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    <title>Citations Needed: Ep 240: How the Media's &quot;Burden,&quot; the &quot;Straining Resources&quot; Framing Manufactures the Expendable Other</title>
    <dc:date>2026-07-09T06:24:11+00:00</dc:date>
    <link>https://citationsneeded.libsyn.com/ep-240-how-the-medias-burden-the-straining-resources-framing-manufactures-the-expendable-other</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["In this episode, we discuss the ideological work done by our media's default frame of immigrants, poor seniors, homeless people, and those with disabilities as "burdens" and "strains" on our limited resources––namely those provided by the holy Taxpayer. Meanwhile, skyrocketing police and Pentagon budgets are just treated as unremarkable laws of nature.
 
With guest Beatrice Adler-Bolton of the Death Panel podcast."]]></description>
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    <title>Silicon Valley Circuits</title>
    <dc:date>2026-07-09T03:19:22+00:00</dc:date>
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    <dc:creator>robertogreco</dc:creator><description><![CDATA["Route 85 in California now inspires dread. Some of us remember when it was a vision of the future."]]></description>
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<item rdf:about="https://www.sfchronicle.com/entertainment/article/bart-bay-area-transit-trendy-22283159.php">
    <title>BART fandom is real. Can it help the agency through financial crisis?</title>
    <dc:date>2026-06-06T05:10:49+00:00</dc:date>
    <link>https://www.sfchronicle.com/entertainment/article/bart-bay-area-transit-trendy-22283159.php</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Hundreds of public transit enthusiasts queued up outside Lake Merritt BART Station one sunny Saturday morning — not due to train delays or rush hour, but out of pure adoration for the transit agency itself.  

The line rivaled that of a Disneyland ride, snaking around the block and down the stairs into the station. It barely moved 5 feet in the span of an hour, but that didn’t seem to bother those waiting patiently for their turn to browse the archival BART merchandise on sale inside.

Many said they had heard about the end-of-January sale, which BART officials estimate drew a crowd of roughly 500, from a TikTok post shared by the transit agency. That itself is a testament to BART’s growing fandom, which has attracted an increasingly devoted following across the region.

In the midst of one of the worst financial crises in the agency’s history, which has put the future of the Blue Line at risk, BART has completely transformed its marketing strategy, making train travel trendy through social media posts and interactive events. 
Participant Ashley Terry explains her piece “Remnants of a Festival Romance” during BART Basel in 2022. 

Those efforts have included a “Star Wars”-inspired May the Fourth train ride, SweaterFest and Let’s Glow Anime Festival — with its next event, an ’80s-themed prom called Enchantment Under the C Line, scheduled for Saturday, June 6, at BART Rockridge Station.  

The result, attendees and organizers say, is a vibrant community of proud BART riders who are helping to cement the agency as a key pillar of the Bay Area.

“It’s a little bit of a gathering of the tribe when all the transit nerds come out for these events,” said Bay Area native Richard Lingua, 55, who appreciates this renewed “attempt to make BART an icon of the Bay Area.”

“I always felt like BART should be as recognizable as a Bay Area thing as New York’s subway,” he added. “BART’s iconic.”

Lingua rides BART daily from Oakland to get to work, and prides himself in having traveled entire BART lines. But to him and his wife, Karen Lingua, it’s about more than just convenience. It’s about community. 

“There’s a certain kind of people that just think that BART’s kind of like old and loud and a little bit dirty, and it’s definitely not that,” Karen, 56, said. “They’re really working hard to change that.”

While a big draw of BART’s community events invite and attract people of all ages, Michelle Robertson, BART’s principal marketing representative, explained that the agency has implemented a strategy aimed particularly at younger, digitally connected audiences. 

“We’re intentionally meeting young people where they’re at, because they’re the next generation of lifelong riders,” she said. “By building those relationships, with teens and young adults, we’re really setting ourselves up for future success.”

As BART works to cultivate the next generation of riders and secure future ridership, its community-focused events have also created unexpected benefits. 

Aira Roca and her girlfriend, Rana Ürek, for example, met during BART’s viral speed dating event, Valentraine, in 2025 after each learned about the event on social media. 

After a brief conversation and a phone number exchange, the chemistry was undeniable. Roca and Ürek, both 26, have been dating ever since. 

“After college, it’s kind of hard to meet new people,” admitted Roca, a Bay Area native and lifelong BART rider, said, noting that the trains feel like a “safe space” that she finds comforting.   

“It’s nice to just be there and experience the sort of community of like-minded people,” Ürek added. 

Both agreed that in an era so driven by technology, it’s refreshing to have a third space to meet new people and interact offline. Ürek noted that she felt particularly safe at such events, even though she attended solo, because of the passionate and genuine types of people that make up the BART community. 

“People are so freaking happy to be there,” Karen Lingua said of BART events, many of which she and her husband have attended together in recent years. 

She noted that it’s a testament to the strength of its community, and Robertson agrees. 

“People want excuses and opportunities to meet in real life,” Robertson said. “What we’re doing is creating these welcoming, low-cost experiences that are connecting people, but at the same time, they’re building affinity with BART as a brand.” 

Robertson noted that the impact is “hard to quantify,” but said the agency has seen signs that the events are boosting day-of ridership. She acknowledged, however, that any gains have been gradual and are not enough to resolve the agency’s broader financial deficit. 

“BART still needs a long-term sustainable funding source,” she said. “A lot of this work is incremental … I think we’ve been moving the needle slowly.” 

Luckily, riders who are aware of these struggles seem more than eager to help the cause.

While Richard and Roca grew up taking BART and say they feel a certain sense of nostalgia toward the trains that fuels their appreciation for the agency, even those who can’t relate are invested in its long-term success. 

“Especially in this climate, I want to be a BART enthusiast,” Ürek, who grew up in Istanbul, said. “I don’t want BART to lose its funding. I don’t want stations to close down.”

Karen Lingua, who’s originally from San Diego, said she developed a similar loyalty to BART after moving to the Bay Area. She now lives near a BART station, which she said is “amazing” because of its convenience to explore the region.

The transit agency had a $100,000 budget for all of its community events in 2025, which went toward expenses such as merchandise, paying live musicians and hosting movie screenings.

Meanwhile, Robertson said the agency is always experimenting with ways to offset costs, which is why some events are ticketed and why there is so much new BART apparel and other merchandise. 

That strategy appears to resonate with some of the agency’s most devoted fans. For the Linguas, collecting “BART swag,” as Karen calls it, has become a hobby.  

To Robertson, this is what it’s all about: being loud and proud. 

“Especially for folks who grow up here, it’s a symbol of the Bay Area,” Robertson said. “It’s a symbol of their pride in this region and in the public institutions that make the Bay area a wonderful place to live.”"]]></description>
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<item rdf:about="https://www.tiktok.com/@usa.mary.miller/video/7608538711621438734">
    <title>Crazy New York City Subway gate fare System🤪😂🚇#funnyvideos #nyc #su... | fare evading nyc | TikTok</title>
    <dc:date>2026-06-06T00:45:38+00:00</dc:date>
    <link>https://www.tiktok.com/@usa.mary.miller/video/7608538711621438734</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[[See also:
https://www.tiktok.com/discover/mta-new-turnstile-bypass-nyc ]]]></description>
<dc:subject>nyc subways fareevasion mta publictransit transit transportation 2026</dc:subject>
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<item rdf:about="https://www.theguardian.com/environment/2026/may/06/vienna-public-transport-tram-network-ditch-cars">
    <title>Vienna’s public transport is the envy of the world – so why can’t it ditch cars? | Travel and transport | The Guardian</title>
    <dc:date>2026-05-07T20:05:24+00:00</dc:date>
    <link>https://www.theguardian.com/environment/2026/may/06/vienna-public-transport-tram-network-ditch-cars</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Austrian capital mulls expanding tram network and park-and-ride car parks in effort to reduce private vehicle use"]]></description>
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    <title>How car-loving American cities fell so far behind their global peers on public transit | US news | The Guardian</title>
    <dc:date>2026-05-07T20:04:49+00:00</dc:date>
    <link>https://www.theguardian.com/environment/2026/may/06/american-cities-cars-public-transportation</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["With most major European cities well-served by trains and buses, bringing US transit up to par would cost $4.6tn"]]></description>
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<item rdf:about="https://www.motherjones.com/environment/2024/12/car-free-disability-congestion-walkable-cities/">
    <title>Do Car-Free Zones Hurt Disabled People? We Asked Experts. – Mother Jones</title>
    <dc:date>2026-04-29T05:21:15+00:00</dc:date>
    <link>https://www.motherjones.com/environment/2024/12/car-free-disability-congestion-walkable-cities/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["City planners and advocates are seeing “accessibility used as a political football.”"]]></description>
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<item rdf:about="https://freddiedeboer.substack.com/p/we-are-still-living-in-the-long-boring">
    <title>We Are (Still) Living in the Long Boring</title>
    <dc:date>2026-04-24T03:38:52+00:00</dc:date>
    <link>https://freddiedeboer.substack.com/p/we-are-still-living-in-the-long-boring</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["I have really been trying to avoid talking about LLMs, or if you must, AI. But things have gotten kind of weird lately. There’s an unsettled quality to the discourse right now; we were briefly in “It’s cringe to believe in AI,” now we’ve swung back to “It’s cringe not to believe in AI,” but no one seems to share the same conception of what believing in AI entails. The influence of programming looms large, as it has over the culture writ large for some time. We were in another lull of disappointment in what LLMs can do, and then Claude Code came out, and suddenly everyone’s promising us asteroid mines and radical life extension and abundant clean energy again. But this is a category error: none of those things can be achieved with code.

The most telling thing about the LLM moment is what this technology is actually good at. LLMs write code, generate images, produce music, summarize documents, draft prose… which is to say, they have achieved mastery over the exact domains that were already, by any sane measure, overprovisioned. Was anyone saying that we didn’t have enough digital writing, images, videos, music, video games, or applications, a few years ago? The core triumph of technological growth is taking scarcity and creating abundance. Well, LLMs create an abundance, that’s for sure. But there was already an abundance of text, online, and an abundance of images, and there’s some insane stat like 24 hours of video gets uploaded to YouTube every second or whatever, and yes, there has been an abundance of code, of programs, of apps. And before we got these fancy new tools to produce more code, there wasn’t a lot of people saying “Gee, what we need is more apps, the app store is too empty.”

The internet in 2022, before the ChatGPT wave broke, already contained more text than any human being could read in ten thousand lifetimes, more images than any eye could see, more music than any ear could hear. When I was a younger man, the get-rich-quick scheme du jour was to create the next great iPhone app, which led to a world of smartphone apps so wildly overserved that we all got tired of apps and no one has sincerely gotten excited about a new one in like ten years. And now… we get more. The scarcity that these tools have abolished, in other words, was not a scarcity anyone was actually suffering from. We did not need more “content”; we did not need to produce digital entertainments at a faster pace. We needed (and still need) cheaper energy, more housing, better cancer treatments, functional mass transit, and a replacement for the internal combustion engine people actually want to use. What we received instead was a machine that can write a cover letter in four seconds and generate a photorealistic image of SpongeBob jackin it. The question of whether this constitutes civilizational transformation should answer itself. Right?

This is the “bits are easy, atoms are hard” problem in its starkest form. Every task LLMs perform (some of which they do pretty well, like help write code) happens on screens, in files, in the virtual world that computation has always occupied. And the lesson of the last fifty years of digital technology is that software’s limits are the limits of the screen itself. Code cannot insulate your house; no algorithm has ever laid a water pipe; the internet has not built a single mile of high-speed rail. What our current stagnation shows, collectively, is that the improvements in material human life that matter the most - abundance in warmth, in calories, in clean water, in physical safety, in hours of freedom from labor - were all achieved by technologies that operated on atoms: steel, concrete, copper wire, chlorine, penicillin. The digital revolution produced real and genuine gains within its own domain, but it never breached that membrane between the virtual and the physical, and LLMs show no signs of doing so either.

Claude Code has genuinely transformed how programmers write software, which is great, but also largely beside the point: the biggest technological lessons of the 21st century are about the limits of code.

You have not heard any of the many, many excitable AI maximalists in the media address this reality, the bits vs atoms barrier, because they have no response that can preserve their intense attachment to the idea that the world is about to change forever. So they resolutely ignore this basic reality: most of the world is not computers. Most of your life is dependent on technologies other than computers. Inconveniently, we also have few arenas of human endeavor that are seeing rapid development other than in computing.

And so the grander promises (curing cancer, cracking fusion, colonizing Mars, achieving material abundance through AI-directed science) function less as predictions than as a kind of promissory theology, perpetually redeemable in a future that recedes as you approach it. The actual connection between a model that autocompletes code and a cure for pancreatic cancer is speculative in the most precise sense: the sense of having no demonstrated mechanism. AI has produced real if modest contributions to protein folding and drug candidate screening. These are genuinely good things. But the leap from “AlphaFold is sometimes useful to structural biologists” to “we are on the threshold of defeating disease” is not an inference supported by evidence but rather a narrative that a certain kind of mind finds emotionally necessary. And when you look at the pattern of these promises historically - fusion has been twenty years away for seventy years, the paperless office was supposed to arrive with the PC, every home will soon have a large 3D printer that will provide them with the plastic goods they once bought at Walmart - the most responsible explanation is not that the breakthrough is imminent but that each generation of technologists, confronting the gap between what their tools can do and what they wish they could do, fills that gap with imagination and calls it the future.

Dee mentions Ray Kurzweil and calls him prescient.

<blockquote>Ray Kurzweil was prescient about many things, and one of them is this: the merger has started. He predicted the outer layers of our neocortex would be wired to the cloud by the 2030s, extending human thought the way the last round of neocortical expansion produced us. But think carefully about what consumer technology alone already does. (And that’s just CONSUMER technology.) We have built ourselves a second nervous system.</blockquote>

“We have built ourselves a second nervous system”! This is the kind of sentence that sounds like revelation and means, on inspection, that you can look things up very quickly on your phone. We have indeed built ourselves a very fast library. That library has caused a lot of unhappiness, but certainly it’s a remarkable technological achievement. That achievement did not, however, eliminate tuberculosis.

And while we’re talking about Kurzweil and nervous systems, we should take time to point out his fundamental misapprehension of that system. Kurzweil has always had one goal, above all others: to avoid death. As a means to achieve this ambitious project, he has repeatedly invoked the desire to “upload” his consciousness to a computer. But this is folly: there is no consciousness that is distinct from the brain that houses it. Consciousness is brain, is tissue, is cells, is wetware. There is no discrete program that is the self that can be extracted from the brain and deposited into a conveniently durable chassis. To imagine a consciousness that can be housed on a floppy disc is to participate in a dualist fantasy of the kind that should have died out hundreds of years ago. Kurzweil has had this pointed out to him many times, but his desire to live forever apparently overwhelms his more rational faculties. The fantasy wins.

Dee dismisses “techno-pessimists” as people trying to stop something that has already happened. (Jasmine Sun goes with “AI populists,” a term I find a little inscrutable.) Perhaps I am a techno-pessimist, but if so, it’s only because I’ve been alive for most of the dispiriting past 50 years. “We were promised flying cars,” goes the cliche. But flying cars are at least possible; it’s just that they’re hideously inefficient and offer no advantage over our current boring-but-effective combination of cars and airplanes. We also were told to dream of time travel and faster-than-light travel, both of which are forever forbidden by elementary physics, and of colonizing distant worlds, which is forever forbidden by more factors than I can list. As Kim Stanley Robinson and others have pointed out, that last bit is essential, because if we recognize that we only have one world to live in, we might become better stewards of it. And that’s why I’m a techno-pessimist in general. Though I’m frequently accused of hoeing this particular row because I like disillusioning other people, I am instead trying to make this reality clear: we cannot sit back and wait for technological progress to save us. The only solutions to our problems - the problems of hunger, of poverty, of injustice, of disillusionment, of alienation - are political solutions. I understand feeling totally defeated by that idea, given what politics is like on this planet. But it’s all we have. We start to build the political structures that can enable humanity to take care of all of us or we drown. There is no fate but what we make.

Whatever you think of my motives, I will not stop pointing out that we are still here, still in this boring muck, still circling the parking lot at Target looking for a space. And until and unless the usual suspects can produce actual evidence of something happening right now, the skeptic’s work is not over. They promise AI will cure all disease; AI has not cured a single disease. Ezra Klein routinely throws around 20% economic growth as a baseline for the AI age; these few years with LLMs have produced the same anemic ~2% growth as we’ve been used to in this, the digital century. And I still say, wake me up when that changes. My techno-pessimism is a pessimism grounded in a fact derived from the historical record: that civilizational-scale technological transformation is extraordinarily rare, that it happened once in a rapidly-receding extraordinary century, and that we have been living in its long shadow ever since. And now some mistake that shadow for the sun."]]></description>
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    <title>A Collection of Transit Tickets</title>
    <dc:date>2026-04-15T06:43:53+00:00</dc:date>
    <link>https://kottke.org/26/04/a-collection-of-transit-tickets</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["A brand designer’s “compendium of transit tickets” from around the world. Many of these are from the 90s and 00s. Design inspiration for daaaaays."]]></description>
<dc:subject>transit publictransit tickets design graphics graphicdesign transportation trains buses</dc:subject>
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    <title>Why Japan has such good railways - Works in Progress Magazine</title>
    <dc:date>2026-04-13T18:10:49+00:00</dc:date>
    <link>https://worksinprogress.co/issue/why-japan-has-such-good-railways/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Japan’s railways are the finest in the world. Other countries can copy its formula."]]></description>
<dc:subject>japan trains rail railways 2026 policy economics matthewbornholt benedictspringbett transportation transit privatization parking cars driving populationdensity density cities urban urbanism transport realestate travel jnr regulation rentcontrol gasoline amtrak us comparison communitarianism individualism capitalism</dc:subject>
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    <title>Waymo Says Its Cars Are Safe. Here’s What They Don’t Want You To Know. - YouTube</title>
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When Waymo gets a firm hold on a city, wages go down. Some drivers now have to work 12 hours day, 7 days a week just to get by.

