Reasonable Questions to Ask About Any Technology"
https://geezmagazine.org/blogs/entry/jacques-elluls-76-reasonable-questions-to-ask-about-any-technology "]]></description>
<dc:subject>solarpunk technology criticism 2024 andrewism ulisesmejias nickcouldry ivanillich jacquesellul lewismumford mariopansera marianofressoli maximilianokorstanje katecrawford vladanjoler toolsforconviviality luddism luddites civilization society colonialism colonization imperialism ai artificialintelligence exploitation data sustainability globalwarming climatechange techcriticism labor ethics morality trains cars criticalthinking ecosystems bike biking corporations capitalism datacenters extraction extractivism usufruct irreducibleminimum complementarity multcrisis andrewsage</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:b329b0e426c3/</dc:identifier>
<taxo:topics><rdf:Bag>	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:solarpunk"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:imperialism"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:ai"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:exploitation"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:techcriticism"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:criticalthinking"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:bike"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:biking"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:corporations"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:capitalism"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:datacenters"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:extraction"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:extractivism"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:usufruct"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:irreducibleminimum"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:complementarity"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:multcrisis"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:andrewsage"/>
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</item>
<item rdf:about="https://slate.com/business/2023/03/paris-car-ban-bikes-cycling-history-france.html">
    <title>Paris bans cars: The city pulled off an urban dream. Is it a model or a warning?</title>
    <dc:date>2024-10-07T16:57:56+00:00</dc:date>
    <link>https://slate.com/business/2023/03/paris-car-ban-bikes-cycling-history-france.html</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["A city once remade for voitures has transformed itself into an unlikely utopia for cyclists and pedestrians. What can it teach us?"]]></description>
<dc:subject>cars bikes biking urbanplanning infrastructure paris 2023 henrygrabar cities urban urbanism mobility transit bancars</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:0c57b64eccba/</dc:identifier>
<taxo:topics><rdf:Bag>	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:cars"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:bikes"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:biking"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:urbanplanning"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:infrastructure"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:paris"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:2023"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:henrygrabar"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:cities"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:urban"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:urbanism"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:mobility"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:transit"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:bancars"/>
</rdf:Bag></taxo:topics>
</item>
<item rdf:about="https://english.elpais.com/lifestyle/2024-04-24/the-cycling-revolution-in-paris-continues-bicycle-use-now-exceeds-car-use.html">
    <title>The cycling revolution in Paris continues: Bicycle use now exceeds car use | Lifestyle | EL PAÍS English</title>
    <dc:date>2024-10-07T16:57:31+00:00</dc:date>
    <link>https://english.elpais.com/lifestyle/2024-04-24/the-cycling-revolution-in-paris-continues-bicycle-use-now-exceeds-car-use.html</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["A study indicates that 11.2% of trips in the French capital are made on two wheels, compared to 4.3% in four-wheel vehicles"
]]></description>
<dc:subject>paris bikes biking mobility cars 2024 transit urbanplanning cities urban urbanism infrastructure bancars</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:a0e79ed5408a/</dc:identifier>
<taxo:topics><rdf:Bag>	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:paris"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:bikes"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:biking"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:mobility"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:cars"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:2024"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:transit"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:urbanplanning"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:cities"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:urban"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:urbanism"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:infrastructure"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:bancars"/>
</rdf:Bag></taxo:topics>
</item>
<item rdf:about="https://www.nytimes.com/2024/08/26/nyregion/street-wars-bike-lanes-paris.html">
    <title>Parisians Are Choosing Bikes Over Cars. Will New Yorkers Do That, Too? - The New York Times</title>
    <dc:date>2024-10-07T16:56:51+00:00</dc:date>
    <link>https://www.nytimes.com/2024/08/26/nyregion/street-wars-bike-lanes-paris.html</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The transformation of cycling access in Paris over the past few years may have lessons for New York and its car-clogged streets."
]]></description>
<dc:subject>paris bikes biking cars mobility urbanplanning cities 2024 nyc urban urbanism transit infrastructure bancars</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:0dc1c5d73431/</dc:identifier>
<taxo:topics><rdf:Bag>	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:paris"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:bikes"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:biking"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:cars"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:mobility"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:urbanplanning"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:cities"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:2024"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:nyc"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:urban"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:transit"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:infrastructure"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:bancars"/>
</rdf:Bag></taxo:topics>
</item>
<item rdf:about="https://www.theguardian.com/cities/2023/dec/18/bollards-and-superblocks-how-europes-cities-are-turning-on-the-car">
    <title>Bollards and ‘superblocks’: how Europe’s cities are turning on the car | Cities | The Guardian</title>
    <dc:date>2024-10-07T16:54:49+00:00</dc:date>
    <link>https://www.theguardian.com/cities/2023/dec/18/bollards-and-superblocks-how-europes-cities-are-turning-on-the-car</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["In Paris, Barcelona and Brussels, authorities are adopting varied approaches to the task of reducing congestion and pollution"

]]></description>
<dc:subject>paris bacelona brussels cars 2024 transportation urabnplanning 2023 cities urban urbanism mobility transit infrastructure bikes biking bancars</dc:subject>
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<item rdf:about="https://www.newyorker.com/magazine/2024/09/23/the-art-of-taking-it-slow">
    <title>The Art of Taking It Slow | The New Yorker</title>
    <dc:date>2024-09-24T02:12:05+00:00</dc:date>
    <link>https://www.newyorker.com/magazine/2024/09/23/the-art-of-taking-it-slow</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Contemporary cycling is all about spandex and personal bests. The bicycle designer Grant Petersen has amassed an ardent following by urging people to get comfortable bikes, and go easy."

...

"In the Rivendell showroom, a table held a silver bike frame, fitted with shifters and a drivetrain: the system of cranks, chains, pedals, and gears that propels a bicycle. “It gets really sappy if I try to talk about the beauty of a mechanical movement,” Petersen said. “I don’t want to be poetic about it at all. But I think people like to see how things work.” He turned the crank and moved the friction shifter—a small, silent paddle that shifts gears smoothly, “like a ramp rather than stairs,” as the Rivendell Web site describes it—which was the industry standard until the mid-eighties, when index shifting was introduced. We watched the derailleur lift the chain from gear to gear. “It’s so simple and so easy,” he said. “It takes a little bit of practice, and it’s that little bit of practice that dooms it, absolutely dooms it, in the market.” Electronic parts, he said, were cheaper and easier to make, and lowered the bar to entry. “But the thing that’s lost in there—it’s the control that you have.”"

...

"Petersen has written that bikes can “just about save the world, or at least make you happy.”"

...

"On the wall, there were monochrome photos of Petersen’s employees and their friends: well-dressed, tattooed, and helmetless, they rolled through groves of oak and eucalyptus, and pedalled along sun-dappled ridges. The photographs looked like an ad for California."

...

"Rivendell’s employees object to descriptions of the company’s following as cultlike. “The other stuff is the cult,” Keating told me. “Putting the suit on, and going as fast as possible, and using the bars like this”—we were sitting at a table, and he hunched over his coffee cup, as if to protect it. “That’s the culty stuff, right? We’re just making nice bikes for regular people.” Still, people kind of get a bug. They buy in. The RBW Owners Bunch, an online forum for fans, has more than five thousand members, and users post on a daily basis. People organize “Riv Rides” in their home towns, and name-check their bikes in their professional bios and Instagram handles. On one afternoon that I visited, employees were nibbling on a large cheesecake from Junior’s, sent by a customer. Leah Peterson, a nurse in southwest Michigan, and the owner of three Platypuses—a curvy, elongated upright country bike—sends themed enamel pins to other Platypus-riding “Riv Sisters.” Some years ago, when she visited the shop, the crew suspended a large cardboard welcome sign from the ceiling; she and Petersen cruised around town on a HubbuHubbuH, Rivendell’s tandem. Several months later, her father died unexpectedly of a pulmonary embolism. She was astonished to open the mail and find handwritten notes from the Rivendell staff. “What company sends you a sympathy card when your dad dies?” she asked me."

...

"Last year, Rivendell brought in four million dollars in revenue. The company sells about fifteen hundred bicycles a year, alongside parts, pants, and other things that Petersen appreciates, including merino-wool socks and sweaters, copies of “The Wind in the Willows,” brass bike bells (“Noisy but friendly”), bandannas (“They come to you stiff”), and Olbas aromatherapy inhalers (“My often congested son-in-law tried it, and within two seconds asked, ‘Is it addicting?’ ”). Rivendell works with a small number of dealers, but sells most of its bicycles directly to customers. The company does not have a large storage facility, and inventory is limited. “I am no businessman, but it does seem like perhaps they are leaving some amount of money on the table if their frames sell out in 4 minutes?!” a friend recently texted me, after failing to secure a Joe Appaloosa during a presale. “I don’t think growth is necessarily good,” Petersen told me. “When you’re making a whole lot of something, with the goal being profits, there are usually compromises.”"

...

