“Forget Crossing Through The City By Car,” says the Mayor of Paris as automobile eroticists squeal and howl.

Anne Hidalgo is not backing down. Other articles on the topic have pointed out that in terms of Parisian voting districts, the mayor's most strident automobile supremacist critics live outside the central arrondissements, and her support is highest in the center where these changes are occurring.

Paris Mayor: “Forget Crossing Through The City By Car” by Carlton Reid (Forbes)

In the first major interview since her re-election as Mayor of Paris Anne Hidalgo told Le Parisien that her manifesto promise to crack down on motoring in the French capital would be kept.

“We must forget the crossing of Paris from east to west by car,” she told the daily newspaper.

‘The city needs to evolve,” she added.

Comfortably re-elected in June for a second term, she said she intends to create permanent curb-protected cycleways and expand the number of lockdown cycleways, known in French as “coronapistes.” At an urban planning conference later this month she also plans to reveal plans on restricting petrol-powered motoring on the usually car-clogged highways on the upper quays of the Seine.

Paris created 45 kilometers of coronapistes during lockdown, and now a further 10 kilometres of wand-separated cycleways will be added.

Of course the auto supremacists lurk in Paris, too.  

Not everybody is happy with Hidalgo’s plans. In the run-up to the mayoral election, Pierre Chasseray, leader of 40 Millions d'Automobilistes, a group with a claimed 320,000 members and which lobbies against speed cameras and other “anti-motoring” initiatives, said:

“[The Mayor] is wrong to take advantage of the health crisis to accentuate its anti-car policy.”

On the contrary, the “epidemic requires giving space to the car,” he added, more in hope than expectation because space for motorists in Paris has been much reduced over recent years.

As for Reid's conclusion, we know of at least one (local) mayor who remains oblivious. 

The plan, it seems, is for motorists to become an endangered species in many parts of the Paris of the near future. Mayors in other major cities around the world are watching with great interest.

The future of work, and of commuting to work, surely will be different.

Me, working at home.

To "flatten peaks in transit use" means something different in Milan, as opposed to Louisville, but the basic point is easy to understand. It isn't necessarily the case that ALL the cars must be on the road at the same time each morning and late afternoon, every single day.

Europe’s Cities Are Making Less Room for Cars After Coronavirus, by Feargus O'Sullivan (CityLab)

Hard-hit Milan may be leading the way in reimagining how transit and commuting patterns could change as cities emerge from coronavirus shutdowns.

... The city’s work, school, and daily life patterns are being redrawn to accommodate the need to flatten peaks in transit use. Those who can work from home would continue to do so, while others, such as shop workers and students, should be given some flexibility in their routine. The city will encourage stores to stay open throughout the evening and the start of the school day will be staggered, with different classes starting at various points between 8 a.m. and 10 a.m. To help students catch up with missed classes, meanwhile, the city also wants to set up summer schools over the long break, which normally starts in the second week of June and continues until September.

To which we must add this consideration of the ramifications of coronavirus coping mechanisms on working from home, reprinted here in its entirety.

---

Coronavirus and the Future of Work, by Aaron Renn (Medium)

The long-term effects of the coronavirus outbreak on our society and business landscape are yet to be determined. But one thing we know is that a big swath of American businesses is conducting a large-scale experiment with remote work (aka work from home). Many of them have also made large investments in infrastructure to support it; one company bought 20,000 laptops for their employees, for example. The coronavirus shutdown will create new capabilities for remote work within firms large and small, and produce a treasure trove of findings about what works well and what doesn’t.

It seems very likely that the result of this current period will be an increased shift to remote work. For those who were already working remotely, it’s hard to see how coronavirus would push them back to office-based work. Companies have been looking to reduce the cost associated with their office footprint for years, with work from home solutions as part of that. The new capabilities and experiences gained through the coronavirus shutdown will allow companies to feel confident in expanding remote work. At the same time, many workers may have discovered that they prefer working from home.

The nature of this new world is not yet clear, but based on what we’ve already seen in existing remote work, there are some things that we can anticipate. The first is that work will be less tied to particular geographies. On one hand, this would allow local firms to hire workers without them needing to move to Indianapolis. Not everyone wants to live here, and this will allow firms to tap into that particular labor pool. On the other, it allows people in Indianapolis who otherwise might have been forced to move in order to advance their career. Both of these allow the worker more choice in where to live, which reinforces the need for us to continue increasing the attractiveness of the Indianapolis region as a place top talent wants to live.

Remote work itself presents a new set of challenges for talent development and individual career path management. At the dawn of the internet, people predicted it would lead to a mass decentralization of jobs as people could move to the country and continue to commute virtually. That didn’t happen. Instead, the value of location, particularly in the heart of major American cities, became more important than before. That’s because knowledge doesn’t just diffuse online, but through face-to-face contacts. This is how people hear the latest news, trends, and gossip. This is how they hear about new jobs opening up, and meet the connections that ensure someone actually gives their résumé a look.

While remote work can initially be exhilarating, those workers who find themselves cut off from these networks can suffer in their career long term. It’s also the case that without real social interaction with colleagues, it will be harder to keep employees engaged over the longer term. This will especially come into play as ordinary turnover changes over the employee’s peer and supervisors group. It’s one thing to start working remotely when your colleagues are people you formerly worked with in-person everyday. It’s quite another when it’s a group of people you don’t have pre-existing personal relationships with. For work-from-home arrangements that are still local to the physical office, in-person events and office days can help, but this is much harder when working remote over long distances.