This isn't inevitable — but Big Tech is spending millions to make you think it is."]]></description>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:google"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:2026"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:ericgardner"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:outsourcing"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:economics"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:bigtech"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:work"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:employment"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:economy"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:local"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:donaldtrump"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:policy"/>
</rdf:Bag></taxo:topics>
</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>
<dc:source>https://pinboard.in/</dc:source>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:canada"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:1960s"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:oil"/>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=3-Jrp6it9Ss">
    <title>Tunnel Vision: An Unauthorized BART Ride - YouTube</title>
    <dc:date>2026-04-04T01:44:34+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=3-Jrp6it9Ss</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Tunnel Vision: An Unauthorized BART Ride is a documentary film by local timelapse photographer Vincent Woo. Embark on a journey with a camera secretly attached to a BART train and ride through the arteries of the Bay Area. A hidden world is revealed through intersecting passageways, flashes of graffiti, and sections of track only witnessed by BART operators. Join us to learn about the magic that makes the everyday commutes of millions of people possible. Experience the joy of the ride, the rhythm of the tracks, and the Bay Area as you’ve never seen it before."

[See also:
https://vincentwoo.com/2023/07/20/tunnel-vision-an-unauthorized-bart-ride/

"After 6 months of on-and-off-again labor, I released a feature-length film composed mostly of footage obtained by attaching a camera to the front of a BART train.

You can watch the movie in its entirety for free on YouTube, as well as the impromptu panel Q&A [https://www.youtube.com/watch?v=z5KQl7693TU ] I hosted at the Roxie premiere. The Roxie is an important San Francisco nonprofit theater and I want to thank them again for showing my film."]]]></description>
<dc:subject>vincentwoo bart trains publictransit transportation rail railways 2023 documentary video</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:5dd94160aa36/</dc:identifier>
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</item>
<item rdf:about="https://www.oaklandreviewofbooks.org/seeing-from-public-transit/">
    <title>Seeing from public transit</title>
    <dc:date>2026-04-01T06:28:47+00:00</dc:date>
    <link>https://www.oaklandreviewofbooks.org/seeing-from-public-transit/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Around the sun, around the bay, the day after the Spring Equinox"]]></description>
<dc:subject>oliverhuang 2026 bayarea publictransit transit transportation bart oakland milpitas berkeley sanjose vta lightrail trains transity caltrain sanfrancisco ferries ferrybuilding muni sfmta sanrafael marincounty sausalito elcerrito richmond buses</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:3302b88d5bbf/</dc:identifier>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:muni"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:sanrafael"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:sausalito"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:richmond"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:buses"/>
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</item>
<item rdf:about="https://www.thenewatlantis.com/publications/the-bills-that-destroyed-urban-america">
    <title>The Bills That Destroyed Urban America — The New Atlantis</title>
    <dc:date>2026-04-01T04:17:04+00:00</dc:date>
    <link>https://www.thenewatlantis.com/publications/the-bills-that-destroyed-urban-america</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The planners dreamed of gleaming cities. Instead they brought three generations of hollowed-out downtowns and flight to the suburbs."

[See also:


"The Demise of Real Neighborhoods Is a Story of Finance"
https://www.thenewatlantis.com/publications/the-demise-of-real-neighborhoods-is-a-story-of-finance

"America’s neighborhoods were once beautiful, unique, dense, and scaled for a communal life on foot. But obscure federal rules piling up over a century have made it nearly impossible for banks to finance new ones."]]]></description>
<dc:subject>josephlawler cities us 2026 urbanplanning urban cars stlouis automobiles policy markgelfand history middleclass transit publictransit transportation streetcars rail railways trains congress pruitt-igoe neighborhoods progressive progressivism catherinebauer housing mobility nyc lecorbusier rationalism paris villeradieuse slums density crime michaelbloomberg rudolphgiuliani edithelmerwood puertoricop sanjuan planning laws law legal 1937 detroit zoining howardhusock publichousing society roberttaft banking banks finance lawmaking robertomoses 1949 1954 1973 richardnixon poverty fha 1932 1934 1944 alexandervonhoffman morthages suburbs suburbia economics economy race racism brooklyn oarkslope boston southend 1849 housingact</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:342293bcc465/</dc:identifier>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:trains"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:lecorbusier"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:slums"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:density"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:michaelbloomberg"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:rudolphgiuliani"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:edithelmerwood"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:planning"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:banking"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:banks"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:lawmaking"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:suburbs"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:economics"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:race"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:racism"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:brooklyn"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:oarkslope"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:boston"/>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:1849"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:housingact"/>
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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 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.newyorker.com/news/daily-comment/the-plot-against-trains">
    <title>The Plot Against Trains | The New Yorker</title>
    <dc:date>2026-03-19T08:09:17+00:00</dc:date>
    <link>https://www.newyorker.com/news/daily-comment/the-plot-against-trains</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The horrific Amtrak derailment outside Philadelphia this week set off some predictable uncertainty about what exactly had happened—a reckless motorman? An inadequate track? A missing mechanical device? Some combination of them all?—and an even more vibrant set of arguments about the failure of Americans to build any longer for the common good. Everyone agrees that our rail system is frail and accident-prone: one tragedy can end the service up and down the entire path from Boston to Washington, and beyond, for days on end. And everyone knows that American infrastructure—what used to be called our public works, or just our bridges and railways, once the envy of the world—has now been stripped bare, and is being stripped ever barer.

What is less apparent, perhaps, is that the will to abandon the public way is not some failure of understanding, or some nearsighted omission by shortsighted politicians. It is part of a coherent ideological project. As I wrote a few years ago, in a piece on the literature of American declinism, “The reason we don’t have beautiful new airports and efficient bullet trains is not that we have inadvertently stumbled upon stumbling blocks; it’s that there are considerable numbers of Americans for whom these things are simply symbols of a feared central government, and who would, when they travel, rather sweat in squalor than surrender the money to build a better terminal.” The ideological rigor of this idea, as absolute in its way as the ancient Soviet conviction that any entering wedge of free enterprise would lead to the destruction of the Soviet state, is as instructive as it is astonishing. And it is part of the folly of American “centrism” not to recognize that the failure to run trains where we need them is made from conviction, not from ignorance.

There is a popular notion at large, part of a sort of phantom “bi-partisan” centrist conviction, that the degradation of American infrastructure, exemplified by the backwardness of our trains and airports, too, is a failure of the American political system. We all should know that it is bad to have our trains crowded and wildly inefficient—as Michael Tomasky points out, fifty years ago, the train from New York to Washington was much faster than it is now—but we lack the political means or will to cure the problem. In fact, this is a triumph of our political system, for what is politics but a way of enforcing ideological values over merely rational ones? If we all agreed on common economic welfare and pursued it logically, we would not need politics at all: we could outsource our problems to a sort of Saint-Simonian managerial class, which would do the job for us.

What an ideology does is give you reasons not to pursue your own apparent rational interest—and this cuts both ways, including both wealthy people in New York who, out of social conviction, vote for politicians who are more likely to raise their taxes, and poor people in the South who vote for those devoted to cutting taxes on incomes they can never hope to earn. There is no such thing as false consciousness. There are simply beliefs that make us sacrifice one piece of self-evident interest for some other, larger principle.

What we have, uniquely in America, is a political class, and an entire political party, devoted to the idea that any money spent on public goods is money misplaced, not because the state goods might not be good but because they would distract us from the larger principle that no ultimate good can be found in the state. Ride a fast train to Washington today and you’ll start thinking about national health insurance tomorrow.

The ideology of individual autonomy is, for good or ill, so powerful that it demands cars where trains would save lives, just as it places assault weapons in private hands, despite the toll they take in human lives. Trains have to be resisted, even if it means more pollution and massive inefficiency and falling ever further behind in the amenities of life—what Olmsted called our “commonplace civilization.”

Part of this, of course, is the ancient—and yet, for most Americans, oddly beclouded—reality that the constitutional system is rigged for rural interests over urban ones. The Senate was designed to make this happen, even before we had big cities, and no matter how many people they contain or what efficient engines of prosperity they are. Mass transit goes begging while farm subsidies flourish.

But the bias against the common good goes deeper, into the very cortex of the imagination. This was exemplified by New Jersey Governor Chris Christie’s decision, a few short years ago, to cancel the planned train tunnel under the Hudson. No good reason could be found for this—most of the money would have been supplied by the federal government, it was obviously in the long-term interests of the people of New Jersey, and it was exactly the kind of wise thing that, a hundred years ago, allowed the region to blossom. Christie was making what was purely a gesture toward the national Republican Party, in the same spirit as supporting a right-to-life amendment. We won’t build a tunnel for trains we obviously need because, if we did, people would use it and then think better of the people who built it. That is the logic in a nutshell, and logic it seems to be, until you get to its end, when it becomes an absurdity. As Paul Krugman wrote, correctly, about the rail-tunnel follies, “in general, the politicians who make the loudest noise about taking care of future generations, taking the long view, etc., are the ones who are in fact most irresponsible about public investments.”

This week’s tragedy also, perhaps, put a stop for a moment to the license for mocking those who use the train—mocking Amtrak’s northeast “corridor” was a standard subject not just for satire, which everyone deserves, but also for sneering, which no one does. For the prejudice against trains is not a prejudice against an élite but against a commonality. The late Tony Judt, who was hardly anyone’s idea of a leftist softy, devoted much of his last, heroic work, written in conditions of near-impossible personal suffering, to the subject of … trains: trains as symbols of the public good, trains as a triumph of the liberal imagination, trains as the “symbol and symptom of modernity,” and modernity at its best. “The railways were the necessary and natural accompaniment to the emergence of civil society,” he wrote. “They are a collective project for individual benefit … something that the market cannot accomplish, except, on its own account of itself, by happy inadvertence. … If we lose the railways we shall not just have lost a valuable practical asset. We shall have acknowledged that we have forgotten how to live collectively.”

Trains take us places together. (You can read good books on them, too.) Every time you ride one, you look outside, and you look inside, and you can’t help but think about the private and the public in a new way. As Judt wrote, the railroad represents neither the fearsome state nor the free individual. A train is a small society, headed somewhere more or less on time, more or less together, more or less sharing the same window, with a common view and a singular destination."]]></description>
<dc:subject>trains rail railways 2015 adamgopnik amtrak publicgood cars individualism us transportation centrism autonomy ideology commongood</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>A toddler’s death shook him. Now he’s walking 50 miles around SF for safer streets</title>
    <dc:date>2026-03-16T00:17:37+00:00</dc:date>
    <link>https://sfstandard.com/2026/03/14/toddler-s-death-shook-now-s-walking-50-miles-sf-safer-streets/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["A dad says city leaders have talked about fixing dangerous streets for years. He wants to make them actually do it."

...

"What brought you out here today?

One of our favorite things about living in San Francisco is that you really don’t need a car. We walk everywhere, we take public transit. I’m out with my son all the time. A couple weeks ago I read about that little two-year-old girl killed crossing the street in Mission Bay with her mom. I just couldn’t shake it. I kept thinking about all the times I’ve been out walking with my son — cars come flying around corners, things happen so fast. When you’re out walking, you don’t have any power over it.

And then I started getting really frustrated.  Our city leadership talks about making streets safer for pedestrians, but they haven’t really implemented the changes they said they would. We know that slowing cars down makes a difference. We know more visible crosswalks make a difference. Mayor Lurie passed his Safe Streets initiative (opens in new tab) back in December — that was supposed to address some of this — but there’s just been no action yet. So I thought, maybe if I get out here and walk 50 miles, people will ask why some of our leaders can’t just put pen to paper and get this done.

Why do you think San Francisco remains so car-dependent, even with decent transit and walkable neighborhoods?

Cars and pedestrians are always going to coexist here. But we can do things like slow cars down, or not let them turn right while a crosswalk is active. That all adds up. Long-term, there’s just so much money in politics — car lobbies, driver lobbies — and there’s no money in people just walking around with their families. So time passes and nothing really changes. And it’s a dense city — second densest in the country after New York — so there are a lot of people out there, and a lot of potential for accidents.

When people say pedestrians share some of the blame — jaywalking, not paying attention — what do you think?

You have to take that argument all the way. Are blind people not supposed to be able to cross the street? They can’t see the traffic coming — the traffic has to be aware of them. If you’re in a car, you have more responsibility. Full stop."

...

"What does that worry actually look like day to day?

We’re super cautious — always paying attention, making eye contact with drivers before we step into a crosswalk. And I still don’t have enough fingers to count the number of times a car has come flying around a corner or run a red light and just barely missed us. Then you see people in the comments online saying, “Well, if the pedestrians had been more careful.” It’s not about that. Pedestrians are already afraid. It’s drivers who have the power.

What do you think about when you’re out walking on your own?

Sometimes music, I try to be present as much as possible. I love this city — there’s no place like it in the world. I find it a little ironic that the poorest neighborhoods tend to have the worst pedestrian infrastructure, and they’re also the places where I see the most people outside, in community, talking to their neighbors. Every part of San Francisco is worth knowing.

Do you have a favorite underrated spot to walk around in the city?

Candlestick Point — the rec area at the very tip of the city. It’s beautiful, and you can walk around the ruins of the old stadium. Nobody’s ever down there. Quiet, a little eerie, great for a picnic. And then all the way at the other end of the city, Lands End — everyone knows that one, but there are corners even there that most people walk right past."

...

"What’s your general philosophy on life?

I believe in being as prepared and informed as possible — especially with a kid and a family. But the bigger thing that’s changed for me is just being present. If I’m with my son, I’m with my son. I’m not on my phone. If I’m at work, I’m at work. Since I stopped splitting my attention between everything at once and just gave things their proper time, a lot has unlocked.

What do you have to look forward to in the future?

Spending as much time with my kid as possible. Watching him grow into his own person. I always say — I’m raising a human, not a mirror. If he’s into what I’m into, great. If he’s got his own thing, that’s great too. I just want to encourage him to be his own man."]]></description>
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    <title>The Great Highway Closure and Sunset District Traffic Update</title>
    <dc:date>2026-03-12T04:34:11+00:00</dc:date>
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    <dc:creator>robertogreco</dc:creator><description><![CDATA["Nearly one year into a new era, do claims about congestion and danger hold up?"]]></description>
<dc:subject>sunsetdunes greathighway 2026 kristicoale 2025 2019 traffic transportation safety sanfrancisco</dc:subject>
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    <dc:date>2026-03-01T00:25:36+00:00</dc:date>
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    <title>The real story behind Muni's budget deficit - 48 hills</title>
    <dc:date>2026-02-27T07:03:38+00:00</dc:date>
    <link>https://48hills.org/2026/02/the-real-story-behind-munis-budget-deficit/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Instead of investing in public transit, City Hall has been looking for ways to privatize it"]]></description>
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    <title>The Rise and Fall of Bay Area Streetcar Transit System | KQED</title>
    <dc:date>2026-02-19T21:58:12+00:00</dc:date>
    <link>https://www.kqed.org/news/12073762/the-rise-and-fall-of-bay-area-streetcar-transit-system</link>
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<item rdf:about="https://www.youtube.com/watch?v=8Mw5gu4LOas">
    <title>Haymarket Presents: Thea Riofrancos on Extraction - YouTube</title>
    <dc:date>2026-02-18T06:56:22+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=8Mw5gu4LOas</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Join us for this Haymarket Presents speakers series event, with Thea Riofrancos and activist-historian Gabriel Winant for a conversation on Riofrancos’s new book, Extraction. Co-sponsored by Pilsen Community Books.

...

From the Los Angeles wildfires at the start of last year, to Trump’s recent televised summit with oil executives, evidence has continued to mount that the dominance of fossil fuels, and the catastrophic effects of climate change they continue to accelerate, is not going to be broken anytime soon. Yet the lithium industry is booming, and critical ‘green’ minerals continued to be on the frontlines of geopolitical wrangling. What are we to make of all this? Are we helping to solve the ecological crisis by buying electric cars if their construction necessitates opening hundreds of new mines in the next decade? If zero emission energy remains an urgent global need, how should we navigate these existential dilemmas?

Thea Riofrancos and Gabriel Winant will grapple with these questions and consider what a path toward a just and effective green transition could look like.

...