"Through the years, some of Petersen’s ideas have filtered into the cycling mainstream. People go on S24Os, and refer to them as such. They take road bikes into the mountains and document their adventures on Instagram, using the hashtag #underbiking. In some corners of the industry, baskets, racks, and thicker tires are popular; Petersen is widely credited with bringing an unfashionable wheel size—the plump, gravel-friendly 650b—back into circulation. Newer brands such as Surly, Crust, and Velo Orange now make similar frames. But some cyclists find Petersen overbearing. They are comfortable in spandex and motivated by a little competition. They don’t mind if their bikes won’t last forever. They have their own joy. Armin Landgraf, the C.E.O. of Specialized, said that his customers like buying professional-tier bikes seen at the Tour de France for a sense of connection with the sport. “It’s a passion,” he said.

The main critique that Petersen faces is that his preferences are needlessly nostalgic. In 1990, a columnist for Bicycling dubbed Petersen a “retro-grouch,” and joked that he must be a descendant of nineteenth-century penny-farthing riders. (An ardent cyclist of my acquaintance, who underwent his own Rivendell “journey,” told me that he had once worn Petersen’s recommended brand of wool underwear on a multi-week tour: “It didn’t work out well,” he said. “For my butt.”) But the same qualities that provoke this critique are part of Rivendell’s appeal—as is true of other niche, low-tech products that attract dedicated enthusiasts, such as film cameras and vintage watches. “Bikes look very digital these days,” Kelley, of Allez LA, said. “Rivendells look very analog.” He joked that the typical Rivendell customer is someone who “maybe still has a flip phone” and listens to vinyl: “They get a feeling when they see something that doesn’t look new.” Georgena Terry, a famed bicycle designer who specializes in bikes for women, told me that electronic shifting was valuable for some of her older customers, such as those with arthritis. Still, she described Petersen as an “icon” in the industry. “Even people who would never ride one of Grant’s bikes, because they just think they’re too simple, or whatever, still have a great deal of respect for him,” she said.

In 2018, Petersen posted angrily on the Blahg about the Trump Administration’s family-separation policies, and was surprised when some of his readers pushed back. Later that year, Rivendell began offering discounts to interested Black customers who came into the shop: an effort at anti-racist action, if an imperfect one. In 2020, Petersen formalized the program, calling it Black Reparations Pricing, and started the Black Reparations Fund, a donation pool. Days later, right-wing lawyers accused Rivendell of illegally discriminating against customers based on race. Petersen’s lawyers advised him to shut the program down. The company renamed its charitable fund “Bikes R Fun,” to maintain the same initials; last year, it gave sixty-two thousand dollars to charities. Petersen also fund-raises for individuals, including “Grocery Guy,” a Black checkout worker he met at a local supermarket, and Isabel Galán, a single mother of three living in the South Bronx, whom Petersen read about in a Times article about undocumented women. He is interested in making cycling more inclusive and accessible, although he is aware that the revolution won’t be riding four-thousand-dollar Rivendells. He is currently working on a multivolume book project, “An Illustrated History of the American Bicycle: Riding through Racism, Sexism, Pollution, Politics, and Pop Culture.” It begins with the Big Bang.

Rivendell’s future isn’t obvious, or even inevitable. “For the first ten years, we were one bad month away from not being able to pay the bills,” Petersen said. Twice, in 2008 and 2018, the company could barely make rent and payroll. Both times, Petersen appealed to customers, who purchased gift cards and other items to reinvigorate cash flow; the second time around, customers bought more than two hundred thousand dollars in store credit. Rivendell could double its prices, Petersen said, but he didn’t want people to get precious. “They wouldn’t use them as everyday bikes,” he said. It was only in 2020 that Rivendell’s finances started to stabilize, after the pandemic-era bicycle boom and a newfound popularity in the Japanese market. (Keating, the general manager, credits Blue Lug, a chain of bike shops in Japan, with much of the company’s current health.) These days, Petersen’s primary concern is getting Rivendell to a place where his employees, if they want to, can stay for the rest of their careers. “I know, and they know, and it’s absolutely clear: if we quit doing what we’re doing, nobody is going to pick it up,” he said. “Nobody’s going to do it.”"

...

"A few weeks later, I went out to Walnut Creek to return the loaner. Since our last meeting, Petersen and I had exchanged dozens of e-mails: about Virginia peanuts, rubber bands, and a ride he’d taken with his nearly two-year-old granddaughter on a Rosco Bebe—a Rivendell designed to hold a baby carrier—during which he’d fed her berries and figs foraged from the saddle. “Bicycles!” he wrote, at one point. “Eventually get a really good one that works for your life and is beautiful and you love. It’s just basic.” When I got to the showroom, my red Nashbar was leaning against a wall. Amid the Rivendells, it looked a little wan, and much smaller than I remembered. I was happy to see it. Still, before I left, Petersen sent me around the block on a grape-purple Platypus. I cruised past the auto-body shops and a restaurant puffing anise-scented air. The Platypus was agile, and sturdy as a parade float. “You could have that bike for the rest of your life,” Petersen said. “Imagine that frame, fifty years old, how beautiful that would be.”"

[via:
https://www.instagram.com/havenwatchco/p/DAD-MLMuoWO/

"You’ve maybe already seen this already, but there’s a great profile of Grant from @rivbike in the @newyorkermag.

I don’t ride a Rivendell, tho they’re amazing machines, but I do, very much, subscribe to the attitude forwarded by them+their products. To the degree Haven’s got any philosophy, it’s kin theirs (and lots of orher musicians/authors/artists).

You should read the article. Remember that cool stuff that brings joy is enough, and that upgrades/improvements aren’t moral goods, and that change just for the sake of change is empty.

Anyway: ride steel bikes. Wear mechanical watches. Your life will not get worse w a few more analog components and a less digital ease."]]]></description>
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    <title>We have too many cars - YouTube</title>
    <dc:date>2024-09-16T16:51:50+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=ec5UjDmO4Ak</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Our dependence on cars is harming us. Why did we give up public transportation for individual cars?"]]></description>
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    <title>Bicycle 'Landseeërs': The 19th-Century Cyclists Who Rediscovered the American Landscape | The MIT Press Reader</title>
    <dc:date>2024-08-28T14:21:01+00:00</dc:date>
    <link>https://thereader.mitpress.mit.edu/the-19th-century-cyclists-who-rediscovered-the-american-landscape/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["American bicyclists were some of the country’s keenest observers of landscapes, developing a new understanding and appreciation of the world around them."]]></description>
<dc:subject>us bikes biking history 2024 robertmccullough</dc:subject>
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<item rdf:about="https://www.bbc.com/news/articles/c3g98lgyj38o">
    <title>India's schoolgirls are leading a silent cycling revolution</title>
    <dc:date>2024-08-25T20:47:25+00:00</dc:date>
    <link>https://www.bbc.com/news/articles/c3g98lgyj38o</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Nibha Kumari, a resident of Bihar, India’s poorest state, recalls how a bicycle transformed her life when she turned 15.

For two years, six days a week, she cycled two hours daily from home to school and coaching classes and back, using a bicycle provided by the state government.

“If I didn’t have a cycle, I don’t think I could have finished high school. It changed my life,” says Nibha, now 27.

The daughter of a farmer from Begusarai district, Nibha was sent to live with her aunt 10km (six miles) away to attend a nearby primary school. Mobility was challenging for girls and public transport was unreliable.

When Nibha returned home for high school, she hopped on a bicycle, navigating the rough village roads to pursue her education.

“Girls have gained a lot of confidence after they began using bicycles to go to schools and coaching classes. More and more of them are going to school now. Most of them have free bicycles,” says Bhuvaneshwari Kumari, a health worker in Begusarai.

She's right. A new peer-reviewed study published in Journal of Transport Geography reveals remarkable insights about school-going children and cycling in rural India.

The study by Srishti Agrawal, Adit Seth and Rahul Goel found that the most notable rise in cycling in India had occurred among rural girls - increasing more than two times from 4.5% in 2007 to 11% in 2017 - reducing the gender gap in the activity.

“This is a silent revolution. We call it a revolution because cycling levels increased among girls in a country which has high levels of gender inequality in terms of female mobility outside the home, in general, and for cycling, in particular,” says Ms Agrawal.

State-run free bicycle distribution schemes since 2004 have targeted girls, who had higher school dropout rates than boys due to household chores and exhausting long walks. This approach isn’t unique to India - evidence from countries like Colombia, Kenya, Malawi and Zimbabwe also shows that bicycles effectively boost girls' school enrolment and retention. But the scale here is unmatched.

The three researchers - from Delhi’s Indian Institute of Technology and Mumbai’s Narsee Monjee Institute of Management Studies - analysed transport modes for school-going children aged 5-17 years from a nationwide education survey, looked at the effectiveness of state-run schemes that provide free bicycles to students and tested their influence on the cycling rate.

Nationally, the percentage of all students cycling to school rose from 6.6% in 2007 to 11.2% in 2017, they found.

Cycling to school in rural areas doubled over the decade, while in urban areas, it remained steady. Indian city roads are notoriously unsafe, with low urban cycling to school linked to poor traffic safety and more cars on the road.

India’s cycling revolution is most substantial in villages, with states like Bihar, West Bengal, Assam, and Chhattisgarh leading the growth. These states have populations comparable to some of the largest European countries. Cycling was most common for longer distances in rural areas than in urban areas, the study found.

India began reporting cycling behaviour for the first time only in the last Census in 2011. Only 20% of those travelling to work outside home reported cycling as their main mode of transport. But people in villages cycled more (21%) than in the cities (17%).

Also, more working men (21.7%) than their female counterparts (4.7%) cycled to work. “Compared to international settings, this level of gender gap in cycling is among the highest in the world,” says Ms Agrawal.

American suffragist Susan B Anthony famously said that the bicycle “has done more to emancipate women than anything else in the world. It gives women a feeling of freedom and self-reliance".

Researchers wonder if women cycle less as they age due to shrinking job opportunities and workforce dropout. Nibha stopped cycling after marriage and moving to her in-laws' home. While she still travels outside the house as she trains to become a teacher, when asked about her commute, she simply says, "I don't need the cycle anymore.""]]></description>
<dc:subject>india bikes biking 2024 soutikbiswas mobility gender</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
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<item rdf:about="https://www.youtube.com/watch?v=j2dHFC31VtQ">
    <title>How American Fire Departments are Getting People Killed - YouTube</title>
    <dc:date>2024-08-11T23:24:02+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=j2dHFC31VtQ</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["References & Further Reading

Baltimore City Council examines allegations of bullying, intimidation of bicyclists by fire officials
https://www.baltimoresun.com/2018/07/03/baltimore-city-council-examines-allegations-of-bullying-intimidation-of-bicyclists-by-fire-officials/
https://usa.streetsblog.org/2018/07/10/mad-about-bike-lanes-baltimore-fire-department-takes-it-out-on-advocates
https://nextcity.org/urbanist-news/bike-activists-and-firefighters-clash-in-baltimore
https://digitaledition.baltimoresun.com/tribune/article_popover.aspx?guid=2cd96fbe-2a52-4cfd-9370-70c53005bc68

Modern Mobility: Balancing Fire Safety, Street Safety
https://www.arlnow.com/2021/07/21/modern-mobility-balancing-fire-safety-street-safety/

Los Angeles firefighters fought investments in safer streets. For decades, fire regulations have made roads deadlier
https://www.businessinsider.com/firefighters-oppose-street-safety-bike-lanes-traffic-deaths-los-angeles-2024-4

Community Rallies to Save a Car-Free Street
https://www.strongtowns.org/journal/2023/4/27/community-rallies-to-save-a-car-free-street

City committee endorses staff recommendation to make Yonge Street bike lanes permanent
https://www.cbc.ca/news/canada/toronto/bike-lanes-yonge-street-midtown-1.6730244

Why Send A Firetruck To Do An Ambulance's Job?
https://www.npr.org/sections/health-shots/2017/04/11/523025987/why-send-a-firetruck-to-do-an-ambulances-job

Blue Lights Geneva:
https://www.youtube.com/channel/UCm3vfvdzPRygwVDjqHqimKQ

Fire Apparatus – United States vs. Europe
https://www.fireapparatusmagazine.com/fire-apparatus/fire-apparatus-united-states-vs-europe/

North American vs. European fire apparatus
https://www.firerescue1.com/fire-products/fire-apparatus/articles/north-american-vs-european-fire-apparatus-breaking-down-the-differences-zsiTPu2O7PZokQVp/

Apparatus Supplement: North American vs. European Apparatus
https://www.firehouse.com/apparatus/article/12327628/north-american-vs-european-apparatus-fire-apparatus-innovations

Fire Department Overall Run Profile as Reported to the National Fire Incident Reporting System (2020)
https://www.usfa.fema.gov/statistics/reports/firefighters-departments/fire-department-run-profile-v22i1.html

Fire Brigade in the Netherlands using Bike Lanes:
https://www.reddit.com/r/fuckcars/comments/155iwzc/fire_brigade_in_the_netherlands_using_bike_lanes/  

Ambulance using the cycle lane CS3:
https://x.com/westcountrytim/status/1684935636732522496

SF Fire Department’s New ‘Vision Zero’ Truck
https://sf.streetsblog.org/2017/11/03/fire-departments-new-vision-zero-truck

HAI: Why the European Siren is Scientifically Proven to be Better
https://nebula.tv/videos/half-as-interesting-why-european-sirens-are-scientifically-proven-to-be-better
https://www.youtube.com/watch?v=_dgYgshLAwQ  

San Francisco Fire Engine Co Photo by Tony Hisgett from Birmingham, UK, CC BY 2.0, 
https://commons.wikimedia.org/w/index.php?curid=50534112

Prio 1 Gebouwbrand Rotterdam Kralingen - Kazerne Baan 24/7
https://www.youtube.com/watch?v=0IDdWCuWfS8

Skinny roads save lives:
https://www.npr.org/2023/11/13/1212589284/skinny-roads-save-lives-according-to-a-study-on-the-width-of-traffic-lanes

Emergency Response and Traditional Neighborhood Streets
https://nacto.org/docs/usdg/emergency_response_manual_burden.pdf

Analyzing Spare and Reserve Apparatus
https://www.firehouse.com/apparatus/article/21288528/analyzing-spare-and-reserve-fire-apparatus

If You Want Safe Streets, Buy a Better Fire Engine
https://opticosdesign.com/blog/if-you-want-safe-streets-buy-a-better-fire-engine/

FDNY Fire Truck stuck:
https://www.youtube.com/watch?v=XAINl-k-0Eo

Strong Towns articles:
https://www.strongtowns.org/journal/tag/Fire+Trucks
 
How Fire Chiefs and Traffic Engineers Make Places Less Safe
https://www.strongtowns.org/journal/2017/3/28/how-fire-chiefs-and-traffic-engineers-make-places-less-safe

--
Chapters

0:00 Introduction
1:30 The Objections
2:14 What Do Fire Departments Do?
4:02 The Do-it-all Truck
6:06 Bike Lanes Slow Down Fire Trucks (right?)
7:18 Custom vs Standardised Chassis
8:37 Giant over-spec'd Trucks
9:13 Ladders
10:01 Giant Trucks are Fundamentally Unsafe
11:31 Stupidly Wide Roads
12:39 Roundabouts
13:53 Traffic Lights
14:33 The Sad Reality of Car Crashes
15:11 The Expert Recommendations
17:58 We Need Smaller Fire Trucks
18:47 We Can Have Both
20:17 The Real Problem
22:53 The Excuses and Dismissals
24:23 My Apology and Conclusion
25:27 Incogni Sponsorship"]]></description>
<dc:subject>firedepartments us safety streets urbanplanning bikes biking bikelanes mobility 2024 notjustbikes traffic cars sffd sanfrancisco ambulances emergenceresponse ambulance nyc baltimore netherlands paris frnace germany fires fire vehicles trucks rotterdam ronyhisgett europe fdny edg canada northamerica streetdesign urbanism urban healthcare toronto losangeles transit</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:6c9c3e833419/</dc:identifier>
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</item>
<item rdf:about="https://schooloftheunconformed.substack.com/p/you-are-who-you-meet-a-geography">
    <title>You Are Who You Meet: A Geography of Common Ground</title>
    <dc:date>2024-07-28T14:04:30+00:00</dc:date>
    <link>https://schooloftheunconformed.substack.com/p/you-are-who-you-meet-a-geography</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Of leaving metal bubbles, neighbourhood orbits, and moving mountains"]]></description>
<dc:subject>2024 cities urban urbanism publictransit transportation walking ruthgaskovski pecogaskovski switzerland basel urbanplanning behavior isolation cars bancars tedbalaker greglukianoff jonathanhaidt jeffpeck bikes biking mobility enriquepeñalosa community chrisarnade children communities news media local localnews slow small wendellberry jamesdecker joeltimothy via:daniellucas canada us toronto bogotá colombia interactions individualism geography algorithms citizenship neighbors neighborhoods suburbia suburbs freedom belonging interconnected interconnectedness</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:335e2c34f592/</dc:identifier>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:wendellberry"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:interconnectedness"/>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=jlwQ2Y4By0U">
    <title>The Secret to Japan's Great Cities - YouTube</title>
    <dc:date>2024-07-14T18:16:51+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=jlwQ2Y4By0U</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["References & Further Reading

Life Where I'm From - Why Japan Looks the Way it Does: Zoning
https://www.youtube.com/watch?v=wfm2xCKOCNk

Machizukuri
https://de.wikipedia.org/wiki/Machizukuri
https://participedia.net/method/
https://labgov.city/theurbanmedialab/the-japanese-way-of-urban-planning-the-machizukuri-approach/
https://www.researchgate.net/publication/237482918_Toshikeikaku_and_Machizukuri_in_Japanese_Urban_Planning_The_Reconstruction_of_Inner_City_Neighborhoods_in_Kobe_Japanstudien
https://strongesttown.com/approach/
https://www.strongtowns.org/journal/2019/11/11/chuck-member-drive-monday

Rural Americans are importing tiny Japanese pickup trucks
https://www.economist.com/united-states/2023/04/20/rural-americans-are-importing-tiny-japanese-pickup-trucks