Speakers: 

Thea Riofrancos is an Associate Professor of Political Science at Providence College, a Strategic Co-Director of the Climate and Community Institute, and a fellow at the Transnational Institute. Previously, she has been an Andrew Carnegie Fellow, a Radcliffe Fellow at Harvard, and a Visiting Fellow at the Kellogg Institute for International Studies at Notre Dame, as well as holding research positions at institutions in Santiago, Chile and Quito, Ecuador. The author of Resource Radicals and coauthor of A Planet to Win, her articles have appeared in Perspectives on Politics, Cultural Studies, World Politics, and Global Environmental Politics, and her essays in the New York Times, Washington Post, Financial Times, Foreign Policy, The Guardian, n+1, and Jacobin, among other outlets.

Gabriel Winant is an associate professor of history at the University of Chicago, a member of the executive council of AAUP/AFT Local 6741, a member of the Dissent editorial board, and author of The Next Shift.

...

This event is co-sponsored by Pilsen Community Books and Haymarket Books, and is part of the Haymarket Presents speakers series. While all of our events are freely available, we ask that those who are able make a solidarity donation in support of our important publishing and programming work."]]></description>
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</item>
<item rdf:about="https://www.nytimes.com/2026/02/13/travel/amtrak-new-train-airo.html">
    <title>Amtrak’s Largest Train Revamp in 55 Years Is Coming Soon - The New York Times</title>
    <dc:date>2026-02-14T06:55:19+00:00</dc:date>
    <link>https://www.nytimes.com/2026/02/13/travel/amtrak-new-train-airo.html</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Step inside the sprawling factory in California where the largest fleet replacement in Amtrak’s 55-year history is coming together piece by piece."]]></description>
<dc:subject>trains amtrak 2026 manufacturing california siemens railways us rail gabecastro-root ruthfremson sacramento airo accessiblity transportation</dc:subject>
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    <title>&quot;To Build The Dream&quot; | How BART was built in the 1960s - YouTube</title>
    <dc:date>2026-02-14T05:27:46+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=tZ4EXVfYyEE</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["This archival film report "To Build The Dream" shows President Lyndon B. Johnson on June 19, 1964 at the official groundbreaking of BART in Concord. The ceremony celebrated the start of construction on the 4.5 mile Diablo Test Track that would eventually become part of the Yellow line.

The test track was a lab for research. Every component of the system was tested there: laying track, power sources, the train propulsion system and more. 

"To Build The Dream" 
A film by Carol Levene for the Bay Area Rapid Transit District."]]></description>
<dc:subject>bart bayarea sanfrancisco history film 1964 trains rail railways transit publictransit transportation concord lbj lyndonjohnson california urban masstransity cities alamedacounty contracostacounty sanmateocounty</dc:subject>
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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>
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<item rdf:about="https://undark.org/2026/01/21/opinion-climate-sufficiency-politics/">
    <title>Who Gets to Decide How Much Is ‘Enough’ to Live a Good Life?</title>
    <dc:date>2026-01-25T03:39:35+00:00</dc:date>
    <link>https://undark.org/2026/01/21/opinion-climate-sufficiency-politics/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The concept of setting sustainable limits on consumption faces a political challenge as it begins to influence policy."

...

"Studies show that opposition to climate policies such as fuel and carbon taxes is often driven less by climate skepticism than by distrust in institutions and perceptions of unfairness. When environmental limits are experienced as top-down mandates, they can provoke anti-authoritarian resistance, even when the environmental goals themselves enjoy broad support.

Air travel brings these tensions into sharp focus. Aviation accounts for roughly 2.5 percent of global carbon dioxide emissions, with its contribution to warming rising to around 4 percent once certain atmospheric effects such as contrails are included. Flying is also deeply unequal. A small minority of frequent flyers is responsible for a disproportionate share of aviation emissions, while much of the world’s population never flies at all.

From a sufficiency perspective, aviation is an obvious candidate for reduction. Policy proposals include frequent-flyer levies that raise the cost of each additional flight taken in a year, as well as personal flight budgets designed to curb excessive travel while protecting occasional and essential trips. But the challenge is not only how to reduce emissions. It is how to decide which trips are legitimate, and who gets to make that call."]]></description>
<dc:subject>2026 sustainability petersutoris consumption sufficiency enough climate climatechange climatecrisis construction transportation agriculture policy environment bureaucracy politics aviation inequality emissions covid-19 pandemic coronavirus uk eu travel frequentflyers unfairness institutions resistance overreach</dc:subject>
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<item rdf:about="https://walkingtheworld.substack.com/p/why-the-us-cant-have-nice-things-a6d">
    <title>Why the US can't have nice things, part 2</title>
    <dc:date>2026-01-10T20:43:30+00:00</dc:date>
    <link>https://walkingtheworld.substack.com/p/why-the-us-cant-have-nice-things-a6d</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Or a small travel tale"

...

"[image: "My Sofia Subway. I love the colors!"]

Thursday morning I woke in downtown Sofia, leisurely drank my coffee, and jumped on the metro that took me directly to the airport. In less than an hour I was at the gate for my flight to Germany, where I transferred to the JFK-bound Lufthansa.

If all went well, I’d land at 8:30 p.m., clear passport control, and be in Port Authority1 in time to get the last bus (11 p.m.) upstate, so I could be in my own bed a little after midnight2.

All I needed to do that was for the flight to land on time, and passport control to take under an hour and a half.

The first happened, the second didn’t even come close. To describe Terminal One passport control Thursday night as a shitshow is unfair to shitshows, which are at least darkly entertaining. This was instead bureaucratic hell: lines of exhausted travelers snaking out into dreary linoleum hallways, festooned with disconcerting and anachronistic cheery posters welcoming us to NY, all managed by TSA employees, who, while trying their best, were in over their heads.

It took close to an hour to even reach the main hall, and then another hour shuffling slowly like a broken army to the ten or so border security agents. It wasn’t until well after ten p.m. that I was done, so I went with my fallback plan of crashing at a friend’s house in the Rockaways, via the AirTrain and the A train3.

After a few hours of sleep, I got up to take the 4:39 a.m. A train to Port Authority, to catch the first bus home (7 a.m.).

The train, to its credit, since it was near the terminus, was on time.

But it was filthy and mostly empty, except for three or four homeless guys per car sleeping/passed-out, so the dozen of us waiting chose our seats carefully, positioning ourselves as close to each other (for safety) and as far away from the sprawled out guys and their piles of trash, puddles of urine, and other liquids spotting the floor.

At each subsequent stop the train slowly filled, until it was standing room only, with everyone crowded together trying not to deal with the guys sprawled out taking up five plus seats.

I was seemingly the only person on the train who didn’t have to take the early train, the only person “slumming it.” All the other riders were coming from late shifts or going to early shifts, carrying their tool bags, hard hats, work lanyards, gym bags of work clothes, but all of us were united in fatigue and quiet frustration with the squalor and passed out guys taking up so much space.

Including lots of women loaded down with bags of Christmas gifts and groceries, who clustered in the rare spots that weren't too gross, where they didn't feel too threatened.

After about ten stops another guy, coated in old vomit, and carrying a cane, his pants down to near his knees, came on, and went up to each sleeping/passed-out guy and hit them on the legs, and yelled at them to "move on, give rest of us some space," or something like that.

Everyone pretended it wasn't happening, hoping it wouldn’t go south, focusing instead on the floor or their phones.

And nothing “bad” did happen (this time), beyond a few raised voices and shouts, and some pantomime air punches. By a little after six I was standing in Port Authority (there are no seats in Port Authority, which is another story) waiting for my bus home.

This wasn’t a big deal for me, especially the long passport control line. While I really wish the US, and JFK in particular, would smooth out their system and bring it up to global standards, flying internationally is still a luxury, and complaining about it can be a bit elitist.4

[image: "Every subway station in Korea has clean bathrooms"]

This particular subway ride also wasn’t a big deal, at least for me, since nothing really bad happened, and once again, I don’t have to take the subway. I have the cash to opt out of the whole AirTrain to subway to bus home thing. I also have the cash, and resources to get TSA global entry.

I don’t do either because the reason I travel as I do, besides being a lazy cheapskate, is I’m not trying to remove myself from the average experience. I’m trying to see, and understand a little, the world as most people see and understand the world.

And the lesson from my last travel day home is, the US, and especially NYC5, is broken. Especially compared to the rest of the world, especially considering our wealth.

Having garbage-strewn subways that effectively serve as mobile homeless shelters and mental intuitions, is no way to run a subway system, or a city. It isn’t fair to anyone, especially the riders, who don't have the money to not take the subway.

It also isn’t fair to the homeless, who are being encouraged (or at least not discouraged) to sleep and hang on crowded trains, maximizing the chances that really bad stuff happens, both from them and to them. The Daniel Penny Jordan Neely case is a perfect example of this.

It is like we are creating the perfect conditions for a nasty backlash against addiction, mental illness, and homelessness.

[image: "Istanbul’s system is also fantastic"]

I’ve written many times over about how jarring it is to come home from trips overseas, often from much poorer places, like in this case Bulgaria, where the subways and buses, and other public spaces and resources, are cleaner, safer, and nicer. Where workers simply wanting to get to their jobs don’t have to deal with navigating the mentally ill, addicted, and desperate.

I don’t know what the long term solution is. For the passport control, there are policy changes that can be made to “fix” it. Yet, as I’ve written before about why the US can’t have nice things, we have much bigger cultural problems.

A functional public transit system that’s safe, clean, and effective, is a fundamental and essential nice thing. Especially for the US, where our larger cities are basically two tiered, with a wealthy downtown professional class that relies on inexpensive labor with long commutes (without the resources to drive) who work early/late shifts.

Ride a NYC subway from the outer boroughs at 4 a.m., and you’ll see it’s jammed with overnight construction workers, office custodial crews, nannies, restaurant staff, hotel employees, etc. The “help” coming into and out of the city.

The recent decline in the subway system hits them the hardest, as almost everything bad that happens in the city does. They can’t pay money to hide from the changes.

We are now firmly a low-trust society, and that’s especially dangerous because social trust impacts everything. Every facet of life, and it can’t simply be legislated back. You can’t “fix” culture through a few house bills, because it isn’t just a top down problem, but a pervasive all encompassing thing.

Social trust is also extraordinary important to maintain, because like a ratchet wheel, once it comes undone, it spins quickly out of control, and getting it wound back is a long, arduous, and complex process, that requires moving it tighter one painful ratchet at a time.

Right now in the US, the social trust ratchet wheel has come completely undone.

Let’s hope we can stop it from spinning too much further out of control, but given all I’ve seen in my travels both here and overseas, I’m not particularly hopeful of that, because the first step is realizing something is wrong, and right now a lot of the US seems determined to deny we have a problem, one Uber at a time and one “that’s someone else’s issue” at a time.

[Footnotes]

1 - It takes a little over an hour to get to Port Authority from JFK via AirTrain, and then the A or E.

2 - I don’t check bags, because I never check bags, because I travel light. Like everyone should, if they can.

3 - The AirTrain at Terminal one is under construction, so I had to ride it to another terminal, to then change to the Howard Beach bound train, where I could catch an A train.

4 - That’s less and less true, especially in NYC, where a lot of travelers are middle-class families coming and going to visit relatives overseas.

5 - There's been a lot of exaggeration of the problems in NYC, but it has gotten a lot worse over last few years, especially for those who have the least, who rely on buses and subways, and are trying their best to be decent citizens."]]></description>
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<item rdf:about="https://48hills.org/2026/01/six-big-stories-you-might-not-have-seen-in-local-news-media-in-2025/">
    <title>Six big stories you might not have seen in local news media in 2025 - 48 hills</title>
    <dc:date>2026-01-02T03:27:24+00:00</dc:date>
    <link>https://48hills.org/2026/01/six-big-stories-you-might-not-have-seen-in-local-news-media-in-2025/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Everyone's talking about the biggest stories of 2025. Here are some that the local media ignored"

...

"The Gregorian Calendar is a scientific advance, although it was established by a pope. But the idea of January 1 as the start of a
“new year” goes back much further, and is probably related to the winter solstice. In some older traditions, the new year started in March, when spring arrived. People in the Chinese and Jewish traditions celebrate the new year in the early fall or in February.

So the Western tradition of Jan. 1 is a random day. But it’s a time that everyone talks about the past year, and the year to come, and that’s not a bad thing: Once a year, at the very least, we should reflect on where we are and where we’re going.

With a nod to Project Censored, let me do my own kind of list: Here are the biggest local stories of the year that you haven’t heard much about.

1. Economic inequality at home, and its impacts on everything from homelessness to public safety.

In a particularly ridiculous oped the Chron ran on Jan 1, Tracy Hernandez, the head of a pro-big-business group funded is part by the Chan-Zuckerberg Initiative, argues that California is failing as a state because there’s too much regulation, and too many “special interests” blocking progress:

<blockquote>Wealthy NIMBYs blocking housing in the name of “community character.” Ideological purists treating compromise as betrayal. Unions that gladly sacrifice the best interests of all workers for the best interests of their members. Companies willing to stall progress for the sake of predictability.

There is a different way to organize the mechanisms of state power — and it starts with reorienting political culture away from ideology and regulatory capture and toward solutions.</blockquote>

Umm … Hernandez left out a few special interests: the greedy billionaires who work to make sure they never have to pay their fair share to taxes. The Real Estate Investment Trusts that have taken over much of the housing market crowding out ordinary buyers (and leaving commercial spaces vacant). The speculators who flip residential properties and evict tenants for quick profits. To name a few.

The reality is that the biggest threat to California, and San Francisco, other than climate change, is economic inequality. And the only solution that works is taxing the rich.

Zohran Mamdani got elected mayor of New York talking about that. (Read his inspiring inauguration speech here or watch it here.) You can watch about 4,000 people at Mamdani’s inaugural rally chanting “tax the rich.”

In San Francisco, nobody in the news media regularly reports on the role economic inequality plays in our social problems.

I have seen nothing in any of the local news media reporting on what is easily the most important economic story of the decade, and nobody makes any effort to apply that concept to San Francisco.

Instead, the media talks about crime.

When Sen. Scott Wiener recently made a pitch for a regional sales tax to fund transit, I asked him: Why not let San Francisco have a city income tax on the very rich? All it would take is an act of the Legislature. A modest tax on the 4,000 richest San Franciscans would solve all of our budget crises—fund Muni, affordable housing, health care—and public safety. No need to decide if a functional bus system is more important than additional cops; we could easily pay for both.

Wiener told me such a bill “would never even make it out of committee.”

If the news media talked about the billionaire and big corporate theft of $47 trillion as much as they talked about far lower level street crime, that might change.

2. The privatization of transit

We hear a lot about Waymo: Robot cars running over a cat, stalling at intersections, taking up parking spaces … and by some accounts, offering safer driving than humans.

We hear a lot less about what this trend really represents: The private sector taking over what public transit is designed to do. The result, if this continues, will be a two-tiered system, where people with money will zip around in robocars and everyone else will be stuck with a third-rate transit system that will barely function.

This is not happening by accident. In Security and Exchange Commission filings, Uber made clear that its road to profitability depended on replacing public transit with private, for-profit vehicles. The latest data suggests that the plan is working.

The city and the region are looking at parcel taxes and sales taxes to shore up Muni, BART, and other systems. Nobody is doing anything to prevent giant private companies from destroying those systems.

3. AI and social stability

In his 1952 novel, Player Piano, Kurt Vonnegut presents a terrible future where machines have replaced most human workers, leaving society divided into the small number of elites who operate the machines—and the rest of humanity, which lives in squalor and has little useful, fun, or productive to do.

We read and hear a lot about AI investments, AI saving downtown SF, AI learning how to stop people from turning the machines off, AI making it impossible for teachers to assign essays, and a lot more.

We don’t hear about the roughly 2.1 million people in the US whose job is truck driver, or the 1 million who work in auto manufacturing, people whose jobs will go away in the next decade if we continue at this unregulated pace. They are not going to be “retrained for jobs of the future” because those jobs won’t exist.

What do we do about them?

We could look forward to a society where most people only work one or two days a week, and have time for raising kids, inventing things, relaxing, travelling, and finding ways to be productive that don’t involve a paycheck. A society where health care is free, housing is a human right, and poverty is declining.

To do that, the wealth created by the increased productivity of AI would have to be shared widely, not hoarded by a handful of billionaires.

That would require extensive government regulation and wealth redistribution, which hasn’t happened in the US in more than 50 years.

Why is nobody in the news media talking about this?

4. The Raker Act

Now that PG&E has shown its failure to provide reliable electric power in SF, we’re seeing lots of media stories about a move to public power, and how that would be cheaper and more reliable.

But nobody is talking about the fact that public power in SF is not just a good idea—it’s the law. San Francisco is the only city in the US that is required under federal law to operate a public power system. The Raker Act, which set that mandate in exchange for allowing the city to build a dam for water in Yosemite National Park, has been upheld by the US Supreme Court.

As far as I can tell, the last time the Chronicle even mentioned the words “Raker Act” was more than 20 years ago.

Not one of the other news outlets covers this. A long, detailed MissionLocal story by Joe Eskenazi doesn’t include the words “Raker Act,” although someone brought it up in the comments.

Isn’t this even remotely relevant?

5. A housing “shortage” isn’t driving a lack of affordability

Nothing gets the local media more excited than the so-called “Yimby vs. Nimby” battles. The success of the Yimby movement has been almost daily fodder for local coverage.