Fietsersbond
https://www.fietsersbond.nl/

Stroads
https://nebula.tv/videos/not-just-bikes-the-ugly-dangerous-and-inefficient-stroads-found-all-over-the-us-canada-st05
https://www.youtube.com/watch?v=ORzNZUeUHAM

Japan's worst traffic is NOT in Tokyo - Okinawa
https://nebula.tv/videos/lifewhereimfrom-the-worst-traffic-in-japan-isnt-in-tokyo
https://www.youtube.com/watch?v=d6h_Dy7VY1Y

Toolbox of Pedestrian Countermeasures and Their Potential Effectiveness 
https://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa18041/fhwasa18041.pdf

How Much Traffic is Cruising for Parking?
https://transfersmagazine.org/magazine-article/issue-4/how-much-traffic-is-cruising-for-parking/

---
Chapters

0:00 Intro
0:56 What makes a Japanese Street?
2:15 Japanese Zoning
4:26 Local Planning - Machizukuri
5:11 Solving Traffic Congestion
7:08 Financially Sustainable Cities
7:57 Different Sizes of Streets
9:17 Traffic Calming & Slower Cars
10:26 Reducing Car Volumes
11:24 Road Design
11:52 Good Pedestrian Bridges?
13:41 No Street Parking
15:31 Off-Street Parking
17:06 Stopping & Unloading
17:38 Kei Cars & Key Trucks
19:36 Cycling without Bike Lanes
21:44 Bicycle Paring
24:49 Horrible Roads & Stroads
25:57 Car-Centric Japan
28:00 Oversized, Empty Roads
19:56 Destroying Great Neighbourhoods for Cars
31:30 The Reality of Japanese Cities
32:45 80,000 Hours"]]></description>
<dc:subject>japan zoning urban urbanism urbanplanning notjustbikes 2024 cities machizukuri walking pedestrians mixeduse traffic cars suburbs trains rail railways parking streets transit publictransit transportation accessibility housing homes stroads sidewalks okinawa fiestersbond neighborhoods roads bikes biking noise netherlands</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:1123ec79799b/</dc:identifier>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:netherlands"/>
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</item>
<item rdf:about="https://www.picuki.com/media/2117749399544072103">
    <title>Added by @havenwatchco Instagram post Results of a full morning of dadding, clockwise from top left: treasure map, string for kite that in distraction wasn’t completed, spin art, Chilton, fresh loaf of sourdough. Curious on that last one: one of the rea</title>
    <dc:date>2024-07-01T21:07:01+00:00</dc:date>
    <link>https://www.picuki.com/media/2117749399544072103</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Results of a full morning of dadding, clockwise from top left: treasure map, string for kite that in distraction wasn’t completed, spin art, Chilton, fresh loaf of sourdough. Curious on that last one: one of the reasons I wanted to start a watch company was a hunch that the lifestyle associations with watches—cars/cigars/whiskey—don’t tell a complete picture. There’ve gotta be just as many bakers and home brewers and book reviewers and bike riders and woodworkers who care about watches, and we wanted Haven to be especially for these left of the dial folks. Anyway. Keep crushing whatever you’re doing or making; we’ve got a watch for any adventure you get into. #horology #watchesofinstagram #dailywatch #womw #wotd #watchuseek #sourdough #watchaddict #watchfam"]]></description>
<dc:subject>haven havenwatchco 2020 watches whiskey cars gearheads cigars baking bookreviews westoncutter bikes biking woodworking alternative</dc:subject>
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<item rdf:about="https://vimeo.com/39401575">
    <title>How a Bicycle is Made (1945) on Vimeo</title>
    <dc:date>2024-07-01T04:51:25+00:00</dc:date>
    <link>https://vimeo.com/39401575</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>1945 bikes biking manufacturing uk film documentary</dc:subject>
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<item rdf:about="https://www.nbcnews.com/science/environment/paris-olympics-city-reduce-air-pollution-rcna153470">
    <title>Paris Olympics visitors will see a city moving away from cars to reduce air pollution</title>
    <dc:date>2024-06-12T02:02:42+00:00</dc:date>
    <link>https://www.nbcnews.com/science/environment/paris-olympics-city-reduce-air-pollution-rcna153470</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Changes designed to encourage people to take other forms of transportation have contributed to a 40% decline in air pollution, according to city officials."

...

"The 15 million people expected to swarm Paris for the 2024 Summer Olympics will visit a city far different than it was a decade ago.

That’s because a campaign to make Paris greener, primarily by reducing its dependence on cars, has transformed it into a shining example of what many environmental activists, city planners and transit advocates say ought to be the future of cities worldwide.

Paris has closed more than 100 streets to motor vehicles, tripled parking fees for SUVs, removed roughly 50,000 parking spots, and constructed more than 1,300 kilometers (800 miles) of bike lanes since Mayor Anne Hidalgo took office in 2014.

Those changes have contributed to a 40% decline in air pollution, according to city officials.

“How did we achieve this?” Hidalgo said in a statement in March. “By assuming a major and radical rupture: the end of car-dependence.”

Paris and other European cities have for years been at the forefront of efforts to reduce car use, though their successes have not come without challenges. The U.S., on the other hand, has been slower to adopt similar reforms.

“For 100 years in the U.S., we have built streets, neighborhoods and cities around cars, and as a result most people live in auto-dependent neighborhoods, and it’s very hard to undo that,” said Nicholas Klein, professor of city and regional planning at Cornell University.

Paris’ new urban landscape will be on display at a challenging time for Hidalgo, who has faced declining approval ratings and a failed presidential run. Still, a 2023 poll showed a majority of Parisians approve of her environmental reforms.

Louise Claustre, a resident of the 12th arrondissement and an avid cyclist, told NBC News she’s “100%” in favor of Hidalgo’s anti-car policies.

“I will always be in favor of policies that reduce cars and increase walking and biking,” she said, adding that as a Parisian and the mother of a young child, she thinks the city “will be safer and less polluted if there are fewer cars.”

These changes were inspired in part by Carlos Moreno, a professor at the University of Paris 1 Panthéon-Sorbonne and a former Hidalgo adviser. Moreno helped pioneer the concept of the “15-minute city,” where all basic necessities are within a short walk or bike ride.

“There’s been opposition from climate-skeptical people, the automotive lobby, and drivers in particular,” Moreno said. “But this is no longer the time for cars, and we need to fight against them for a low-carbon future.”

That fight has made it to the U.S., but without much success. While some cities have embraced bike lanes and strengthened public transportation infrastructure, cars have shown few signs of releasing their grip on U.S. transportation.

Meanwhile, the push for 15-minute cities has become political fodder for the far-right, most notably giving rise to fringe conspiracy theories that claim they are part of a shadowy plot to surveil people and restrict their freedoms.

The movement to undo car dependence comes as experts gain a greater understanding of how air pollution contributes to adverse health outcomes. A recent report from the American Lung Association found that almost 40% of people in the U.S. live in areas with unhealthy levels of pollution. The Environmental Protection Agency has sought to make gasoline-powered cars cleaner with new emissions standards.

Beyond pollution, cars remain a significant contributor to global warming. The U.S. Energy Information Administration estimated that in 2023, motor gasoline and diesel fuel consumption from transportation accounted for 31% of total U.S. energy-related carbon dioxide emissions.

Klein said the need for transportation reforms has grown, given the climate crisis.

“The No. 1 contributor to climate change is transportation emissions, so everyone we can get out of a gas-powered car and traveling by metro or foot or bike is a hugely important way to help mitigate the effects of climate change,” he said.

He noted that what Paris is doing isn’t necessarily novel, as other cities like Amsterdam sought tighter regulations on automobiles decades ago, but he does consider Paris an inspiration for how  cities can and should respond to climate change.

“I don’t know about cities in the United States, but there’s a lot of things from this menu that Paris has been doing that I think other cities will adopt because many of these measures have been really successful,” he said.

Moreno, who hasn’t owned a car in 30 years, said he hopes Paris continues to renounce them, but sees the city’s upcoming elections as a critical crossroad.

“We need to win in 2026,” he said. “With the political situation today in Europe, the far right is rising and nobody’s safe.”"]]></description>
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<item rdf:about="https://kottke.org/24/05/my-bike-is-everything-to-me">
    <title>“My Bike Is Everything to Me”</title>
    <dc:date>2024-06-01T21:05:57+00:00</dc:date>
    <link>https://kottke.org/24/05/my-bike-is-everything-to-me</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Former NBA player and TV sportscaster Bill Walton died on Monday at the age of 71. He was a quirky dude and as someone who’s been known to veer off onto seemingly unrelated tangents, I appreciated his oddball broadcasting style. Basketball was good for Walton but it also ruined his body. In response, he turned to biking to keep active and to get around.