The media discussion always makes an assumption: that more housing will bring prices down. The implication, often stated outright, is that opposition to new housing (apparently by the progressives and the “Nimbys”) has caused the affordability crisis.

But the National Bureau of Economic Research, which is not run by radical leftists, begs to differ.

In a dramatic (and largely unreported) study in March, 2025, the NBER concluded that “constraints” on housing development have had little impact on prices. Instead, prices are driven up by an influx of people with high salaries—that is, economic inequality):

<blockquote>The standard view of housing markets holds that the flexibility of local housing supply— shaped by factors like geography and regulation—strongly affects the response of house prices, house quantities and population to rising housing demand. However, from 2000 to 2020, we find that higher income growth predicts the same growth in house prices, housing quantity, and population regardless of a city’s estimated housing supply elasticity. We find the same pattern when we expand the sample to 1980 to 2020, use different elasticity measures, and when we instrument for local housing demand. Using a general demand-and-supply framework, we show that our findings imply that constrained housing supply is relatively unimportant in explaining differences in rising house prices among U.S. cities. These results challenge the prevailing view of local housing and labor markets and suggest that easing housing supply constraints may not yield the anticipated improvements in housing affordability.</blockquote>

I have done a keyword search of the Chronicle’s stories on housing for the past year, and Google keeps telling me: “Missing: NBER.” This went almost entirely unreported, even though it’s the heart of the entire debate. Only one side—the supply-side theory that more housing makes cheaper housing and the “constraints” have driven up prices—is even reported, and it’s treated as if there is no other side to the story. That’s just false. And there are plenty of experts who will say so.

6. Fewer cops doesn’t seem to mean more crime

San Francisco has fewer cops on the streets than it had 40 years ago, 20 years ago, even ten years ago. When I moved here in 1981, the city employed about 1,900 sworn officers; by 1998, that number was more than 2,000. Mayor Daniel Lurie ran on a promise to hire more officers, to get back to those old numbers, and that’s the only area that didn’t get cut in his first budget.

In 1981, according to federal data, the city recorded 111 homicides, more than half of them involving guns. That pattern continued into the 1990s, when the city hired more officers.

In 2025, with only about 1,500 officers on the streets, the city saw 28 homicides.

So: 500 fewer cops, far less violent crime.

Burglaries in 2025 are down by almost 35 percent over 2024.

Criminologists can and will argue forever about what causes crime. (An old college friend of mine got a PhD in criminology many years ago, and after he won his diploma, he came to SF for a conference and we had beers. He’s the only person I knew with that degree, so I asked him what criminologists do, and he told me they study the causes of crime. “So after four years in grad school, what have your learned?” I asked. “What are the causes of crime?” He thought very seriously for a moment, then, in all sincerity, looked at me and said: “poverty.”)

But it seems clear that having fewer cops doesn’t translate into more crime in San Francisco in 2025. You won’t see that in the major news media."]]></description>
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<item rdf:about="https://live-ssmatrix.pantheon.berkeley.edu/research-article/alexis-madrigal/">
    <title>Alexis Madrigal: &quot;To Know A Place&quot; - Social Science Matrix</title>
    <dc:date>2025-12-28T20:58:00+00:00</dc:date>
    <link>https://live-ssmatrix.pantheon.berkeley.edu/research-article/alexis-madrigal/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Recorded on December 4, 2025, this video features a Social Science Matrix Distinguished Lecture, “To Know a Place,” presented by journalist and author Alexis Madrigal.

Madrigal has long explored how technology, culture, and environment shape our lives; from his work co-founding The COVID Tracking Project to his books Powering the Dream and The Pacific Circuit. In this talk, Madrigal turns his attention to the question of how we come to know a place. Drawing on his background as a reporter, writer, and thinker of cities, landscapes, and histories, he explores different ways of writing about and understanding place, revealing how perspective, memory, and narrative inform the stories we tell about the world around us. 

About the Speaker

Alexis Madrigal is a journalist in Oakland, California. He is the co-host of KQED’s current affairs show, Forum, and a contributing writer at The Atlantic, where he co-founded The COVID Tracking Project. Previously, he was the editor-in-chief of Fusion and a staff writer at Wired. His latest book, The Pacific Circuit, came out in March 2025 from MCD x FSG. He is the proprietor of the Oakland Garden Club, a newsletter for people who like to think about plants. Madrigal authored the book Powering the Dream: The History and Promise of Green Technology. He has been a visiting scholar at UC Berkeley’s Information School and UC Berkeley’s Center for the Study of Technology, Science, and Medicine as well as an affiliate with Harvard’s Berkman Klein Center for Internet & Society. He was born in Mexico City, grew up in rural Washington State, and went to Harvard.

Podcast and Transcript

Watch the panel above or on YouTube [https://www.youtube.com/watch?v=URcgwVjoxbE ]. Or listen to the audio recording via the Matrix Podcast below (or on Apple Podcasts)."]]></description>
<dc:subject>alexismadrigal place urban urbanism bayarea 2025 technology culture socialscience cities landscape perspective memory narrative storytelling time watershed placemaking bighere longnnow bignow longhere biomes ecology temporality technophily online internet web bioredionalism garysnyder indigeneity indigenous life living flora fauna reallifemag meatspace nathanjorgenson bodies helenharrison newtonharrison saraamariwalker oakland eastbay peterberg planetdrum berkeley claremontcreek politics institutions robinwallkimmerer siliconvalley sanfrancisco waterfront south norcal mountdiablo mounttamalpais ecofeminism liberation robinsloan treasureisland spirituality strawberrycreek midlredhoward running physical adamwebb astrobiology margaretgordon eastpaloalto richmond marincity race racism russellcity bayview hunterspoint westoakland biology bart capitalism lakemerritt rondellums air water pacificcircuit claireleister sanjose solidarity geology history hydrology baybridge humanism human humans land california wilderne</dc:subject>
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</item>
<item rdf:about="https://48hills.org/2025/12/its-time-to-kick-pge-out-of-the-city-in-fact-its-long-long-overdue/">
    <title>It's time to kick PG&amp;E out of the city. In fact, it's long, long overdue - 48 hills</title>
    <dc:date>2025-12-22T05:37:39+00:00</dc:date>
    <link>https://48hills.org/2025/12/its-time-to-kick-pge-out-of-the-city-in-fact-its-long-long-overdue/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Plus: Robocars could cause a massive crisis in an emergency— and the budget for next year is going to be awful. That's The Agenda for Dec. 21-28"]]></description>
<dc:subject>pg&amp;e timeredmond sanfrancisco electricity 2025 waymo publicutilities conniechan daniellurie uber lyft transit transportation safety</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:c473c0804c85/</dc:identifier>
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</item>
<item rdf:about="https://bayareacurrent.com/moderate-rule-maximum-harm-a-year-of-sfs-surrender-to-oligarchy/">
    <title>Moderate Rule, Maximum Harm: A Year of SF’s Surrender to Oligarchy</title>
    <dc:date>2025-12-16T06:28:55+00:00</dc:date>
    <link>https://bayareacurrent.com/moderate-rule-maximum-harm-a-year-of-sfs-surrender-to-oligarchy/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["As socialists score electoral wins across the US — most notably in New York City — San Francisco's billionaire backed "moderates" have seized government control, with disastrous results. For working-class San Franciscans, their rule has only made life harder. 

San Franciscans face an extreme affordability crisis. San Francisco rents are the highest in the Bay Area. Evictions are at their highest level in a decade. Only 7% of union members can afford housing in San Francisco. Rather than offer rent subsidies, affordable homes, or eviction bans, Mayor Lurie is instead moving forward a plan to incentivize the demolition of rent-controlled housing. He has also diverted affordable housing funds, and defunded social housing entirely. 

Economic security is eroding, too. AI is automating entry-level jobs, and unemployment is up for white collar jobs as well. Construction workers are out of work because rather than ramping up a social housing program, political leaders are busy deregulating for developers who aren’t building. Government positions are being eliminated for the benefit of privatization and contractors.

Bus service has been slashed with cuts to numerous lines, undoing years of work to restore service after the pandemic. Fares were raised this year, kicking Muni riders when they are down. This has been done while aggressively expanding private, for-profit alternatives to transit. A week after announcing that main bus lines would no longer travel down Market street, the Mayor announced Waymos and Uber X would be allowed to travel down this supposedly “car-free” transit corridor. 

Big promises have been abandoned. Lurie promised 1,500 new treatment beds in his first six months. He had no plan to accomplish that campaign promise, and has abandoned it completely. Instead, Lurie is banning RV’s where homeless families live, outlawing homeless shelters in large swaths of the city, and diverting supportive housing funds. 

Instead of expanding housing or treatment, Lurie has ramped up arrests of homeless people and residents with behavioral health needs. SF’s jail population has surged to 1,300 people daily. Our city’s progress in reducing the number of nonviolent offenders languishing in jails has been reversed. Just this week, Lurie announced a new criminalization plan to arrest drug users that will further swell incarceration and the punishment bureaucracy in our City.  

The Black community, in particular, has fared poorly under billionaire rule. Reparation recommendations adopted unanimously by the previous Board of Supervisors have been fully abandoned. The City has indefinitely delayed activation of the Fillmore Heritage Center. 

The Fillmore’s only grocery store has been shuttered, along with multiple neighborhood pharmacies. With support from City Hall, a developer unveiled a massive gentrification project that threatens what’s left of the Black community in the Fillmore. 

    San Francisco shows what happens when we install inexperienced, tech-industry aligned neoliberals and conservatives to run all branches of government.

Oversight has been gutted. Independent experts are being purged from oversight commissions. Crypto-billionaire Chris Larson has purchased a surveillance unit co-housed with the police department. Friends of the mayor are being handed contracts. The SF Board of Supervisors serves as a rubber stamp for the Mayor, despite valiant efforts of the few leftist supervisors, especially DSA member and oversight committee chair, Jackie Fielder.

At a time when Democrats are being begged by constituents to stand for something in this country, the local Democratic party and City Hall leaders are proudly championing their “moderate” bona fides, standing for nothing. SF’s billionaire political class offers concerts and vibe shifts instead of addressing the needs of working people and those in poverty. They even celebrate the predatory speculators who are causing the working class’ pain. In so many ways, it feels like the dystopian fantasies of the Network State movement are being grafted onto our city. It’s a quiet embrace of Balaji Srinivasan’s vision of a techno-fascist San Francisco. 

San Francisco shows what happens when we install inexperienced, tech-industry aligned neoliberals and conservatives to run all branches of government. The City is in serious jeopardy because of the rising rents, evictions, unemployment, mass incarceration, income inequality, racism, inept governance, and privatization that billionaires are inflicting on our city. The longer this continues, the harder it will be to recover and win a better city for all.

Other cities are showing a galvanizing path forward. While San Francisco criminalizes poverty and celebrates billionaires, these cities are freezing rents, expanding public services, and championing the working class. Zohran Mamdani won in a landslide. Seattle elected a socialist mayor. Atlanta, Minneapolis, and Chicago elected socialists to their city councils. Boston’s Mayor Wu is pushing forward free transit; Chicago’s Mayor Johnson is investing in addressing root causes of crime and community-run public safety, with crime already falling; and Houston proved Housing First works so effectively to reduce homelessness in their city that the Trump Administration cut its funding. These cities are offering a more hopeful vision, a new era of shared prosperity, diversity, and housing stability to replace oligarchy. Leftist policies are delivering results across the country, which is why oligarchs fight them. Yet, San Francisco — a town whose latest gold rush is the technology industry — has leaders who don’t want to listen to the data stubbornly refusing these proven solutions. San Francisco needs to catch up.

San Francisco can choose that path. We can stop evictions and scale up a social housing program like in Vienna where 60% of the population lives in stable, affordable social housing. We can tax the rich, especially our city’s 58 billionaires, to guarantee universal health care coverage, fully fund public schools, grow our public transportation system, and make sure nobody goes to bed hungry. We can protect immigrants who are the heart of our city. All of this is doable and clear to a growing number of people across the nation, especially young voters. 

Let's end the oligarchs’ domination of San Francisco, and embrace the promise of a San Francisco for everybody, not just the rich."]]></description>
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<item rdf:about="https://www.youtube.com/watch?v=--832LV9a3I">
    <title>Keep these Stupid American Trucks out of Europe - YouTube</title>
    <dc:date>2025-11-30T21:21:25+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=--832LV9a3I</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["American SUVs and light trucks are dangerous. We cannot allow them to come to Europe."

...

"Chapters
0:00 Intro
3:04 US cars are dangerous
4:29 Mutual recognition 
5:33 EU cars are safer
9:55 People walk in Europe (unlike the US)
20:13 Who benefits from this?
11:52 The US can't be trusted
12:32 Conclusion
13:15 Outro, Patreon, and Nebula

Corrections
8:30 To be clear: the EU Motor Vehicle Type Approval process is less stringent than the Euro NCAP process, but "type approval" is still required BEFORE going to market"]]></description>
<dc:subject>cars trucks regulation us canada northamerica pedestrians safety eu germany tariffs donaldtrump maga trumpism law legal walking suvs lighttrucks transportation transit cities fatalities</dc:subject>
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    <title>Part 1: My Life Is a Lie - by Michael W. Green</title>
    <dc:date>2025-11-26T00:20:50+00:00</dc:date>
    <link>https://www.yesigiveafig.com/p/part-1-my-life-is-a-lie</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["The Real Math of Survival

The official poverty line for a family of four in 2024 is $31,200. The median household income is roughly $80,000. We have been told, implicitly, that a family earning $80,000 is doing fine—safely above poverty, solidly middle class, perhaps comfortable.

But if Orshansky’s crisis threshold were calculated today using her own methodology, that $80,000 family would be living in deep poverty.

I wanted to see what would happen if I ignored the official stats and simply calculated the cost of existing. I built a Basic Needs budget for a family of four (two earners, two kids). No vacations, no Netflix, no luxury. Just the “Participation Tickets” required to hold a job and raise kids in 2024.

Using conservative, national-average data:

Childcare: $32,773

Housing: $23,267

Food: $14,717

Transportation: $14,828

Healthcare: $10,567

Other essentials: $21,857

Required net income: $118,009

Add federal, state, and FICA taxes of roughly $18,500, and you arrive at a required gross income of $136,500.

This is Orshansky’s “too little” threshold, updated honestly. This is the floor.

The single largest line item isn’t housing. It’s childcare: $32,773.

This is the trap. To reach the median household income of $80,000, most families require two earners. But the moment you add the second earner to chase that income, you trigger the childcare expense.

If one parent stays home, the income drops to $40,000 or $50,000—well below what’s needed to survive. If both parents work to hit $100,000, they hand over $32,000 to a daycare center.

The second earner isn’t working for a vacation or a boat. The second earner is working to pay the stranger watching their children so they can go to work and clear $1-2K extra a month. It’s a closed loop."

...

"The Hedonic “Lie”: Why a Phone Costs $200, Not $58

Economists will look at my $140,000 figure and scream about “hedonic adjustments.” Heck, I will scream at you about them. They are valid attempts to measure the improvement in quality that we honestly value.

I will tell you that comparing 1955 to 2024 is unfair because cars today have airbags, homes have air conditioning, and phones are supercomputers. I will argue that because the quality of the good improved, the real price dropped.

And I would be making a category error. We are not calculating the price of luxury. We are calculating the price of participation.

To function in 1955 society—to have a job, call a doctor, and be a citizen—you needed a telephone line. That “Participation Ticket” cost $5 a month.

Adjusted for standard inflation, that $5 should be $58 today.

But you cannot run a household in 2024 on a $58 landline. To function today—to factor authenticate your bank account, to answer work emails, to check your child’s school portal (which is now digital-only)—you need a smartphone plan and home broadband.

The cost of that “Participation Ticket” for a family of four is not $58. It’s $200 a month.

The economists say, “But look at the computing power you get!”

I say, “Look at the computing power I need!”

The utility I’m buying is “connection to the economy.” The price of that utility didn’t just keep pace with inflation; it tripled relative to it.

I ran this “Participation Audit” across the entire 1955 budget. I didn’t ask “is the car better?” I asked “what does it cost to get to work?”

Healthcare: In 1955, Blue Cross family coverage was roughly $10/month ($115 in today’s dollars). Today, the average family premium is over $1,600/month. That’s 14x inflation.

Taxes (FICA): In 1955, the Social Security tax was 2.0% on the first $4,200 of income. The maximum annual contribution was $84. Adjusted for inflation, that’s about $960 a year. Today, a family earning the median $80,000 pays over $6,100. That’s 6x inflation.

Childcare: In 1955, this cost was zero because the economy supported a single-earner model. Today, it’s $32,000. That’s an infinite increase in the cost of participation.

The only thing that actually tracked official CPI was… food. Everything else—the inescapable fees required to hold a job, stay healthy, and raise children—inflated at multiples of the official rate when considered on a participation basis. YES, these goods and services are BETTER. I would not trade my 65” 4K TV mounted flat on the wall for a 25” CRT dominating my living room; but I don’t have a choice, either.

The Valley of Death: Why $100,000 Is the New Poor

Once I established that $136,500 is the real break-even point, I ran the numbers on what happens to a family climbing the ladder toward that number.

What I found explains the “vibes” of the economy better than any CPI print.