<blockquote>I am the luckiest guy in the world because I am alive and I can ride my bike. It is the ultimate celebration of life when you go out there and are able to do what you can do. I have not been able to play basketball for 34 years. I have not been able to walk for enjoyment or pleasure or exercise in 41 years, but I can ride my bike.</blockquote>

In a brief clip of a talk Walton gave (at the University of Arizona, I believe, the custodian of Biosphere 2), he elaborated on how important his bicycle was to him:

<blockquote>I love my bike. My bike is everything to me. My bike is my gym, my church, and my wheelchair. My bike is everything that I believe in going on in the Biosphere. It’s science, it’s technology, it’s the future, engineering, metallurgy - you name it, it’s right there in my bike. My bike is the most important and valuable thing that I have.</blockquote>

Walton knew: the bicycle is low-key one of humankind’s greatest inventions:

<blockquote>By contrast, a person on a bicycle can go three or four times faster than a pedestrian, but uses five times less energy in the process. He carries one gram of his weight over a kilometer of flat road at an expense of only 0.15 calories. The bicycle is the perfect transducer to match man’s metabolic energy to the impedance of locomotion. Equipped with this tool, a person outstrips the efficiency of not only all machines but all other animals as well.</blockquote>

As one of the commenters on this post said, “Tailwinds and smooth asphalt forever, buddy.”"]]></description>
<dc:subject>bikes biking billwalton 2024 kottke joy movement mobility</dc:subject>
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<item rdf:about="https://tegowerk.eu/posts/bicycle-repair/">
    <title>Tegowerk - A love letter to bicycle maintenance and repair</title>
    <dc:date>2024-05-12T23:54:22+00:00</dc:date>
    <link>https://tegowerk.eu/posts/bicycle-repair/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["It was the 28th of June, 2020; the perfect summer day. I remember it distinctly because of two important events that took place on that day. The first was the unfortunate discovery that I am highly sensitive to the venomous hairs of the Oak processionary caterpillar. If you’ve never wished you could use a cheese grater to remove the skin off your arms and legs just to be rid of the itching, then you can’t really understand how I felt for two whole weeks that summer.

The second thing that happened on that 28th of June was the seemingly inconsequential purchase of two secondhand bicycles. My wife and I drove out to a local park to test ride a couple of ’90s-era Trek 970 bikes that a guy had restored in his garage. We didn’t know a thing about bicycles, but we liked what we saw; the bikes worked great and felt very nice to ride around the park–the fact that I also happened to ride through a floating cloud of Oak-processionary hairs would only become apparent the next day.

So we took our new old bikes home, and we started riding them around. We got into bicycle touring too around that time, and that’s worth an entire future post on its own for the joy it’s brought us, but for now I’d like to get back on track. See, I kept thinking about the guy we bought the bikes from. I don’t know if he did this as a hobby, side business, or what, but I became increasingly fascinated by the idea of fixing up and restoring old bicycles. As I said, at that time I didn’t know a thing about bikes; I couldn’t even change a brake cable, but I’d always wanted to pick up a hobby that would take me away from the computer, something that would get my hards dirty at the same time, so why not give this a try?

Back then I still had my previous bike too, gathering dust and cobwebs somewhere in the basement. It was a Cube Aim that I’d had for at least a decade and had practically never serviced. It worked like crap, but I suspected most of it was just lack of maintenance and proper adjustment. In fact, it was in a lot of ways a nicer bike than the one I’d just bought. So I set a goal for myself: I would take the bike apart, down to the last bolt; I would clean everything up, change whatever parts were broken, and put it back together again. After all, how hard could it be?

At its core, a bike is a very simple, very old machine. The basic operating principles have remained virtually unchanged since the first “safety bicycle” of the late 19th century: you push on the pedals to rotate a crank arm; a chain transfers the power to the rear sprockets; the sprockets turn the rear wheel. That’s it, that’s all there is to it; a wonderfully simple device that is nonetheless the single most energy-efficient mode of transportation humanity has come up with.

Of course, modern bikes are a lot more complicated than that: inflatable tires; the freewheel; derailleurs; suspension; hydraulic disk brakes; electric motors and electronic gear shifting. Every major technological advancement has brought with it increased safety, ease of use, and performance, at the cost of adding extra layers of complexity on top of the basic initial machine. It’s increasingly rare now for people to know how to repair their own bicycles, and bicycle mechanics themselves have more and more skills to learn if they want to keep on top of the fast changes in their field.

Which brings me back to my modest Cube. I grossly underestimated just how complex a task I’d set for myself, of course, but at the same time I also underestimated just how much I would love doing it. I had never considered myself mechanically inclined; my dad didn’t teach me much, and by that time I hadn’t yet truly internalized something that has since become one of my main mantras in life: what one man can do, another can do (by the way, if you haven’t watched The Edge yet, you really should). Thankfully, we live in glorious informational times that our forefathers didn’t even dream of. A trove of knowledge of incalculable value is available at the fingertips of every self-learner, and bicycle repair is no exception. YouTube channels like Park Tool or RJ The Bike Guy provide a visual, hands-on learning experience that is comparable to the tragically fading practice of apprenticeship. Internet forums like /r/bikewrench give one the ability to pick the brains of real-life professional mechanics (although, just like every other subreddit, it does have its idiots that one needs to learn to steer clear of), and no list of bike repair resources could be complete without mentioning the Bible, the website of the late Sheldon Brown. May he rest in peace.

Eventually, I finished the project. It didn’t go smoothly at all. On more than one occasion I realized I was missing some vital tool, or some tiny part that I hadn’t even known existed until I suddenly needed it–like cable ferrules, or a star nut–and without which the whole project ground to a halt. Nevertheless, the bike progressed, then finally it was done, and from that moment on I knew I was hooked. I’ve been working as a web developer since 2006. Coding has always been my great passion. I have literally lost count of the number of apps and projects I worked on for the past sixteen years. But let me tell you something: not a single launch has given me the same high, has been as memorable or as character-defining as rebuilding that cheap bicycle in 2020; I simply had to have more of it.

Almost two years have passed since then. I’ve rebuilt almost twenty more bikes in that time. I’ve learned to reliably build wheels, and I’ve become the go-to guy for bike repair in my circle of friends–and even for some folks who I didn’t even know before. There isn’t a single bicycle repair task that scares me anymore. I’ve gone from not being able to change a brake cable, to bravely taking apart complex components or hacking them for use-cases that they weren’t designed for. We have since sold the bikes we bought back in 2020, and both my wife and I are now riding bikes that I’ve built from scratch. The pride I feel when we go out on a ride cannot be overstated, and I love biking now more than I ever did as a result.

I realize this may sound overblown, but the changes this hobby has wrought in me go beyond just teaching me a fun and useful skill. Learning to fix bicycles has changed my outlook on manual labor, on the nature of work, and ultimately on life itself:

Thinking versus doing
Looking back, I realize I had a terribly naive perspective on manual labor. I lived with the misconception–drilled into me since childhood–that work can be neatly split into two categories: knowledge work and manual work; that there are those who think, and those who do, and by extension (and it greatly shames me to admit this) that there is a clear difference in value between the two.

I have since realized that the line that separates thinking from doing doesn’t actually exist; instead, the two are facets of the same coin, and neither can exist in isolation. This came to me when I noticed that there is just as much thinking going into solving a bike repair problem as there is in solving a bug in my code (and, incidentally, the same high when I finally crack it). I later ended up reading Shop Class as Soulcraft: An Inquiry Into the Value of Work, by Matthew B. Crawford; it was an eye-opening read that eloquently put into words a concept I had merely sniffed the edges of. I highly recommend you give it a read.

What one man can do, another can do
I touched on this a bit earlier in the text. I have a lot more courage now in tackling all sorts of repairs around the house, not just on bikes. This is because I now know that I have the capacity to learn the necessary skills, but more importantly, it’s because I’ve learned to look at objects and see them. Something has shifted inside me, and it has altered my perception of the world. Before, I used to look at an object and only see it on the surface; I saw the function it performed and nothing more. Now I see the bolts, the screws, the cables, the hinges, the motors, and I know that each one of those can be fixed or replaced independently of the object as a whole. Maybe this has always been obvious to you, but as I’ve already said, I didn’t learn much of this stuff growing up; it’s a failing I put on my shoulders and the shoulders of my father both, and it’s something I’m only truly making up for now, in the fourth decade of my life. Better late than never.

Tangibility, of objects and people
At work I build websites. Well, that’s not strictly true. I build web apps, I write unit tests, I manage databases, I architect and set up the cloud infrastucture, I set up continuous integration and continuous delivery pipelines, and sometimes I even help my colleagues fix the Docker setup on their machines. My daily conversations are peppered with such acronyms as PHP, TDD, CI, CD, K8s, SQL, JSON, AWS, GCP, CF, SSH, SSL, and on and on and on.

If you’re not an IT person, most of these words won’t mean anything to you, and therein lies my next point. Conceptually, it’s easier for humans to relate to occupations that produce something you can point a finger at. The further removed a person is from the results of their own work, the greater the disconnect they feel, and the greater the chance they’ll conclude they’re working in a bullshit job.

Now, I don’t actually believe I’m working a bullshit job. I don’t really believe they exist. I believe jobs provide value even when the value is not immediately, tangibly apparent. But I do believe in the disconnect that makes people feel this way, and I do believe that’s a distinct hallmark of the modern service-oriented industries. You’ll never hear a baker say their job is bullshit.