Our entire safety net is designed to catch people at the very bottom, but it sets a trap for anyone trying to climb out. As income rises from $40,000 to $100,000, benefits disappear faster than wages increase.

I call this The Valley of Death.

Let’s look at the transition for a family in New Jersey:

1. The View from $35,000 (The “Official” Poor)

At this income, the family is struggling, but the state provides a floor. They qualify for Medicaid (free healthcare). They receive SNAP (food stamps). They receive heavy childcare subsidies. Their deficits are real, but capped.

2. The Cliff at $45,000 (The Healthcare Trap)

The family earns a $10,000 raise. Good news? No. At this level, the parents lose Medicaid eligibility. Suddenly, they must pay premiums and deductibles.

• Income Gain: +$10,000
• Expense Increase: +$10,567
• Net Result: They are poorer than before. The effective tax on this mobility is over 100%.

3. The Cliff at $65,000 (The Childcare Trap)

This is the breaker. The family works harder. They get promoted to $65,000. They are now solidly “Working Class.”

But at roughly this level, childcare subsidies vanish. They must now pay the full market rate for daycare.

• Income Gain: +$20,000 (from $45k)
• Expense Increase: +$28,000 (jumping from co-pays to full tuition)
• Net Result: Total collapse.

When you run the net-income numbers, a family earning $100,000 is effectively in a worse monthly financial position than a family earning $40,000.

At $40,000, you are drowning, but the state gives you a life vest. At $100,000, you are drowning, but the state says you are a “high earner” and ties an anchor to your ankle called “Market Price.”

In option terms, the government has sold a call option to the poor, but they’ve rigged the gamma. As you move “closer to the money” (self-sufficiency), the delta collapses. For every dollar of effort you put in, the system confiscates 70 to 100 cents.

No rational trader would take that trade. Yet we wonder why labor force participation lags. It’s not a mystery. It’s math.

The Physics of Ruin: The Phase Change

The most dangerous lie of modern economics is “Mean Reversion.” Economists assume that if a family falls into debt or bankruptcy, they can simply save their way back to the average.

They are confusing Volatility with Ruin.

Falling below the line isn’t like cooling water; it’s like freezing it. It is a Phase Change.

When a family hits the barrier—eviction, bankruptcy, or default—they don’t just have “less money.” They become Economically Inert.

• They are barred from the credit system (often for 7–10 years).
• They are barred from the prime rental market (landlord screens).
• They are barred from employment in sensitive sectors.

In physics, it takes massive “Latent Heat” to turn ice back into water. In economics, the energy required to reverse a bankruptcy is exponentially higher than the energy required to pay a bill.

The $140,000 line matters because it is the buffer against this Phase Change. If you are earning $80,000 with $79,000 in fixed costs, you are not stable. You are super-cooled water. One shock—a transmission failure, a broken arm—and you freeze instantly.

The Lockdown Arbitrage: Proof of Concept

If you need proof that the cost of participating, the cost of working, is the primary driver of this fragility, look at the Covid lockdowns.

In April 2020, the US personal savings rate hit a historic 33%. Economists attributed this to stimulus checks. But the math tells a different story.

During lockdown, the “Valley of Death” was temporarily filled.

• Childcare ($32k): Suspended. Kids were home.
• Commuting ($15k): Suspended.
• Work Lunches/Clothes ($5k): Suspended.

For a median family, the “Cost of Participation” in the economy is roughly $50,000 a year. When the economy stopped, that tax was repealed. Families earning $80,000 suddenly felt rich—not because they earned more, but because the leak in the bucket was plugged. For many, income actually rose thanks to the $600/week unemployment boost. But even for those whose income stayed flat, they felt rich because many costs were avoided.

When the world reopened, the costs returned, but now inflated by 20%. The rage we feel today is the hangover from that brief moment where the American Option was momentarily back in the money. Those with formal training in economics have dismissed these concerns, by and large. “Inflation” is the rate of change in the price level; these poor, deluded souls were outraged at the price LEVEL. Tut, tut… can’t have deflation now, can we? We promise you will like THAT even less.

But the price level does mean something, too. If you are below the ACTUAL poverty line, you are suffering constant deprivation; and a higher price level means you get even less in aggregate.

The Politics of Drowning

You load sixteen tons, what do you get?
Another day older and deeper in debt
Saint Peter, don’t you call me, ‘cause I can’t go
I owe my soul to the company store — Merle Travis, 1946

This mathematical valley explains the rage we see in the American electorate, specifically the animosity the “working poor” (the middle class) feel toward the “actual poor” and immigrants.

Economists and politicians look at this anger and call it racism, or lack of empathy. They are missing the mechanism.

Altruism is a function of surplus. It is easy to be charitable when you have excess capacity. It is impossible to be charitable when you are fighting for the last bruised banana.

The family earning $65,000—the family that just lost their subsidies and is paying $32,000 for daycare and $12,000 for healthcare deductibles—is hyper-aware of the family earning $30,000 and getting subsidized food, rent, childcare, and healthcare.

They see the neighbor at the grocery store using an EBT card while they put items back on the shelf. They see the immigrant family receiving emergency housing support while they face eviction.

They are not seeing “poverty.” They are seeing people getting for free the exact things that they are working 60 hours a week to barely afford. And even worse, even if THEY don’t see these things first hand… they are being shown them:

The anger isn’t about the goods. It’s about the breach of contract. The American Deal was that Effort ~ Security. Effort brought your Hope strike closer. But because the real poverty line is $140,000, effort no longer yields security or progress; it brings risk, exhaustion, and debt.

When you are drowning, and you see the lifeguard throw a life vest to the person treading water next to you—a person who isn’t swimming as hard as you are—you don’t feel happiness for them. You feel a homicidal rage at the lifeguard.

We have created a system where the only way to survive is to be destitute enough to qualify for aid, or rich enough to ignore the cost. Everyone in the middle is being cannibalized. The rich know this… and they are increasingly opting out of the shared spaces:

The Optical Illusion of Prosperity

If you need visual proof of this benchmark error, look at the charts that economists love to share on social media to prove that “vibes” are wrong and the economy is great.

You’ve likely seen this chart. It shows that the American middle class is shrinking not because people are getting poorer, but because they’re “moving up” into the $150,000+ bracket.

The economists look at this and cheer. “Look!” they say. “In 1967, only 5% of families made over $150,000 (adjusted for inflation). Now, 34% do! We are a nation of rising aristocrats.”

[chart]

But look at that chart through the lens of the real poverty line.

If the cost of basic self-sufficiency for a family of four—housing, childcare, healthcare, transportation—is $140,000, then that top light-blue tier isn’t “Upper Class.”

It’s the Survival Line.

This chart doesn’t show that 34% of Americans are rich. It shows that only 34% of Americans have managed to escape deprivation. It shows that the “Middle Class” (the dark blue section between $50,000 and $150,000)—roughly 45% of the country—is actually the Working Poor. These are the families earning enough to lose their benefits but not enough to pay for childcare and rent. They are the ones trapped in the Valley of Death.

But the commentary tells us something different"

...

"So that’s the trap. The real poverty line—the threshold where a family can afford housing, healthcare, childcare, and transportation without relying on means-tested benefits—isn’t $31,200.

It’s ~$140,000.

Most of my readers will have cleared this threshold. My parents never really did, but I was born lucky — brains, beauty (in the eye of the beholder admittedly), height (it really does help), parents that encouraged and sacrificed for education (even as the stress of those sacrifices eventually drove my mother clinically insane), and an American citizenship. But most of my readers are now seeing this trap for their children.

And the system is designed to prevent them from escaping. Every dollar you earn climbing from $40,000 to $100,000 triggers benefit losses that exceed your income gains. You are literally poorer for working harder.

The economists will tell you this is fine because you’re building wealth. Your 401(k) is growing. Your home equity is rising. You’re richer than you feel.

Next week, I’ll show you why that’s wrong. And THEN we can start the discussion of how to rebuild. Because we can.

The wealth you’re counting on—the retirement accounts, the home equity, the “nest egg” that’s supposed to make this all worthwhile—is just as fake as the poverty line. But the humans behind that wealth are real. And they are amazing."]]></description>
<dc:subject>poverty housing economy economics 2025 us metrics policy politics healthcare childcare food income michaelgreen work labor compensation transportation cars povertyline mollieorshansky 1963 healthinsurance foodstamps 2024 survival eviction socialsecurity socialsafetynet society middleclass internet broadband participation 1955 taxes taxation cpi pandemic covid-19 coronavirus money precarity inequality</dc:subject>
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<item rdf:about="https://www.nytimes.com/2025/11/18/climate/iowa-city-free-buses.html">
    <title>Iowa City Made Its Buses Free. Traffic Cleared, and So Did the Air. - The New York Times</title>
    <dc:date>2025-11-19T19:00:14+00:00</dc:date>
    <link>https://www.nytimes.com/2025/11/18/climate/iowa-city-free-buses.html</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Ridership jumped, people cut back on driving and, over the summer, the city extended the program another year."

[archived:
https://archive.ph/3FtIJ ]

"There was a psychiatrist, a librarian, a substitute teacher and a graduate student in biomedical engineering. There was an Amazon warehouse worker who’d just finished his night shift, and a man who’d lost his driver’s license because of an incident in Florida that he didn’t want to talk about.

They were all riding Iowa City’s buses one sunny November morning, and they were all amped about the same thing: That everyone got to ride for free.

Iowa City eliminated bus fares in August 2023 with a goal of lowering emissions from cars and encouraging people to take public transit. The two-year pilot program proved so popular that the City Council voted this summer to extend it another year, paying for it with a 1 percent increase in utility taxes and by doubling most public parking rates to $2 from $1.

Ridership has surpassed prepandemic levels by 18 percent. Bus drivers say they’re navigating less congested streets. People drove 1.8 million fewer miles on city streets, according to government calculations, and emissions dropped by 24,000 metric tons of carbon dioxide a year. That’s the equivalent of taking 5,200 vehicles off the roads.

“You don’t have to figure out your bus pass. And before, it was $31 a month, which adds up,” said Vincent Hiser, 71, as he rode the No. 1 bus one recent Monday from his job at Bread Garden Market to the mobile home he shares with his 3-year-old Cavapoo, Ruby, and 13-year-old cat, Roy Rogers.

Free city buses are relatively rare in the United States. The idea has been getting a new look recently, after Zohran Mamdani won New York City’s mayoral race with a promise to make buses free. However, critics have described the plan as pie in the sky, and Gov. Kathy Hochul of New York recently voiced doubts.

But in Iowa City, a college town and home to the Iowa Writers’ Workshop, objections to free buses, and even parking fee increases, have been muted. One exception was in the summer of 2024, when fees on parking meters downtown were increased to $3 from $1.50. After nearby businesses complained, the city reduced the cost to $2.25. That increase felt reasonable, said Betsy Potter, executive director of the Iowa City Downtown District; the rates hadn’t been raised in 11 years.

Ms. Potter said downtown businesses supported free buses because they helped bring people downtown and decreased workers’ transit costs. “It is a walkable downtown, but it is not a walkable city,” she said. “It has been a big success.”

Darian Nagle-Gamm, the city’s transportation director, said that the unknowns in federal and state funding, along with proposed property-tax changes, meant that the city would most likely have to review the program every year. But there was eagerness for fare-free buses to stay, she said. “The transit system is one of the greatest tools communities have to combat climate change and reduce emissions,” she said. “You can make a pretty immediate impact.”

Ms. Nagle-Gamm said the idea for the program began with a chat she and the city manager had in 2018 about a book titled “Free Public Transit: And Why We Don’t Pay to Ride in Elevators.” The city wanted to improve its transit system and increase its use while reducing household expenses. Also, as part of a climate action plan, Iowa City wanted to replace 55 percent of vehicle trips with sustainable alternatives like walking, biking and taking transit by 2050. Fare-free buses, officials decided, could help meet those goals.

In 2021, the city starting running more buses, streamlining routes and seriously considering waiving the $1 fares. In 2023, the City Council voted to pay for a two-year fare-free pilot with Covid-19 relief funds.

When the day came, the city threw a launch party. Artists decorated bus shelters with decals of butterflies, bees, wind turbines and flowers. Jazz bands were hired to play on downtown sidewalks. A booth was set up where people could write thank-you cards to bus drivers.

“You can make buses free, but it’s also important to make them convenient and appealing,” said Sarah Gardner, the city’s climate action coordinator. “We have 70-some years of marketing telling everyone that personal vehicles are great, and the ticket to freedom. Bus ridership doesn’t have that same kind of P.R. arm around it.”

Ridership eventually grew to 118 percent of prepandemic levels, compared to the average nationally transit ridership-recovery levels of 85 percent.

William Porter, a night-shift worker and regular rider, said people’s moods seemed to lift since the fares went away. But he would like the adjoining city of Coralville, which charges $1 for adult riders, to do away with fares, too. “I think they should make it for both cities, since people commute back and forth,” Mr. Porter said.

There were early concerns that fare-free travel would heap extra burdens on bus drivers, drawing homeless people or anything-goes behavior. Yet several drivers said that not having to ask passengers for payment or transfers has led to less friction with riders.

It also speeds up travel, they said, because no one was delaying things by rummaging for money. According to the city, on-time arrivals have increased by 13 percent. “There’s less dealing with the fare box and finagling over fares, but it’s definitely been busier,” said Justin Jones, who’s been driving city buses for Iowa City for 15 years, one recent morning just before starting his route.

Then he climbed into the No. 10 bus, which travels between downtown and the west side of the city, crossing the Iowa River, and set off.

A few minutes later, Abbas Mahadi, 20, climbed aboard, holding the hand of his 6-year-old cousin, whom he was chaperoning to elementary school. Free transit, he said, was essential for his family. “If you didn’t have free buses, it would be too much for us,” Mr. Mahadi said.

As the bus rumbled along, more people hopped on, including a doctoral student who had become a regular because parking at the university was too expensive. Another student, Abby Kloha, a 21-year-old who is majoring in translation and Spanish at the University of Iowa, said that instead of stressing out behind the wheel, she was able to spend her bus ride studying Japanese vocabulary. “It kind of feels like a time saver,” she said.

Bus No. 10 pulled to a stop in front of an elementary school, and Mr. Mahadi led his young cousin down the steps and across the street. Mr. Jones idled the bus a few moments more, waiting until Mr. Mahadi hopped back on board. Then Mr. Jones shifted into gear and carried on his way."]]></description>
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<item rdf:about="https://freddiedeboer.substack.com/p/fear-is-the-heart-of-all-bad-things">
    <title>Fear is the Heart of All Bad Things - Freddie deBoer</title>
    <dc:date>2025-11-17T17:30:54+00:00</dc:date>
    <link>https://freddiedeboer.substack.com/p/fear-is-the-heart-of-all-bad-things</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["when you choose to drive your kid to school instead of letting them walk or take the bus, you're endangering them"

...

"At the heart of all this is an American identity forged around the idea that danger is omnipresent and must be fought with constant vigilance and personal sacrifice. Safety becomes less about actual outcomes and more about performing the role of the good, ever-concerned parent. But when emotion and optics take precedence over evidence, we create exactly the harms we claim to be preventing. Luxuriating in fear that way feels responsible; the reality is anything but."

[See also (referenced within):

"Why Car Lines Shouldn't Exist: Why car line culture is terrible for kids and families, why mom-shaming is a real problem, and how to end this madness." (Shane Trotter)
https://shanetrotter.substack.com/p/why-car-lines-shouldnt-exist

"Our Panics, Ourselves:Richard Beck’s new book on the moral panic over child abuse in the 1980s." (Rebecca Onion)
https://www.bostonreview.net/articles/rebecca-onion-richard-beck-we-believe-the-children/ ]]]></description>
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<item rdf:about="https://www.youtube.com/watch?v=Jn1ZWB3zUWM">
    <title>As California highway slides toward sea, the fix will take billions - YouTube</title>
    <dc:date>2025-11-16T05:01:07+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=Jn1ZWB3zUWM</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["In California’s far north, Highway 101’s Last Chance Grade, once an audacious feat of engineering, is crumbling into the ocean."

[See also:

"A major California highway is sliding toward the sea. There is no quick fix"
https://www.sfchronicle.com/california/article/highway-101-tunnel-california-20802065.php ]]]></description>
<dc:subject>california highways coast highway101 2021 2023 2025 rural transportation cresecentcity delnortecounty klamath</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:eca24c2f864e/</dc:identifier>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:cresecentcity"/>
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</item>
<item rdf:about="https://sfstandard.com/2025/11/13/muni-bart-public-transit-fans-merch/">
    <title>Inside the delightfully quirky world of public transit super-nerds</title>
    <dc:date>2025-11-13T19:12:55+00:00</dc:date>
    <link>https://sfstandard.com/2025/11/13/muni-bart-public-transit-fans-merch/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Through merch, meetups, and Muni races, fanatics show their love for riding the rails."]]></description>
<dc:subject>muni sfmta bart publictransit transportation trains fun transit 2025 sanfrancisco bayarea rail railways</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=UypJjuddajs">
    <title>José Antonio Kast, la dinastía nazi en Chile | La Guillotina con Ingrid Urgelles - YouTube</title>
    <dc:date>2025-11-11T21:47:56+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=UypJjuddajs</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>joséantoniokast nazis chile politics 2020 2025 elections fascism pinochet dictatorship fascists javierrebolledo ingridurgelles neoliberalism jaimeguzmán fundaciónjaimeguzmán 2017 2016 2018 2021 gabrielboric rightwing farright 2022 2024 conservatism javiermilei cpac donaldtrump nayibbukele government governance catholicism giorgiameloni jairbolsonaro sebastiánpiñera disappearances torture humanrights cristiánlabbé juliocastañer casoquemados borders transportation miltonfriedman chicagoboys authoritarianism transphobia lacaravanadelamuerte penaldepuntapeuco puntapeuco puntapeucoprison gender antifeminism homophobia immigration violence power</dc:subject>
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	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:javiermilei"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:cpac"/>
	<rdf:li rdf:resource="https://pinboard.in/u:robertogreco/t:donaldtrump"/>
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<item rdf:about="https://www.youtube.com/watch?v=Vjkhk-bS-Z8">
    <title>20 años moviendo Valparaíso - YouTube</title>
    <dc:date>2025-11-10T21:28:25+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=Vjkhk-bS-Z8</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Hace 20 años el tren volvió a latir en el corazón de Valparaíso.

Desde entonces, su sonido marca nuestros días: une historias, atraviesa paisajes y acompaña vidas.

Hoy iniciamos el recorrido para ver todo lo que hemos construido juntos, sobre los mismos rieles que nos siguen acercando y queremos que tú, seas parte de este viaje."

[See also:

"Estación Puerto - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=8hT_WM5s8Pw

"Puerto, donde el mar y la historia se cruzan en cada andén.
Aquí, los viajes comienzan y terminan entre murmullos de olas, memorias navales y abrazos que se despiden mirando el horizonte.
Más que una estación, es la puerta viva de un Valparaíso que nunca deja de moverse."

"Estación Bellavista - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=mX74Ahe3VJM

"Bellavista, donde la ciudad respira y el tren late con ella.
Aquí, el movimiento no solo conecta estaciones, sino también historias: las que cruzan plazas, museos y libros que resisten al tiempo.
20 años después, seguimos encontrándonos en ese punto donde la vida se detiene… solo para volver a comenzar."

"Estación Francia - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=b40fB0SD9mg

"Francia respira historia, cambio y memoria.
Entre mochilas, libros y pasos apurados, esta estación ha visto crecer a toda una generación.
Dos décadas después, sigue siendo punto de encuentro entre el ayer y lo que viene.
Francia nació con el proyecto de modernización y ha sido tránsito recurrente desde entonces."

"Estación Barón - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=qnv5ZpYtBDM

"Barón, donde el viaje comenzó mirando al mar. Entre rieles y brisa, esta estación sigue uniendo pasado y horizonte.
20 años después, continúa siendo lugar de encuentro, historia y contemplación."

"Estación Portales - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=gFR81jMT5Kg

"Portales, donde el horizonte tiene olor a mar y memoria. Entre pescadores, estudios y regresos, esta estación ha visto partir y volver a generaciones que soñaron frente a las olas.
20 años después, seguimos mirando el atardecer desde el mismo andén donde todo se reencuentra."

"Estación Recreo - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=t9Iv_CRE5fA

"Recreo, donde el mar se escucha distinto.
Entre olas y andenes, esta estación guarda el eco de los veranos, los paseos y las miradas que se pierden en el horizonte.
20 años después, sigue siendo ese rincón que invita a detenerse… solo para respitar, y continuar el viaje."

"Estación Miramar - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=RW1beiLNonw

"Miramar, donde la ciudad corre arriba… y el viaje ocurre abajo.
Bajo el reloj de flores, los pasos del día a día se cruzan sin saber que, en lo profundo, esta estación sostiene el pulso de Viña del Mar.
20 años después, sigue siendo ese punto donde el movimiento se vuelve encuentro"

"Estación Viña del Mar - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=gSvpzp1mCrE

"Viña del Mar, donde la ciudad florece incluso bajo tierra.
En esta estación, generaciones se han cruzado entre estudios, trabajos y sueños que avanzan al ritmo del tren.
20 años después, sigue siendo un punto de encuentro: un respiro en medio del movimiento que hace latir a la Ciudad Jardín."

"Estación Hospital - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=h8icG2b9oIo

"Hospital, donde el viaje no siempre es destino, sino acompañamiento.
Aquí cada paso trae historias silenciosas: madrugadas de exámenes, visitas apresuradas, regresos aliviados y despedidas que también son inicio.
20 años después, seguimos siendo ese andén que espera sin juicio y conecta caminos cuando la vida lo exige."

"Estación Chorrillos - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=A7dC9EZRqkU

"Chorrillos, donde el tren no interrumpe: acompaña.

Entre árboles, casas y días que pasan sin prisa, esta estación ha sido parte del ritmo cotidiano del barrio.
20 años después, sigue siendo ese punto sereno donde el viaje empieza en silencio y termina con la misma calma."

"Estación El Salto - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=A4bkgOUICYI

"El Salto, donde el día comienza antes que el sol.
Entre talleres, fábricas y jornadas que empiezan en silencio, esta estación ha sido punto de partida para miles de rutas laborales y sueños que se levantan temprano.
20 años después, sigue siendo ese andén firme donde el esfuerzo se transforma en movimiento."

"Estación Quilpué - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=jf_I7mXo7b8

"Quilpué, donde el sol no solo ilumina: convoca.
Entre barrios que despiertan con vida propia y un centro que late al ritmo de su gente, esta estación ha sido cruce natural de historias: viajes hacia la costa, pasos estudiantiles, tardes familiares y encuentros que se repiten sin planearse.

20 años después, seguimos siendo ese punto cálido donde una ciudad que crece vuelve siempre a reunirse antes de seguir su camino."

"Estación El Sol - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=J-EkNDz_gEw

"El Sol, donde cada rayo es un recuerdo.
Entre quebradas que alguna vez fueron silencio y calles que despertaron al ritmo del barrio, esta estación ha visto crecer historias: manos pequeñas que hoy guían otras, pasos que vuelven al mismo andén y vidas que aquí encuentran su pausa.

20 años después, seguimos brillando al compás de la Ciudad del Sol."

"Estación El Belloto - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=YExggRHHsys

"El Belloto, donde la vida sigue el ritmo del barrio.
Entre antiguos caminos y nuevos hogares, esta estación ha sido testigo de rutinas que crecen, afectos que persisten y sueños que avanzan sobre rieles.
En sus andenes late la memoria de un lugar que cambió sin perder su raíz.
20 años siendo parte de tu historia cotidiana."

"Estación Las Américas - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=fw-pnwMaO-g

"Las Américas, donde dos ciudades se saludan.
Entre cerros, ferias y vida de barrio, esta estación ha visto crecer a un sector que aprendió a moverse al ritmo del tren.
Aquí, donde Quilpué y Villa Alemana se tocan, nacen historias y se guardan recuerdos.
Dos décadas uniendo comunidades en el mismo viaje."

"Estación La Concepción - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=Wuv7jnM7chE

"Entre calles interiores y pasos cotidianos, La Concepción se volvió parte del alma del barrio. Una estación discreta, pero indispensable para los vecinos."

"Estación Villa Alemana - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=NQDoEe31zkc

"Soy Villa Alemana: punto de encuentro y memoria. Entre cerros, plazas y andenes he escuchado madrugadas, regresos y nuevas historias. En este corazón que nació junto al ferrocarril, la comunidad siempre vuelve a encontrarse."

"Estación Sargento Aldea - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=1S3C09K76Ec

"Soy Sargento Aldea, siempre joven, siempre viva. Aquí se espera, se conversa, se estudia y se ríe. Nacen amistades que siguen su camino más allá del tren. Soy barrio, rutina y encuentro diario, donde la energía de Villa Alemana nunca se detiene."

"Estación Peñablanca - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=cPNruBCSM8k

"Peñablanca no presume: acompaña. Ve pasar mochilas, rutinas y regresos.
Una estación sencilla, constante, donde la vida del barrio siempre encuentra rieles para seguir."

"Estación Limache - 20 años moviendo Valparaíso"
https://www.youtube.com/watch?v=zpRNkQoO9bM

"Soy Limache: comienzo y regreso. Aquí el tren despierta al valle, los caminos se abrazan y la ciudad respira historia. Entre rieles, ferias y vecinos, soy encuentro diario y puerta viva a las raíces que no se olvidan."]]]></description>
<dc:subject>chile valparaíso trains rail railways transportation 2025 2005 transit publictransit caletaportales recreo viñadelmar quilpué villaalemana limache</dc:subject>
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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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</item>
<item rdf:about="https://bayareacurrent.com/fuck-waymo-long-live-kitkat/">
    <title>Fuck Waymo, Long Live KitKat</title>
    <dc:date>2025-11-09T21:49:36+00:00</dc:date>
    <link>https://bayareacurrent.com/fuck-waymo-long-live-kitkat/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["A self-driving car killed a beloved SF cat. It’s part of a long history of tech companies using the Bay as a testing ground at our expense. People have had enough."

[See also:

"KitKat, liquor store mascot and ‘16th St. ambassador,’ killed — allegedly by Waymo
Neighbors blame autonomous vehicle for Mission District bodega cat’s death in only-in-San-Francisco tragedy"
https://missionlocal.org/2025/10/kitkat-mission-liquor-store-mascot-and-16th-st-ambassador-killed-on-monday/

"Death of beloved neighborhood cat sparks outrage against robotaxis in San Francisco
KitKat, affectionately known as ‘mayor of 16th Street’, was struck and killed by a Waymo in the city’s Mission District"
https://www.theguardian.com/us-news/2025/nov/05/san-francisco-waymo-kitkat-cat-death

"Waymo confirms its car killed KitKat, the Mission bodega cat"
https://missionlocal.org/2025/10/waymo-confirms-its-car-killed-kitkat-mission-bodega-cat/

"KitKat killing drives experts to say Waymo must come clean
Supervisor Fielder, Teamsters call for county-by-county voting on robotaxis"
https://missionlocal.org/2025/11/kitkat-killing-drives-experts-to-say-waymo-must-come-clean/

"How a cat named KitKat became San Francisco’s latest symbol of anti-tech rage"
https://www.sfchronicle.com/sf/article/waymo-killed-cat-21138679.php

"A Robotaxi Killed a Beloved Bodega Cat in San Francisco. People Are Pissed
KitKat, known as the “Mayor of 16th Street,” was killed by a Waymo cab last week, sparking calls for more regulation of driverless cars"
https://www.rollingstone.com/culture/culture-features/waymo-cat-san-francisco-driverless-taxi-1235459761/

"San Francisco’s KitKat: Killed by Waymo, commercialized by crypto
The cat, the myth, the meme coin."
https://sfstandard.com/2025/11/08/san-francisco-kitkat-waymo-meme-coin/ ]

[and Adam Lashinsky can fuck off:

"Never let a dead cat go to waste
A San Francisco supervisor is using the death of a kitty at the wheels of a Way"
https://sfstandard.com/opinion/2025/11/04/never-let-dead-cat-go-waste/ ]]]></description>
<dc:subject>sanfrancisco alexhanna waymo robotaxis gentrification bayarea safety bigtech technology transportation transit cars 2025 missiondistrict themission kitkat displacement urban urbanism google apple facebook genentech googlebuses publictransit oakland sunyvale menlopark mountainview cupertino 2014 2013 sfmta muni traffic siliconvalley abigaildekosnik kristinmiller cruiuse zoox tesla uber accountability elaineherzberg 2018 avs arizona tempe phoenix madeleineclareelish california safestreetrebel ice chinatown dispossession jackiefielder teamsters corporations corporatism adamlashinsky</dc:subject>
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<item rdf:about="https://www.youtube.com/watch?v=AKGMo648SU8">
    <title>The Real Story of the Tren Maya: Étienne von Bertrab on Mexico’s Most Controversial Project - YouTube</title>
    <dc:date>2025-10-27T21:24:28+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=AKGMo648SU8</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["In this episode of El Taller, Kurt Hackbarth and José Luis Granados Ceja speak with Etienne von Bertrab, lecturer at University College College London, about his new graphic-book Más allá: una historia del Tren Maya. Von Bertrab explains how the book emerged from frustration with academic publishing and a desire to bring rigorous, balanced research to a wider public. The conversation explores the origins and construction of the Tren Maya, the social and environmental controversies surrounding it, and what the project reveals about the broader goals of Mexico’s Fourth Transformation. From historical extraction in the southeast to today’s debates over development, welfare, and sovereignty, the interview offers a nuanced, informed look at one of the country’s most ambitious—and misunderstood—projects."

[Part 2:

"Busting Myths about the Tren Maya with Étienne von Bertrab - Part 2 of El Taller Interview"
https://www.youtube.com/watch?v=MNTqjxdwURc

"Part two of our interview with Etienne von Bertrab, lecturer at University College London, about his new graphic-book Más allá: una historia del Tren Maya. Von Bertrab explains how the book emerged from frustration with academic publishing and a desire to bring rigorous, balanced research to a wider public. The conversation explores the origins and construction of the Tren Maya, the social and environmental controversies surrounding it, and what the project reveals about the broader goals of Mexico’s Fourth Transformation. From historical extraction in the southeast to today’s debates over development, welfare, and sovereignty, the interview offers a nuanced, informed look at one of the country’s most ambitious—and misunderstood—projects."]

[See also the book:

Más allá: Una historia del Tren Maya, by Étienne Von Bertrab Wilhelm (2025)
ISBN 978-607-69740-3-2
https://isbnmexico.indautor.cerlalc.org/catalogo.php?mode=detalle&nt=463375

"El Tren Maya ha sido uno de los proyectos más debatidos en la historia reciente de México. Entre promesas de desarrollo, denuncias ambientales y tensiones políticas, la obra ha despertado pasiones encontradas dentro y fuera del país.

En Más allá: Una historia del Tren Maya, el investigador Étienne von Bertrab ofrece un recorrido lúcido y documentado por la génesis, transformaciones y retos de esta ambiciosa iniciativa del gobierno de la Cuarta Transformación. Lejos de la visión simplista de “obra faraónica” o “desastre anunciado”, el autor propone un análisis equilibrado que contempla los impactos sociales, económicos y ecológicos, siempre desde la experiencia de las comunidades y actores locales.

La narración cobra vida a través de las potentes ilustraciones de Augusto Mora, quien convierte la investigación en un cómic documental ágil, crítico y cercano al lector. El resultado es una historieta de no ficción que combina periodismo, ensayo y divulgación académica, al mismo tiempo que da voz a campesinos, ejidatarios, funcionarios, ambientalistas y ciudadanos que viven en carne propia los cambios en el sureste mexicano.

Más que un libro sobre un tren, esta obra es una invitación a reflexionar sobre el rumbo del país, los dilemas del desarrollo y la relación entre Estado, sociedad y naturaleza."]]]></description>
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<item rdf:about="https://www.currentaffairs.org/news/democrats-new-abundance-platform-isnt-playing-out-well-in-san-francisco">
    <title>Democrats’ New Abundance Platform Isn’t Playing Out Well in San Francisco</title>
    <dc:date>2025-10-27T02:56:07+00:00</dc:date>
    <link>https://www.currentaffairs.org/news/democrats-new-abundance-platform-isnt-playing-out-well-in-san-francisco</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Under billionaire rule, the city’s so-called abundance means more for the rich—and less for everyone else."

...

"Billionaire-backed “moderates” have recently gained control of all arms of government in San Francisco and, just like that, a yearslong, concerted campaign to brand the city as failing and to pin blame on progressives has vanished. Our newest paper—which, incidentally, is also billionaire-backed—recently confirmed it: The Doom Loop is “Out”. 

Those living outside the Bay Area may not have heard of the “Doom Loop.” But progressives everywhere ought to familiarize themselves with this recent history before it shows up at their door. Over several years, a network of wealthy tech industry leaders pummeled every airwave available with a narrative that San Francisco was a failed city awash in dangerous criminals and unchecked violence (in direct contradiction of actual data), and this was all somehow the result of progressive policies enacted by people like me. Elon Musk took to X to call for my imprisonment and pledged $100,000 to unseat me from office. Venture capitalist and tech CEO Garry Tan, who called for me and several of my colleagues to “die slow motherfuckers” and donated $50,000 to the “Dump Dean” PAC, was one of the architects of this campaign. Tan told his listeners at an event that "if we can do this in San Francisco, we can do it anywhere." It worked.

After serving five years on the city’s Board of Supervisors as the lone Democratic Socialist, I was unseated in Nov. 2024—one key race in a sweeping transformation that has turned the country’s most famously progressive city into a test lab for billionaire politics.

With a new majority on the Board of Supervisors, along with control over the Mayor’s and District Attorney’s Offices, the school board, and the local Democratic County Central Committee, political power in San Francisco has been consolidated in the hands of so-called “moderates” funded by and friendly to the interests of the tech and real estate industries. Put in the language of our political moment, San Francisco’s halls of power are awash with Abundance. Not coincidentally, San Franciscans are suffering more than ever in just about every measurable way, and City Hall is simply ignoring their plight. 