And it’s not just the tangible aspect of the work itself, either. The same can be said of the people who ultimately benefit from the work. Websites that I’ve built are being used right now by hundreds of thousands of people, yet for some reason I still feel I’m making a greater impact when I see a person ride away on a bike I’ve just repaired for them. It’s senseless, yet there it is."]]></description>
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<item rdf:about="https://www.resilience.org/stories/2024-03-30/the-hidden-potential-of-bicycles/">
    <title>The hidden potential of bicycles - resilience</title>
    <dc:date>2024-04-23T06:58:56+00:00</dc:date>
    <link>https://www.resilience.org/stories/2024-03-30/the-hidden-potential-of-bicycles/</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>briankaller bikes biking 2024</dc:subject>
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<item rdf:about="https://www.scientificamerican.com/article/we-need-to-make-cities-less-car-dependent/">
    <title>We Need to Make Cities Less Car-Dependent | Scientific American</title>
    <dc:date>2024-04-23T02:13:51+00:00</dc:date>
    <link>https://www.scientificamerican.com/article/we-need-to-make-cities-less-car-dependent/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Reducing the need for car travel is better for health, the environment and public safety"

]]></description>
<dc:subject>cars bikes biking 2024 transportation transit urban urbanism urbanplanning environment health climatechange sustainability safety publicsafety cities</dc:subject>
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<item rdf:about="https://aftermath.site/the-definitive-citi-bike-strategy-guide">
    <title>The Definitive Citi Bike Strategy Guide - Aftermath</title>
    <dc:date>2024-03-21T22:44:27+00:00</dc:date>
    <link>https://aftermath.site/the-definitive-citi-bike-strategy-guide</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["From Bike Angels to credit unions, here is Aftermath's official strategy guide on getting the most out of NYC's regional bike share program: Citi Bike."

]]></description>
<dc:subject>bikes biking nyc citibike games gaming play bikeshare 2024 chrisperson publictransit bikeangels</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
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<item rdf:about="https://electrek.co/2024/02/20/why-electric-bikes-give-more-exercise/">
    <title>Why electric bikes actually give more exercise than pedal bikes</title>
    <dc:date>2024-03-02T19:25:32+00:00</dc:date>
    <link>https://electrek.co/2024/02/20/why-electric-bikes-give-more-exercise/</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>2024 bikes biking exercise ebikes</dc:subject>
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<item rdf:about="https://www.youtube.com/watch?v=2lHNkUjR9nM">
    <title>Why We Can’t Build Better Cities (ft.Not Just Bikes) - YouTube</title>
    <dc:date>2024-02-23T21:19:07+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=2lHNkUjR9nM</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["BIBLIOGRAPHY

Esther Addley, “‘This is political expediency’: how the Tories turned on 15-minute cities,” in The Guardian 
Sara Ahmed, The Cultural Politics of Emotion
Bernadette Atuahene, “Predatory Cities,” in California Law Review
Bernadette Atuahene, “The Scandal of the Predatory City,” in The Washington Post
David Banks, The City Authentic
Adam Barnett, Michaele Herrmann, and Christopher Deane, “Revealed: the Science Denial Network Behind Oxford’s ‘Climate Lockdown’ Backlash,” in DeSmog 
BBC News, ‘How 15 Minutes Cities Became a Lockdown Conspiracy’
Judith Butler, Who’s Afraid of Gender?
Alice Capelle, “The Anti 15 Minute City Conspiracy is Ridiculous”
Alice Capelle, “The manosphere meets the climate movement” 
Lisa Chamberlain, “The Surprising Stickiness of the “15 Minute City”,” in World Economic Forum 
Steven Conn, The Lies of the Land: Seeing Rural America for What It Is (And Isn’t)
Samuel R. Delaney, Times Square Red, Times Square Blue
Gareth Fearn et al., “Planning For the Public: Why Labour Should Support A Public Planning System”
Hannah Fry, “A ‘failure to launch’: Why young people are having less sex,” in Los Angeles Times
Edward Glaeser, “The 15-minute city is a dead end - cities must be places of opportunity for everyone” 
David Harvey, “The Art of Rent”
David Harvey, “The Political Economy of Public Spaces”
David Harvey, “The Right to the City”
Tiffany Hsu, “He Wanted to Unclog Cities. Now He’s ‘Public Enemy No. 1.’,” in The New York Times
Frank Laundry, “The USA Will Never Build Walkable Cities”
David Lawler, “A World of Boomtowns,” in Axios
Eisha Maharasingham-Shah and Pierre Vaux, “‘Climate Lockdown’ and the Culture Wars: How COVID-19 Sparked A New Narrative Against Climate Action,” in Institute for Strategic Dialogue
Michael Naas, “Comme si, comme ca” in Derrida From Now On
NotJustBikes, Designing Urban Places that Don’t Suck (A Sense of Place) 
NotJustBikes, How Suburban Development Makes American Cities Poorer 
NotJustBikes, Suburbia is Subsidized: Here’s the Math
NotJustBikes, The Great Places Erased by Suburbia (the Third Place) 
Oh the Urbanity! “15-Minute City Conspiracies Have It Backwards”
Feargus O’Sullivan, “Where the ‘15-Minute City’ Falls Short,” in Bloomberg
Feargus O’Sullivan and Daniel Zuidijk, “The 15 Minute City Freakout is A Case Study in Conspiracy Paranoia,” in Bloomberg 
QAnon Anonymous, “Attending the 15 Minute Cities Oxford Protest with Annie Kelly”
Elliot Sang, “Nowhere To Go: the Loss of the Third Place”
Chris Stanford, “The 15-Minute City: Where Urban Planning Meets Conspiracy Theories,” in The New York Times
Darin Tenev, “La Déconstruction en enfant: the Concept of Phantasm in the Work of Derrida”
Trashfuture, “Cell Block IPA”
Trashfuture, Honk if You’re Honu ft. Dr Gareth Fearn
Joy White, Terraformed: Young Black Lives in the Inner City
Kim Willsher, “Paris Mayor Unveils ‘15-minute city’ plan in re-election campaign,” in The Guardian"]]></description>
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</item>
<item rdf:about="https://sfstandard.com/2022/05/21/bringing-san-francisco-together-with-a-little-library-on-wheels/">
    <title>Bringing San Francisco Together With a 'Little Library on Wheels'</title>
    <dc:date>2024-02-21T21:27:54+00:00</dc:date>
    <link>https://sfstandard.com/2022/05/21/bringing-san-francisco-together-with-a-little-library-on-wheels/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Alicia Tapia, a Hawaiian native, school librarian and 11-year San Francisco resident, has found the perfect way to combine everything she loves—books, biking and encounters with new people—in the form of a mini-library on wheels.

Tapia is the creator of Bibliobicicleta, which she describes as a “pop-up library on the back of a bike” that brings free books to San Franciscans. Decked out in colorful lettering and filled to the brim with books, Tapia’s “Biblio” is an eccentric, quintessentially San Francisco sight to behold."

[embed:
https://www.youtube.com/watch?v=AKdfP044MCY

See also:
https://www.kollectivehustle.com/blog/alicia-tapia-of-bibliobicicleta
https://www.sfgate.com/local/article/Alicia-Tapia-and-mobile-bike-library-16623673.php

https://www.sfchronicle.com/podcasts/article/Introducing-Bibliobicicleta-Free-books-on-a-bike-16500661.php
https://podcasts.apple.com/us/podcast/books-on-a-bike-in-the-tenderloin-district/id1316784981?i=1000537216034

https://www.shareable.net/librarian-shares-her-love-of-books-with-a-bike-powered-mobile-library/
https://www.somamagazine.com/bibliobicicleta-2/
https://hoodline.com/2015/02/introducing-bibliobicicleta-the-panhandle-s-mobile-library/
https://www.bikesatwork.com/blog/mobile-bike-trailer-library
https://mymodernmet.com/bibliobicicleta-pop-up-bicycle-library/

"Velo Visionaries - Alicia Tapia"
https://www.youtube.com/watch?v=0rYZo3XSAWQ

"In Episode 3 of Velo Visionaries, we talk/ride with Alicia Tapia, creator of Bibliobicicleta, a free library on wheels that can be found weekly in The Panhandle in San Francisco. Alicia is also the librarian and digital literacy instructor at De Marillac Academy in the Tenderloin District of San Francisco, and a Zen practitioner.

Traveling by bicycle provides a unique perspective on your surroundings, often inspiring moments of insight and creating a profound connection to your community.

Velo Visionaries presents a series of interviews with great thinkers of today's global bicycle culture from the point of view of the person behind the handlebars.

This series was created by filmmaker and bike blogger Kristin Tieche. Most scenes were filmed by bicycle.