Mayor Daniel Lurie, a political novice and heir to the Levi’s fortune, understands that what happens on his watch shapes perceptions of his Administration. Since his January 2025 inauguration, he’s hired high-paid consultants to help shape his image, and somebody is scrubbing anything controversial from his Wikipedia. Lurie also understands how damaging it was for our city’s national reputation when the last mayor, London Breed, embraced the Doom Loop narratives and those who invented it. She amplified unfair and inaccurate criticism of our city, tried to use it to her political advantage, and lost her next election resoundingly. While I understand why this new Mayor forcefully accentuates the positive, the fact is that, for most residents, life in San Francisco is getting worse under billionaire control. 

San Franciscans are highly preoccupied with Trump’s shocking and constant attacks on democracy, ICE raids disappearing of our neighbors, and exacerbation of the two-year-long genocide in Gaza. Mayor Lurie barely acknowledges these issues. In contrast to big city mayors like Boston Mayor Michelle Wu, Oakland Mayor Barbara Lee, and Chicago Mayor Brandon Johnson, Lurie refuses to take a stand against ICE kidnappings and his police department won’t even protect those who do. Outrageously, SFPD’s stated position is that its priority is to protect ICE agents from protestors. 

This is a stunning lack of leadership for a Democratic mayor in a sanctuary city widely considered to be the nation’s progressive heartland, at the precise moment when American fascism begs confrontation. But even more squarely on the plate of San Francisco’s current leaders is the fact that local economic conditions have rapidly deteriorated for the city’s working people and poor in the short time since they came into power. 

San Francisco rents are the highest in the Bay Area and the second highest in the entire country, surging 11.5 percent in the year ending in August 2025—the highest increase in the nation. Wages have failed to rise at the same rate, with $100k salaries now qualifying as “low income” and families still unable to afford area rents. Meanwhile, San Franciscans still can’t find jobs. The full embrace of AI and its impacts on SF affordability is making previous tech booms look like child’s play. AI is automating entry level jobs, and unemployment is way up for white collar jobs, with analysts saying that job decline looks like it did during the 2008 recession.  

Evictions are at their highest level in years and the rate has nearly doubled in the last year alone. The city is on track to hit 3,800 court eviction filings this year, up 16 percent from last year and the highest in over a decade. While this might be welcome news for corporate landlords seeking to flip apartments, it’s a disaster for San Franciscans struggling to survive and avoid homelessness.

Bus service has been slashed with cuts to numerous lines, undoing years of work to restore service after the pandemic. On top of that, fares were raised this year, kicking Muni riders when they are down. Billionaires and billionaire-backed political leaders have offered no extra resources to Muni, forcing cuts to continue. This has been done while aggressively expanding private alternatives to transit. A week after announcing that main bus lines would no longer travel down Market street, the Mayor announced Waymo and Uber X would be allowed to use this supposedly “car-free” transit corridor. 

Bold promises have been abandoned. Just as Trump promised to end the war in Ukraine in 24 hours, Lurie promised 1,500 new treatment beds in his first six months. Neither had a plan to accomplish these campaign promises. Both have failed. 

Without housing or treatment to offer, Lurie has ramped up arrests of people with behavioral health problems and people lacking stable housing. The jail population has surged to about 1,300 people daily. Our city’s progress in reducing the number of nonviolent offenders who languish in our jails has been reversed, disproportionately impacting low-income people, and particularly black and brown people and their families. 

Privatization is on a rampage. San Francisco’s only city-run nonpolice community ambassador program—a highly successful model—was eliminated entirely, paving the way for a complete takeover of nonpolice ambassador programs by private contractors. Lurie has slashed funding for crucial public services, and then handed PR opportunities to billionaires like Michael Moritz to backfill pennies on those slashed dollars. At the same time, control over public infrastructure is being seized by billionaires like Chris Larsen, who recently funded a new $9.4 million surveillance unit at the SF Police Department, where officers use drones, automated license-plate readers and other “modern crime-fighting tools” to “catch criminals.” (The unit is housed in Larsen’s corporate offices, in a building complex owned by Donald Trump and his associates). The capture of public infrastructure by billionaires ensures that funds are directed to the programs and services they hold dear. Hint: it isn’t the bus.

Now, Mayor Lurie has gone a step further by formally convening an A-list of billionaire CEOs to advise him on policy. The roster of “Partnership for San Francisco” includes Sam Altman of OpenAI, Ruth Porat of Google and Alphabet, Brian Chesky of AirBnB, and even Y Combinator’s Garry Tan (yes, the “die slow motherfuckers” Garry Tan). Public policy is looking astoundingly private. 

Meanwhile, the Transgender District was defunded, forcing the district to open a GoFundMe to survive. Immigrants lost funding for legal services. Food programs have been slashed. Affordable housing funds have been diverted. The Black community, in particular, has fared poorly under billionaire rule. Reparations recommendations adopted unanimously by the previous Board of Supervisors have been fully abandoned. The City has indefinitely delayed activation of the Fillmore Heritage Center, a key city-owned site in the heart of an historically Black neighborhood once known as the “Harlem of the West” that was devastated by “urban renewal.” The Fillmore’s only grocery store has been shuttered, along with multiple neighborhood pharmacies. The list goes on. Community leaders feel they have been abandoned by City Hall.

At a time when Democrats across the country are being begged by their constituents to stand for something, the local Democratic party and City Hall leaders are proudly championing their “moderate” bona fides, standing for nothing. They offer concerts and vibe shifts in place of principles, and elevate civility and cheerfulness over results. At every opportunity, this new political formation ignores the housing and economic needs of working people and those in poverty. In some ways, it feels like the dystopian fantasies of the Network State movement are being grafted onto our living, beloved city: limitless police spending, elimination of social programs, privatization of public services, and repression of any dissenting views. 

I’m rooting for SF’s success as I have every day for the 32 years I’ve lived here. But we have to be real about the impact of installing inexperienced, tech-industry aligned conservatives to run all branches of government. It’s already a failed experiment. San Francisco is in serious jeopardy because of the rising rents, evictions, unemployment, mass incarceration, income inequality, racism, and privatization that billionaires are inflicting on our city. While some may see the excessive accumulation at the top as “abundance,” it looks an awful lot like a war against the city’s working people."]]></description>
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<item rdf:about="https://www.theargumentmag.com/p/creative-destruction-is-a-miracle">
    <title>Creative destruction is a miracle. It’s also a political problem.</title>
    <dc:date>2025-10-15T06:02:51+00:00</dc:date>
    <link>https://www.theargumentmag.com/p/creative-destruction-is-a-miracle</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Now, I want to preface this by saying that Klein and Thompson — disclosure, both are friends of mine, Thompson is also a columnist at The Argument and Klein has been of great help as I began this project — are clearly proponents of expanding the welfare state. On health care, the child tax credit, and various other important policy areas, both have been vocal and consistent proponents of redistribution.

But despite all that, they very much did write down in a book that they view the project of Abundance to be — at least in part — shifting focus away from redistribution and toward economic growth. At its core, Abundance is a framework that refuses to accept scarcity as a fact of life. But perhaps confusingly, it is also a framework that demands policymakers be hypervigilant about cause prioritization and trade-offs. There are things — like time — that none of us can make more of (again, until someone invents Ozempic for sleep).

But while I strongly believe that American liberalism needs to focus more on economic growth and innovation, I don’t believe that comes at the expense of redistribution. The whole point of expanding housing, energy, and transportation, the whole point of increasing innovation and productivity, is to make people’s lives better.

Abundance makes redistribution effective. We can and should max out rental vouchers right now. But if you do so while affordable housing is scarce and concentrated in low-opportunity neighborhoods, you risk spiking rent for low-income people and entrenching existing segregation.

The impact of expanding the welfare state is blunted by class-based zoning laws that restrict people from moving near good jobs and good schools and away from long commutes and bad air quality. It is also blunted by our nation’s inability to build public transportation that actually helps people get where they need to go on time.

Growth and redistribution cannot be a two-step process. As our Nobel Prize laureates know well, once the pie has grown, dividing it up means taking it from those who believe they have a claim to it.

You have to redistribute as you grow. You have to make sure that people have a stake in the growth of their community, so that when they notice the irritations of construction on their commute or bristle at different languages being spoken at the coffee shop they frequent, they see that as part of an economic project that sustains their lives.

I don’t think this is easy, and anti-growth and pro-growth moods are at best cyclical (at worst, anti-growthers drag us into economic and political stagnation). But I do think it’s conceptually, morally, and politically better to think of growth and innovation as part of a broader project of human flourishing that necessarily includes the distributional concerns of those who do not have a stake in OpenAI or Google.

They have become a punchline, but the Luddites did very much get crushed under the wheel of progress. We should be prepared: The changes that rocked the world during and after the Industrial Revolution may be dwarfed by the world-changing innovations that may be coming in the next century. If we want to revitalize our culture of growth, we’ll have to do more than point to some averages."]]></description>
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<item rdf:about="https://48hills.org/2025/10/news-media-coverage-about-luries-upzoning-plan-misses-the-most-important-player/">
    <title>News media coverage about Lurie's upzoning plan misses the most important player - 48 hills</title>
    <dc:date>2025-10-15T04:36:37+00:00</dc:date>
    <link>https://48hills.org/2025/10/news-media-coverage-about-luries-upzoning-plan-misses-the-most-important-player/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["enacious and has the support of not just the Yimby movement but the real estate industry, has pushed a series of bills through the Legislature that screw San Francisco. He has completely signed on with the Yimby narrative that allowing more housing for very rich people will eventually bring prices down. The title of his new bill that will handcuff any effort to limit luxury housing in San Francisco is the Abundant & Affordable Homes Near Transit Act.

Very little of this new housing will be affordable—unless you believe that in today’s late-stage capitalism, when all decisions on building housing are made on the basis of maximizing profits for speculative capital, somehow massive amounts of high-end housing will bring prices down.

Also: Transit is collapsing, with BART and Muni running out of money, and nothing in the bill adds state finding to pay for transit for the new residents, who instead will likely take Uber and Waymo vehicles, making traffic even worse. When I asked Wiener about that, he said, in effect: I don’t care.

Wiener said the same thing in an interview with Joe Eskenazi at Mission Local [https://missionlocal.org/2025/10/scott-wiener-has-been-cast-as-the-upzoning-heavy-hes-fine-with-that/ ]:

<blockquote>For the better part of seven years, he attempted, Sisyphus-like, to roll a transit-oriented development bill into law that would rezone much of California in one fell swoop.

Finally, on Friday, Gov. Gavin Newsom signed SB 79. It was as if Sisyphus rolled his boulder all the way up the hill — and over anyone in the way.   

So, when asked how he felt about other politicians claiming their hands are tied and rendering him the Darth Vader of upzoning, Wiener’s answer was unambiguous: “Oh, I don’t care.”</blockquote> 

With a democratic socialist about to get elected mayor of New York, I sometimes wonder what it would be like to have a state senator from San Francisco, with the clout of Wiener, say: “I am going to address economic inequality by raising taxes on the rich, and if the billionaires are unhappy, I don’t care.”

Instead, we have someone who wants to get elected to Congress telling not the developers, not the billionaires, but a huge chunk of the voters that he doesn’t care what they think.

What’s remarkable to me is that so much of the debate over the Lurie plan is aimed at the mayor and the district supervisors (one of whom lost his job in part because of this) and so little of the media coverage points to Wiener as the primary driver of what some see as the pending destruction of city neighborhoods.

It’s not enough to say “Sacramento” is mandating these rules. Let’s be real: Scott Wiener is mandating them."]]></description>
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<item rdf:about="https://www.youtube.com/watch?v=yHMGb-dLfOU&amp;t=1s">
    <title>Fighting San Francisco's Manhattanization with Tim Redmond - YouTube</title>
    <dc:date>2025-10-08T20:56:00+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=yHMGb-dLfOU&amp;t=1s</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Welcome to another episode of the Doomloop Dispatch, the news show covering the worst parts of the San Francisco Bay Area. In this episode, Kevin and D Scott talk to Tim Redmond, editor of the 48 Hills and former executive editor of the Bay Guardian. We get into Tim’s reporting on the recall of San Francisco supervisor Joel Engardio and his thoughts on Engardio’s replacement. We also talk about how real estate speculation destroyed the city and the state of local legacy media. Really good stuff!

Sources

All of Tim’s stories in 48Hills
https://48hills.org/author/tim/

Here’s what Scott Wiener has done
https://48hills.org/2025/09/heres-what-scott-wiener-has-done/

The Engardio recall, Yimby urbanist elitism, and the next step in SF politics
https://48hills.org/2025/09/the-engardio-recall-yimby-urbanist-elitism-and-the-next-step-in-sf-politics/

The Engardio recall and the failure of conservative politics in SF
https://48hills.org/2025/09/the-engardio-recall-and-the-failure-of-conservative-politics-in-sf/

Strange (and maybe inappropriate) actions at the Planning Commission …
https://48hills.org/2025/09/strange-and-maybe-inappropriate-actions-at-the-planning-commission/

Bullshit opinion piece on Family Zoning plan
https://sfstandard.com/opinion/2025/09/21/small-business-lurie-upzoning-sharky-laguana-ben-bleiman/ "]]></description>
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<item rdf:about="https://www.youtube.com/watch?v=LCjaX0NlQNw">
    <title>CITY LIGHTS LIVE! Chris Carlsson celebrate the 2nd Edition of &quot;Hidden San Francisco&quot; - YouTube</title>
    <dc:date>2025-10-03T04:42:12+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=LCjaX0NlQNw</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["City Lights and Shaping San Francisco celebrate the 2nd Edition of

Hidden San Francisco: A Guide to Lost Landscapes, Unsung Heroes, and Radical Histories
by Chris Carlsson
published by Pluto Press

Purchase the book at this link:
https://citylights.com/hidden-san-francisco-gt-lost-landscape

Hidden San Francisco is a guidebook like no other. Structured around the four major themes of ecology, labour, transit and dissent, Chris Carlsson peels back the layers of the city’s history to reveal a storied past: behind old walls and gleaming glass facades lurk former industries, secret music and poetry venues, forgotten terrorist bombings, and much more. Carlsson also delves into the Bay Area’s long prehistory, examining the region’s geography and the lives of its indigenous inhabitants before the 1849 Gold Rush changed everything.

This second edition includes new tours on the wild and natural parts of San Francisco that most tourists never visit, from Glen Canyon to Sutro Forest, as well as a new themed walk on the Summer of Love. There is also a new introduction examining the devastating impact of the pandemic, as well as a mini-history of tech in the city, from the Gold Rush to AI.

Chris Carlsson is a San Francisco historian and award-winning tour guide. He directs ‘Shaping San Francisco’ – an impressive archive of local history, and co-founded the urban cycling movement Critical Mass in 1992. He is the author of four books, including novels and histories about the city. He has lived in San Francisco since 1978. To learn more about Chris’ work visit his website: https://nowtopians.com/

This event was originally broadcast on Thursday, July 24, 2025.

Made possible by support from the City Lights Foundation."]]></description>
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<item rdf:about="https://www.youtube.com/watch?v=RBGkvRHIHjA">
    <title>La Próxima Estación - De Pino Solanas - (2008) - YouTube</title>
    <dc:date>2025-09-24T15:42:38+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=RBGkvRHIHjA</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[[See also:

https://www.pinosolanas.com/proxima_estacion_info.htm

"CARTA A LOS ESPECTADORES:

I): A comienzos de los años 90, las empresas del Estado se privatizaron con la promesa de modernizar sus servicios y brindar mejor atención: los trenes interurbanos fueron suprimidos; miles de pueblos quedaron aislados y un millón de habitantes emigró hacia las capitales. El maltrato al pasajero se hizo norma. Los robos y accidentes se multiplicaron.Con la privatización de las aerolíneas también se eliminaron rutas provinciales y los pasajeros son abandonados en los aeropuertos. Jamás se vivió en el país una crisis del transporte semejante. Al suprimir el 80% de los trenes, el transporte de cargas y pasajeros pasó al automotor. Las carreteras quedaron saturadas y los accidentes fueron en aumento: sólo en el 2007 la “guerra del automotor” provocó más de 8000 muertos y miles de heridos.

La confusión sobre lo público y lo privado sigue vigente. Los trenes se privatizaron porque daban pérdidas, pero los servicios públicos ¿están para dar ganancias o para servir a la comunidad?¿Acaso deben dar renta las escuelas o los hospitales públicos? Si los ferrocarriles perdían 1 millón de dólares por día, hoy cuestan 3 millones diarios pero sólo funciona el 20% de los trenes que teníamos antes.

II): La construcción de los ferrocarriles fue una de las grandes epopeyas industriales del país. En 1857 comenzó a circular el Ferrocarril del Oeste - una empresa de capitales argentinos- y años después, llegarían las compañías inglesas y francesas. Casi un siglo más tarde, el gobierno de Perón nacionaliza todos los ferrocarriles y la red alcanza los 50.000 km.; nacen las escuelas ferroviarias; se fabrican locomotoras diesel y a vapor y todo tipo de vagones; el tramo Buenos Aires-Rosario se cubría en 3,30 hs. Con el gobierno de Arturo Frondizi comienza la reducción del ferrocarril. Su ministro A.Alsogaray  pone en ejecución el Plan Larkin, del Banco Mundial: se eliminan tranvías y trolebuses y desembarcan las multinacionales de camiones y neumáticos. El tiro de gracia lo dio el gobierno de Carlos Menem: los trenes fueron privatizados o transferidos a las provincias. Desde entonces y hasta Kirchner, siguen los mismos concesionarios: Cirigliano, Romero, Roggio, Urquía, Macri, Techint, Unión Ferroviaria y las brasileras Camargo Correa y A.L.L. El gobierno paga hasta el último salario ferroviario, y todas las roturas y reposiciones de material. Por cuenta del Estado, los concesionarios reparan vagones, locomotoras y estaciones: lo que vale 1 peso es facturado varias veces más. El negocio es cobrar el subsidio estatal.