Learn more about this project at http://velovisionaries.com"

https://aliciamtapia.weebly.com/bibliobicicleta.html
https://www.kickstarter.com/projects/912201067/bibliobicicleta
https://www.kickstarter.com/projects/912201067/bibliobicicleta-30
https://www.instagram.com/bibliobicicleta/
https://www.facebook.com/bibliobicicleta/
https://www.patreon.com/bibliobicicleta ]]]></description>
<dc:subject>2022 bikes biking libraries sanfrancisco aliciatapia small books bibliobicicleta 2021 2015 2014 reading howweread education learning indigeneity indigenous 2016 knowledge howwelearn</dc:subject>
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<item rdf:about="https://www.youtube.com/watch?v=CHZwOAIect4">
    <title>More Lanes are (Still) a Bad Thing - YouTube</title>
    <dc:date>2024-02-04T21:32:42+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=CHZwOAIect4</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Script by Nicole Conlan & Jason Slaughter

Thanks to Matthew Krol (Extra Credits), Chuck Marohn (Strong Towns), & Lane Man (Cities by Diana) for quotes

References & Reading

EMPIRICAL EVIDENCE ON INDUCED TRAFFIC
https://link.springer.com/article/10.1007/BF00166218

What Is Induced Demand?
https://www.planetizen.com/definition/induced-demand

Building Bigger Roads Actually Makes Traffic Worse
https://www.wired.com/2014/06/wuwt-traffic-induced-demand/

INDUCED TRAFFIC AND INDUCED DEMAND
https://nacto.org/docs/usdg/induced_traffic_and_induced_demand_lee.pdf

Highway 401 Expansion
https://www.infrastructureontario.ca/en/what-we-do/projectssearch/highway-401-expansion-project/

Induced Demand: An Urban Metropolitan Perspective
https://escholarship.org/content/qt5pj337gw/qt5pj337gw.pdf

Supply/Demand graph based on SilverStar (CC BY 2.5)
https://commons.wikimedia.org/w/index.php?curid=11044484

405 Commutes Now a Minute Worse Than Before Carpool Lane
https://la.curbed.com/2014/10/9/10036932/405-commutes-now-a-minute-worse-than-before-carpool-lane

Houston commute times quickly increasing
https://www.click2houston.com/news/2014/02/04/houston-commute-times-quickly-increasing/

North Houston Highway Improvement Project (NHHIP)
https://www.txdot.gov/nhhip.html

With I-45 construction set to begin in 2024, many facets of the project remain uncertain
https://www.houstonchronicle.com/news/houston-texas/transportation/article/i45-meetings-txdot-freeway-rebuild-18507217.php

Rethink35 Austin & Frogger
https://rethink35.org/
https://onelinergames.com/games/i35frogger/webversion/

Lawsuit against TxDOT
https://www.zeffy.com/en-US/fundraising/41a2391b-9075-4700-b504-5c4ce1937e3f

Mr. Biden, Tear Down This Highway
https://www.nytimes.com/interactive/2022/09/08/opinion/urban-highways-segregation.html

Braess's paradox - Wikipedia
https://en.wikipedia.org/wiki/Braess%27s_paradox

The Spring Paradox
Steve Mould
https://www.youtube.com/watch?v=Cg73j3QYRJc

Congestion Decreases When Cities ‘Delete’ Road Lanes
https://cal.streetsblog.org/2022/05/13/three-reasons-why-congestion-decreases-when-cities-delete-road-lanes

Exploring traffic evaporation
https://www.sciencedirect.com/science/article/pii/S2213624X22002085

Traffic Evaporation: What Really Happens When Road Space is Reallocated from Cars?
https://thecityfix.com/blog/traffic-evaporation-what-really-happens-when-road-space-is-reallocated-from-cars/

From Freeways to Waterways: What Los Angeles Can Learn From Seoul
https://www.pbssocal.org/shows/departures/from-freeways-to-waterways-what-los-angeles-can-learn-from-seoul

청계고가, 밤 12시부터 전면 통제, 고가도로 철거 오는 10월 말까지 마무리
https://news.sbs.co.kr/news/endPage.do?news_id=N0311442270

Cheonggyecheon Stream Restoration Project
https://www.landscapeperformance.org/case-study-briefs/cheonggyecheon-stream-restoration-project

WSDOT VS. REALITY, Puget Sound traffic forecasts don't even pass the laugh test.
https://www.sightline.org/2011/07/13/wsdot-vs-reality/

Every traffic projection is wrong
https://www.cnu.org/publicsquare/2021/09/09/every-traffic-projection-wrong

Traffic Forecasts Ignoring Induced Demand: a Shaky Fundament for Cost-Benefit Analyses
https://www.researchgate.net/publication/268293526_Traffic_Forecasts_Ignoring_Induced_Demand_a_Shaky_Fundament_for_Cost-Benefit_Analyses

Traffic volumes declined by 34 percent on SR 520 after deployment of pricing and electronic tolling.
https://www.itskrs.its.dot.gov/2017-b01188

Carmageddon Leaves Los Angeles in Gridlock With I-405 Closing
https://www.youtube.com/watch?v=9r6gGUcAHE0

Downs–Thomson paradox
https://en.wikipedia.org/wiki/Downs%E2%80%93Thomson_paradox

Do Your Buses Get Stuck in Traffic?
Not Just Bikes
https://www.youtube.com/watch?v=RQY6WGOoYis

Effects of upgrading to cycle highways
https://www.sciencedirect.com/science/article/pii/S0966692316304008

Bikeability and the induced demand for cycling
https://www.pnas.org/doi/10.1073/pnas.2220515120

Build The Lanes (YouTube)
https://www.youtube.com/@buildthelanes

NACTO Transit Street Design Guide
https://nacto.org/publication/transit-street-design-guide/introduction/why/designing-move-people/

How Arlington Is Avoiding D.C.’s Traffic Nightmare
https://wamu.org/story/13/03/26/how_arlington_is_avoiding_dcs_traffic_nightmare/

ARLINGTON TRAFFIC COUNT DATA
https://www.arlingtonva.us/files/sharedassets/public/v/1/projects/documents/historic-traffic-counts.pdf

How Oslo Achieved Zero Pedestrian and Bicycle Fatalities
https://thecityfix.com/blog/how-oslo-achieved-zero-pedestrian-and-bicycle-fatalities-and-how-others-can-apply-what-worked/

More road tolls set to cordon off Oslo
https://www.newsinenglish.no/2017/06/06/more-road-tolls-set-to-cordon-off-oslo/

This video uses footage licensed by Getty Images"]]></description>
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</item>
<item rdf:about="https://janeratcliffe.substack.com/p/rally-a-posse-a-conversation-with">
    <title>Rally A Posse: A Conversation With Austin Kleon</title>
    <dc:date>2024-02-02T15:44:21+00:00</dc:date>
    <link>https://janeratcliffe.substack.com/p/rally-a-posse-a-conversation-with</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["On being part of something a little bit bigger than you, bike rides, writing the opposite of everything you hate, and bottling maniac creative kid energy."
]]></description>
<dc:subject>austinkleon 2024 fandom howweread howwewrite reading writing praise gratitude wonder creativity parenting community newsletters robertgottlieb robertcaro play playfulness kurtvonnegut bikes biking ernestbecker self-care sleep garysnyder mariehowe thoreau janeratcliffe vonnegut</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:739689df4325/</dc:identifier>
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<item rdf:about="https://indiantinker.bearblog.dev/how-to-visit-a-city-without-internet/">
    <title>How to see a city, without getting lost on internet. | indiantinker's blog</title>
    <dc:date>2024-01-23T05:22:23+00:00</dc:date>
    <link>https://indiantinker.bearblog.dev/how-to-visit-a-city-without-internet/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Imagine, you go to a city and have no internet to use. Your hostel/hotel has no internet too. or you might just want to 'disconnect' and do a little experiment like I did in Bratislava and Prague. Like me.

On one of the visits to a nearby city, I realized that my phone usage was quite a lot and I was mostly looking at my phone looking for directions or cool places to see. I was in a rush as if I could not come back here again or I had to do it all. This made me quite sad as I was not able to enjoy and know the history, and peculiarities. These things take time. So, I made a personal rule to never go to a new place for less than 3 nights. I understand that it is not possible for many.]]></description>
<dc:subject>rohitgupta travel cities urban offline 2024 exploration social place tourism maps mapping supermarkets howto walking bikes biking publictransit buses trains collage collaging</dc:subject>
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<item rdf:about="https://www.youtube.com/watch?v=R63DdEe_8aM">
    <title>It's time to replace urban delivery vans - YouTube</title>
    <dc:date>2023-09-20T19:48:20+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=R63DdEe_8aM</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["E-bikes are cleaner, and safer. So why aren’t we using them?

Remember during lockdown, how we all got obsessed with ordering everything online and having it delivered right to our doorsteps? Yeah, turns out that isn’t going away anytime soon, and we’re starting to understand the many downsides. The delivery vans that make our next-day shipping dreams come true are driving up C02 emissions while making our streets more crowded and less safe.

Fortunately, there’s a hero waiting in the wings: the e-cargo bike. Not only can these bad boys deliver packages in urban environments just as quickly (and sometimes faster) than delivery vans, they take up far less space and are much less likely to cause pedestrian deaths. Companies like Amazon, DHL, and UPS are using them in several European cities, but American cities haven’t followed suit. 