III):El ferrocarril no tiene reemplazo:” es el único transporte que puede llegar a destino en las peores condiciones climáticas”. Es el medio de transporte más seguro, menos contaminante y más económico. Es 8 a 10 veces más barato que el transporte automotor: una locomotora arrastra la carga de 50 camiones o de 20 ómnibus de pasajeros. Para financiar el “tren bala” - que sólo servirá a las capas pudientes de Buenos Aires, Rosario y Córdoba y no transfiere tecnología- el gobierno endeuda al país por 30 años. Con la mitad de lo que costará la obra, se pueden reconstruir a nuevo los ferrocarriles interurbanos de las provincias del país, con 7.000 km. de vías para trenes de pasajeros, 11.000 km. para los cargueros y 310 locomotoras nuevas. La reconstrucción de los ferrocarriles y su industria, es una urgencia económica y una batalla cultural. Después de tanto fracaso, hay que avanzar hacia un modelo de gestión que incluya a los pasajeros, los trabajadores y los transportistas de cargas para construir el “tren para todos”: un tren público, cuidado por todos y al servicio de todos.

Los trenes volverán, como vuelven los días, los meses, las estaciones…
Los trenes volverán, para seguir uniendo pueblos, regiones y ciudades…
Los trenes volverán, como van y vuelven, los pasajeros, las cargas y mensajes…
Los trenes volverán, simplemente, por el placer de viajar:
como el agua, la luz o el amor,  no es posible vivir sin ellos.

Fernando Pino Solanas"

https://es.wikipedia.org/wiki/La_pr%C3%B3xima_estaci%C3%B3n

"La próxima estación es una película documental dirigida por Pino Solanas.
Sinopsis

La próxima estación narra la historia de los ferrocarriles argentinos, sus comienzos en 1857 hasta la crisis del sistema de transporte actual. El cierre de ramales de las líneas de ferrocarriles convirtió en ciudades fantasma a los pueblos cuya principal fuente de trabajo era el tren. La privatización de las líneas ocasionó el despido de decenas de miles de trabajadores así como el deterioro del servicio público, originando a su vez el aumento del transporte automotor y la multiplicación de accidentes automovilísticos.[1]​ El documental denuncia el saqueo de materiales ferroviarios abandonados, propiedad del Estado, por parte de las corporaciones,[2]​ la falta de inversión por parte de las empresas privadas así como el destino de los subsidios otorgados por el Estado. Como epílogo se propone reconstruir el sistema ferroviario impulsando la industria nacional, la recuperación de puestos de trabajo y la identidad nacional, en contraposición con el proyecto del tren bala propuesto durante el gobierno de Néstor Kirchner,[3]​ que fue fuertemente criticado, siendo acusado principalmente de campaña para conseguir votos.[4]​[5]​"

Plan Larkin:
https://es.wikipedia.org/wiki/Plan_Larkin

trailer:
https://www.youtube.com/watch?v=R8v80SCu104 ]]]></description>
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    <title>Revolución ferroviaria de México: ¿por qué los trenes son el futuro?| La BaseLatam 1x61 - YouTube</title>
    <dc:date>2025-09-24T02:56:03+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=bchiNVcZkO8</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["En el episodio de hoy, 23/09/2025, Inna Afinogenova, Marco Teruggi y Estefanía Veloz hablan del desarrollo de las rutas ferroviarias en México que comienzan becaren todo el país entre sí y conecten México con países de Centroamérica. ¿Por qué es importante y qué beneficios le puede suponer a México? ¿Qué sucede si hay desinversión estatal en el desarrollo de ferrocarril? ¿Por qué la rentabilidad y el beneficio neto no es el criterio a la hora de evaluar la eficacia de este tipo de obras? Con la participación del arquitecto y urbanista, Federico Taboada"]]></description>
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    <title>BART Cab Cam: Red Line from Richmond to Millbrae - YouTube</title>
    <dc:date>2025-09-22T17:59:00+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=75uZBphGvhE</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Ride the BART Red Line from the view of a train operator from Richmond through Berkeley, Oakland, San Francisco, and more of the Bay's most interesting places on the way to Millbrae."

[See also:

"BART Cab Cam: Orange Line from Berryessa/North San José to Richmond"
https://www.youtube.com/watch?v=hwVf3bIWm2Q

"Ride the BART Orange Line from the view of a train operator from our newest station at Berryessa/North San José through Fremont, Oakland, Berkeley, and more of the Bay's most interesting places on the way to Richmond."

"BART Cab Cam: Yellow Line from SFO Airport to Antioch"
https://www.youtube.com/watch?v=2KqdAlQvj1A

"Ride the BART Yellow Line from the view of a train operator from SFO Airport through San Francisco, Oakland, Walnut Creek, and more of the Bay's most interesting places on the way to Antioch."

"BART Cab Cam: Green Line from Daly City to Berryessa/North San José"
https://www.youtube.com/watch?v=uDLMfPmWLfM

"Ride the BART Green Line from the view of a train operator from Daly City through San Francisco, Oakland, Fremont, and more of the Bay's most interesting places on the way to our newest station at Berryessa/North San José."

"BART Cab Cam: Blue Line from Dublin/Pleasanton to Daly City"
https://www.youtube.com/watch?v=cK6rSb_XNwo

"Ride the BART Blue Line from the view of a train operator from Dublin/Pleasanton through Dublin Canyon, Oakland, San Francisco, and more of the Bay's most interesting places on the way to Daly City."

"BART Cab Cam: OAK Airport Line from Coliseum to OAK Airport"
https://www.youtube.com/watch?v=-6crBuvKkaM

"Ride the BART OAK Airport Line from the view of a rider pretending to be a train operator from Coliseum to OAK Airport."

"BART Cab Cam: Red Line from Millbrae to Richmond"
https://www.youtube.com/watch?v=yYVpPqd66FA

"Ride the BART Red Line from the view of a train operator from the southern terminal of Millbrae up through San Francisco, Oakland, Berkeley, and more of the Bay's most interesting places on the way to Richmond."

"BART Cab Cam: Orange Line from Richmond to Berryessa/North San José"
https://www.youtube.com/watch?v=a6C6z0BRYEM

"Ride the BART Orange Line from the view of a train operator from the northern terminal of Richmond through Berkeley, Oakland, Fremont, and more of the Bay's most interesting places on the way to our newest station at Berryessa/North San José."

"BART Cab Cam: Yellow Line from Antioch to SFO Airport"
https://www.youtube.com/watch?v=A0pzxLuFbIs

"Ride the BART Yellow Line from the view of a train operator from Antioch through Walnut Creek, Oakland, San Francisco, and more of the Bay's most interesting places on the way to SFO Airport."

"BART Cab Cam: Green Line from Berryessa/North San José to Daly City"
https://www.youtube.com/watch?v=58RSrMWl6Q8

"Ride the BART Green Line from the view of a train operator from Berryessa/North San José through Fremont, Oakland, San Francisco, and more of the Bay's most interesting places on the way to Daly City."

"BART Cab Cam: Blue Line from Daly City to Dublin/Pleasanton"
https://www.youtube.com/watch?v=Klw8SRR6eFw

"Ride the BART Blue Line from the view of a train operator from Daly City through San Francisco, Oakland, Dublin Canyon, and more of the Bay's most interesting places on the way to Dublin/Pleasanton."

"BART Cab Cam: OAK Airport Line from OAK Airport to Coliseum"
https://www.youtube.com/watch?v=XY7U6omHQ90

"Ride the BART OAK Airport Line from the view of a rider pretending to be a train operator from OAK Airport to Coliseum."]]]></description>
<dc:subject>bart bayarea sanfrancisco trains railways transit publictransit transportation 2025 richmond millbrae hayward sanjose oakland albany dalycity southsanfrancisco colma sanbruno milpitas fremont unioncity dublin pleasanton castrovalley sanleandro lafayette orinda walnutcreek pleasanthill santaclaracounty sanmateocounty contracosta contracostacounty alamedacounty concord antioch pittsburg martinez elcerrito eastbay southbay rail berkeley</dc:subject>
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<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>
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</item>
<item rdf:about="https://www.sfchronicle.com/culture/article/I-m-with-Muni-how-can-I-help-Annalee-15398274.php">
    <title>‘I’m with Muni — how can I help?’ Annalee Newitz’s short fiction imagines a new kind of social support system in SF</title>
    <dc:date>2025-09-19T20:02:44+00:00</dc:date>
    <link>https://www.sfchronicle.com/culture/article/I-m-with-Muni-how-can-I-help-Annalee-15398274.php</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>annaleenewitz muni sfmta publictransit transportation transity 2020 38-geary buses oceanbeach fiction scifi sciencefiction speculativefiction</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
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</item>
<item rdf:about="https://www.youtube.com/watch?v=__mhbuPvdZQ">
    <title>Public Transit Visions in Speculative Fiction - YouTube</title>
    <dc:date>2025-09-19T18:49:16+00:00</dc:date>
    <link>https://www.youtube.com/watch?v=__mhbuPvdZQ</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Flying cars in the Jetsons, trains snaking around towers in Wakanda, or the sentient rail system on the newly terraformed Sask-E planet. In building future and alternative worlds, the way people get around can be used to reveal and ask questions about societies, technologies, and politics.

Watch this recording of the Public Transit Visions in Speculative Fiction panel discussion to learn how depictions of public transit in fiction shape the worlds of our imagination. This event took place on September 16, 2025 at the First Unitarian Universalist Society of San Francisco as part of Bay Area Transit Month 2025.

​The panelists are Jeffery Tumlin, Annalee Newitz, Alissa Walker, Vincent Woo, and Alexis Madrigal. Discussion moderated by Audrey T. Williams.

Seamless Bay Area socials
Website: https://www.seamlessbayarea.org/

00:00 Introduction
07:23 Panelist Bios
10:52 Panel Discussion
55:24 Audience Q&A
01:18:00 Closing Remarks"

[See also:
https://luma.com/0olo6szj ]]]></description>
<dc:subject>transit transportation speculative speculativefiction annaleenewitz alissawalker vincentwoo alexismadrigal audreywilliams 2025 bayarea sanfrancisco bart scifi sciencefiction muni sfmta jeffreytumlin publictransit buses trains spikejonze her losangeles speculativedesign design mobility snowpiercer blackpanther wakanda hayaomiyazaki studioghibli catbus anime totoro access justice equity vision myneighbortotoro class crime perception fear race racism infrastructure behavior society agency control illusion safety driving cars danger collectivism community storytelling children future futures futurism government governance accessibility</dc:subject>
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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.un.org/unispal/document/auto-insert-211833/">
    <title>UN Palestine Commission - Railways in Palestine - Report from the Advance Party - Question of Palestine</title>
    <dc:date>2025-09-17T14:43:48+00:00</dc:date>
    <link>https://www.un.org/unispal/document/auto-insert-211833/</link>
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<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:20ba3e31ee90/</dc:identifier>
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<item rdf:about="https://www.decolonizing.ps/site/return-to-the-sea/">
    <title>Ottoman railway - DAAR</title>
    <dc:date>2025-09-17T14:43:36+00:00</dc:date>
    <link>https://www.decolonizing.ps/site/return-to-the-sea/</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>rail railways palestine trains history transportation ottomanemprire turkey ottomanrailway türkiye</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:b6a50d93ff8a/</dc:identifier>
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</item>
<item rdf:about="https://www.reddit.com/r/Palestine/comments/148sock/old_pictures_of_the_palestine_railways_which/">
    <title>Old pictures of the Palestine Railways, which operated a system centered at Haifa that spanned from Aleppo to Eskenderiyya. : r/Palestine</title>
    <dc:date>2025-09-17T14:43:01+00:00</dc:date>
    <link>https://www.reddit.com/r/Palestine/comments/148sock/old_pictures_of_the_palestine_railways_which/</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>rail railways palestine trains history transportation</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:775041b8bed1/</dc:identifier>
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    <title>Hejaz railway - Wikipedia</title>
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    <link>https://en.wikipedia.org/wiki/Hejaz_railway</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[[See also:
https://www.flickr.com/photos/124446949@N06/albums/72157652008354134/ ]]]></description>
<dc:subject>rail railways palestine trains history transportation</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
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<item rdf:about="https://www.flickr.com/photos/124446949@N06/albums/72157652018831313/">
    <title>PALESTINE &amp; ISRAEL RAILWAYS - רכבת ישראל ופלשתינה | Flickr</title>
    <dc:date>2025-09-17T14:37:39+00:00</dc:date>
    <link>https://www.flickr.com/photos/124446949@N06/albums/72157652018831313/</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["A Collection Of Photos Dedicated To The Railways of Palestine & Israel"]]></description>
<dc:subject>rail railways palestine trains history transportation israel</dc:subject>
<dc:source>https://pinboard.in/</dc:source>
<dc:identifier>https://pinboard.in/u:robertogreco/b:9ff0a0db9741/</dc:identifier>
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<item rdf:about="https://en.wikipedia.org/wiki/Palestine_Railways">
    <title>Palestine Railways - Wikipedia</title>
    <dc:date>2025-09-17T14:33:23+00:00</dc:date>
    <link>https://en.wikipedia.org/wiki/Palestine_Railways</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA[[See also:
https://en.wikipedia.org/wiki/Transport_in_Palestine ]]]></description>
<dc:subject>rail railways palestine trains history transportation</dc:subject>
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</item>
<item rdf:about="https://www.palestine-studies.org/en/node/77910">
    <title>The Hijaz-Palestine Railway and the Development of Haifa | Institute for Palestine Studies</title>
    <dc:date>2025-09-17T14:33:06+00:00</dc:date>
    <link>https://www.palestine-studies.org/en/node/77910</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>2006 rail railways palestine trains history transportation</dc:subject>
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    <title>Railways in Palestine - Railway Wonders of the World</title>
    <dc:date>2025-09-17T14:32:53+00:00</dc:date>
    <link>https://www.railwaywondersoftheworld.com/palestine.html</link>
    <dc:creator>robertogreco</dc:creator><dc:subject>rail railways palestine trains history transportation</dc:subject>
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    <title>The railway that was murdered | Morning Star</title>
    <dc:date>2025-09-17T14:32:44+00:00</dc:date>
    <link>https://morningstaronline.co.uk/article/the-railway-that-was-murdered</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["DAVE WELSH looks at a little-known story of the deliberate destruction of 519km of socially and economically important rail infrastructure in Palestine"]]></description>
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    <title>Trains from the past, trains to the future - by Sam Holden</title>
    <dc:date>2025-09-03T04:16:14+00:00</dc:date>
    <link>https://www.samholden.jp/p/trains-from-the-past-trains-to-the</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["Where Japan's railways are headed in a post-growth world"]]></description>
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<item rdf:about="https://www.samholden.jp/p/transit-and-techno-futurism">
    <title>Transit and techno-futurism - by Sam Holden</title>
    <dc:date>2025-09-03T04:07:40+00:00</dc:date>
    <link>https://www.samholden.jp/p/transit-and-techno-futurism</link>
    <dc:creator>robertogreco</dc:creator><description><![CDATA["America chose to annihilate its cities to accommodate a new technological paradigm of its own invention—the automobile, expressways, and endless suburban housing. Imagine a different history, where just a tad more of the social surplus was consistently invested in transit over the past 75 years. New York could easily have built a system to rival cities in Asia or Europe. Rather than rip out their bones, cities across the country could have incrementally improved their rail systems: interurban railways would gradually become grade-separated, high-capacity lines through densified suburbs, interlining with subways built below old streetcar routes.

This incremental process is how modern-day Tokyo’s wondrous transit and housing abundance was built. Colin Marshall points out the deep similarity between Los Angeles and Tokyo that I also feel whenever I visit: both are microcosmic, multi-nodal, infinite sprawls. If LA had not dismantled the Pacific Electric Railway, which Berman notes was once the largest electric urban railway network in the world, Southland would have surely evolved to be more like Tokyo today in form, feeling, and density.2

City by city, Berman also outlines the many thwarted visions for new transit to replace what was torn out (New York took earlier stabs at its still-unfinished 2nd Avenue Subway in the 1920s, 1950s, and 1970s). Today, transit-futurist visions of America live on in the imaginations of transit advocates, whose beautifully designed maps are a natural accompaniment to Berman’s book. futureNYCSubway includes not just the 2nd Avenue Subway, but many other essential additions, such as an L train that turns up 10th Avenue to the Upper West Side and another line down 125th and onward to LaGuardia and Flushing in Queens, not to mention numerous outer borough extensions. Seattle Subway envisions a true transit metropolis, far beyond the city’s already ambitious rail construction plans. And if you’re interested in what a Tokyo-fied LA would look like, go no further than Nick Andert’s meticulous videos on YouTube. 3"]]></description>
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