In this video, we explore why that is, and lay out some of the big steps American cities would need to take to join the e-bike delivery revolution."]]></description>
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<item rdf:about="https://sf.streetsblog.org/2018/02/14/a-qa-with-an-sf-firefighter-about-vision-zero-and-windshield-perspective">
    <title>A Q&amp;A with an SF Firefighter about Vision Zero and Windshield Perspective - Streetsblog San Francisco</title>
    <dc:date>2023-09-15T15:41:58+00:00</dc:date>
    <link>https://sf.streetsblog.org/2018/02/14/a-qa-with-an-sf-firefighter-about-vision-zero-and-windshield-perspective</link>
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<item rdf:about="https://www.theatlantic.com/ideas/archive/2023/08/robotaxis-san-francisco-self-driving-car/674956/">
    <title>The Fight Against Robotaxis in San Francisco - The Atlantic</title>
    <dc:date>2023-08-16T23:54:42+00:00</dc:date>
    <link>https://www.theatlantic.com/ideas/archive/2023/08/robotaxis-san-francisco-self-driving-car/674956/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[[archived here:
https://archive.is/Xfk3O ]

"A century ago, cities surrendered to the gasoline-powered car. Will they do the same for autonomous vehicles?"

...

"A century ago, the U.S. began rearranging its cities to accommodate the most futuristic vehicles of the era, privately owned automobiles—making decisions that have undermined urban life ever since. Robotaxis could prove equally transformative, which makes proceeding with caution all the more necessary."

...

"Before gas-powered automobiles arrived en masse, American streets bustled with activity. Pedestrians, horse-drawn carriages, and bicyclists jostled for space, and children played stickball, marbles, and other games on the pavement. Streetcars carried millions of passengers on 45,000 miles of track; in the 1920s, most of Chicago’s nearly 100 streetcar lines operated 24 hours a day, with some providing service at eight-to-10-minute intervals in the dead of night. Photographs of urban thoroughfares at the dawn of the 20th century may appear chaotic, but the danger was limited, because no one traveled much faster than 15 miles per hour.

Early on, cars were too pricey for all but the most affluent urban residents. But after the introduction of the Ford Model T, U.S. car sales surged, rising from 181,000 in 1910 to 4.5 million in 1929. Traveling faster than anything else on the street, these vehicles soon presented a mortal threat to pedestrians and children. Some 25,800 people died in crashes in 1927, a per-capita fatality rate substantially higher than today’s despite Americans owning far fewer cars at the time. “The dead were city people, they were not in motor vehicles, and they were young,” the University of Virginia historian Peter Norton wrote in Fighting Traffic: The Dawn of the Motor Age in the American City.

In the early 1920s, Norton recounts in his book, St. Louis and Pittsburgh residents erected immense memorials to those killed in car crashes. In Cincinnati, a 1923 ballot initiative proposed a mandate that all motor vehicles within the city be outfitted with speed governors set to 25 miles per hour. “Forty-two thousand people put their names on petitions, just in that city,” Norton told me. “That’s a sign that there were a lot of people troubled by car domination.” Alarmed, the auto industry rushed to mobilize against the Cincinnati measure, which was defeated.

Seeking to avoid debating whether fast vehicles could coexist with urban neighborhoods, the car industry worked with friendly government officials to reframe road safety as the responsibility of the individuals at risk of being struck. Car groups funded school curricula instructing children to stay out of streets and worked to establish jaywalking as a crime. Meanwhile, city sidewalks and public spaces were torn up to expand traffic lanes.

Urban cars proved devastating for streetcars unable to navigate around a motor vehicle blocking their tracks. “The arrival of private automobiles quickly gummed up streetcar efficiency and made them much less competitive and comfortable,” Nicholas Bloom, a Hunter College urban historian and the author of The Great American Transit Disaster: A Century of Austerity, Auto-Centric Planning, and White Flight, told me in an email. “Streetcars lacked exclusive rights of way, so exploding auto traffic dramatically slowed streetcar service.” Automobiles also enabled many city residents to relocate to suburbs unreachable by transit. By the 1950s, American streetcar service had collapsed. In 1960, just 12 percent of commutes to work occurred on transit; by 2019, the share had tumbled to 5 percent.

The aftermath of these early auto-centric decisions still reverberates today, causing cities to become dirtier, more dangerous, and less fun. More than half of the land in many downtowns is used to move and store motor vehicles, occupying space that could otherwise accommodate housing, retail, playgrounds, and parks.

many cities are now taking steps to correct past mistakes. Last year, Denver voters passed a referendum that will allocate millions of dollars to improve sidewalks. Striving to make public transportation competitive with car trips, Phoenix and Madison, Wisconsin, are planning their first bus-rapid-transit lines. (Such moves could have aided streetcars a century ago.) In recent years, California, Nevada, and Virginia have moved to decriminalize jaywalking. Progress is gradual, but it is real.

Autonomous vehicles threaten that momentum, for the simple reason that self-driving cars are still cars. Whether operated by a human or software, automobiles generate pollution, require traffic lanes, and endanger pedestrians and cyclists.

One member of Safe Street Rebel told me he agreed with AV boosters that self-driving cars could make car trips easier than ever—which is exactly the problem (he asked to remain anonymous because of the dubious legality of the group’s activities). “We have these two competing visions for the future of transportation,” he said. “We’re now talking about tearing down sections of freeways in San Francisco, but AVs go completely against that, because they need that road space to go quickly. If we have more AVs, do we have to keep those freeways? Or can we invest in better transit, so we don’t need those freeways?”

Norton, the University of Virginia historian, thinks the San Francisco activist’s concerns are valid. “Once we have streets with robotaxis, there is definitely a risk that the city feels that it doesn’t have to supply basic public transportation,” he told me. In fact, such views have already been shared. “Don’t build a light rail system now. Please, please, please, please don’t,” Frank Chen, a partner at the venture-capital firm Andreessen Horowitz, told The New York Times in 2018. “We don’t understand the economics of self-driving cars because we haven’t experienced them yet. Let’s see how it plays out.” The year before, officials in Miami-Dade County, Florida, cited autonomous vehicles as a reason to refrain from expanding public transportation.

But any suggestion that the vehicles will significantly improve mobility on their own seems fanciful. A few years ago, researchers provided 13 Bay Area volunteers with a personal chauffeur who would bring them wherever they liked, mimicking the experience of accessing a self-driving car. During their week with the chauffeur, the test subjects traveled a whopping 83 percent more car miles than they did previously. Autonomous vehicles would be an environmental disaster if they induced anywhere near that much extra driving. They could also create unprecedented gridlock on highways and streets.
"]]></description>
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<item rdf:about="https://austinkleon.substack.com/p/summer-unschooling">
    <title>Summer (un)Schooling - Austin Kleon</title>
    <dc:date>2023-06-03T19:52:28+00:00</dc:date>
    <link>https://austinkleon.substack.com/p/summer-unschooling</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["10 things worth doing this summer

Hey y’all,

In our house we believe that summer is a time for unschooling — a time for living and learning outside of the classroom, a time for self-guided education, for slow learning, and also a time for plain old rest and relaxation and play.

In that spirit, here is a list of 10 things I think we could all do to unschool ourselves this summer:

1. Read recklessly. Read promiscuously. Let your books talk to each other. Read at Whim. Treat your books as toys. Read trash! Read stuff you don’t think you’re supposed to! Go to the library and take wild chances on stuff you’ve never heard of. (Don’t read at all if you don’t feel like it! Play Zelda ’til your eyeballs fall out.)

2. Take up an old-fashioned hobby! Hobbies are very important. The sillier the better. (As Oliver Burkeman writes in Four Thousand Weeks, ”In order to be a source of true fulfillment, a good hobby probably should feel a little embarrassing; that’s a sign you’re doing it for its own sake.”)

3. Get outside! Join the religion of walking. Do a 30-minute noticing workout. Maybe even get a bicycle. (Nothing makes me feel more like a kid than riding my bicycle.) “The demons hate fresh air.”

4. Grow something! Take up gardening, or apprentice yourself to a gardener, or just visit a botanical garden or a flower center. Gardening provides us great anti-technocratic metaphors for our creative work.

5. Start a diary. (A garden for ideas.) ”Pay attention to what you pay attention to.”

6. Borrow a kid. (Lots of parents in the summer are looking for babysitters and cool aunties and uncles!) Take them to the movies or have the kid lead you through a museum or just hang out and make some art. If you are stuck, they will help you get unstuck.

7. Sleep in and take a lot of naps! Slow down. Give in to idleness and rest. Do nothing for as long as possible! Practice keeping a sabbath — take one day a week off from work, or social media, or whatever stresses you out.

8. Travel! Get out of town! (But remember that travel doesn’t relieve your problems, it throws them into relief.)

9. Get to water. Water is magical! Swim in an ocean. Float in the pool. Take a long bath. (I do most of my great reading for the year while in the pool.)

10. Do what you want to do. “Eat trash, be free.” Have some fun. If you don’t know how to have fun anymore, look around and ask yourself, “Who’s having fun?” Find those people and do what they do.

Thanks for reading. This newsletter is a hand-rolled, algorithm-free, reader-supported publication."]]></description>
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