Indianapolis is a city that is ideally placed to be in the vanguard of urban regions that create the environment in which remote workers can thrive. That’s because our city has very strong social infrastructure. It’s place where a newcomer can move and make an impact fast. It’s a place where those newcomers can make friends, unlike other cities where if you didn’t go to high school you are basically out of luck. It’s a city where people are very ready to help someone else out.
We see this in programs like the Indy Chamber’s Two Degrees program, that is helping mid-career workers, including remote workers, make personal connections that can help them continue to advance. Indyfluence, the region’s marquee summer intern event, is being reconfigured to a virtual program this year, and that will also create new capabilities to engage young workers remotely both with each other and with our region. Groups like IndyHub are also making sure there’s good connectivity among young professionals.

More and more, there will need to be structured events and programs like these that remote workers (and employers) can tap into to ensure that they are continuing to build their face-to-face networks. This is important both for social belonging and long-term professional success. Indianapolis, with its strong mix of openness yet with strong social connectivity, is poised to be a leader in the new post-coronavirus world.

Simply stated, "Cars Are Death Machines."

To repeat: Car-centrism, or if you will "automobile supremacy," not only is a form of imperialism. It is perhaps the last remaining form of imperialism almost entirely absent social stigma.

When we get behind a steering wheel -- all of us, including me -- our assumptions of acceptable behavior change every bit as radically as when we savage people on social media.

Imperialism? Very much so.

Space must be seized to accommodate cars to the expense of non-car users. We expect to warehouse cars on public ground at no cost to ourselves. We demand cheap fuel and will support limitless violence (foreign wars, domestic economic coercion) in order to get it. We'll go to any length to characterize this addiction as freedom. The list of destructive behavior is seemingly endless, and yet we've made automobile supremacy the basis of civilization at the present time.

And then there's that other factor, because cars are death machines, and we seem to like it that way. How "freedom" fits into this dichotomy remains a complete mystery to me.

Cars Are Death Machines. Self-Driving Tech Won’t Change That.

By Allison Arieff (New York Times)

Cars are death machines. Pedestrian fatalities in the United States have increased 41 percent since 2008; more than 6,000 pedestrians were killed in 2018 alone. More than 4,000 American kids are killed in car crashes every year – I am thankful every day my niece wasn’t one of them.

Straight to the conclusion.

I’m not so naïve to think we can get rid of cars altogether, but we have so many tools to eliminate traffic-related injuries and fatalities right now. Banning all passenger auto-driving vehicles above a certain weight and front grill height would be a great start. Other solutions run the gamut from the quick and easy fixes — like reducing speed limits, eliminating right turns on red, building protected bike lanes and instituting congestion pricing — to major and necessary commitments like funding new transit projects (upgrading, maintaining and expanding existing transit systems) and rethinking land use to encourage walkable development rather than sprawl.

We can all commit to driving less, which reduces both CO2 emissions and the potential for crashes. We need to be as defensive about crosswalks and bike lanes as drivers are about their cars (and where we believe we are entitled to park them).

Until then, the streets will belong to the death machines.

The afterlife of the Trabant, 30 years on.

Later in 2019 it will have been thirty years since the Berlin Wall fell. At some point in late September of 1989 I passed back through Prague with friends. We were walking near the St. Nicholas Church in Mala Strana and came upon dozens of Trabants with DDR plates parked three deep by the curbs. Why? It wasn't even tourist season.

Only later did we understand that our stroll took place as crowds of East Germans were climbing the walls of the West German embassy nearby, seeking passage out of the Bloc. East Germany was in its death throes, and the cars we saw had been abandoned.

Trabants are a component of modern cultural history. I'm not an aficionado cars by any stretch, but I'll make an exception for these little guys. 

30 Years On, the ‘Worst Car Ever Built’ Has a Fervent Fan Club, by Laura Kiniry (Atlas Obscura)

Made in the former East Germany, Trabants have inspired many a mean joke — and a devoted community.

In the 1991 German comedy film, Go Trabi Go, a family from the former German Democratic Republic (GDR) goes on a road trip to Italy in their beloved Trabant 601—the most popular car in East Germany before the collapse of the Iron Curtain. At one point their vehicle’s head gasket blows, and the father makes an emergency phone call. When he tells a mechanic over the line that he’s driving a Trabant 601, the mechanic chuckles and says, “I hope you’ve got some sticky tape.”

Over the years, the “Trabi” (as it’s affectionately known) has been the butt of endless jokes associated with East Germany. With its bare interior, oddly-designed stick shifter, and an exterior made of Duroplast—a rust-resistant, cotton-reinforced resin plastic that’s lighter and stronger than steel (and more importantly, could be manufactured in the GDR)—the standard four-seater Trabi sedan has been referred to as one of the “worst cars ever built,” and “East Germany’s terrible car that will never die.” Add to this its two-stroke engine, the same kind used in lawnmowers and Asia’s tuk-tuks, and it’s understandable why there are quips like “Why does a Trabi have a heated rear window? To keep your hands warm while you push.”

Produced from 1957 until 1991, the Trabi has earned the nicknames “spark plug with a roof” and “cardboard racer” because of its seemingly shoddy design. To many Westerners, Trabis remain a prime example of East German repression and the governing Socialist United Party’s archaic ways. Trabis had no fuel gauge, air conditioning, turn signals, or brake lights, and could only reach a maximum speed of 62 miles per hour. Once the Wall came down, Trabis just couldn’t compete with Western vehicles, and seemingly overnight East Germany’s most coveted car became almost obsolete.

Europe’s advanced emission standards mean you’ll see few original Trabis on the road today, though there are believed to be around 34,000 still registered in Germany. For collectors of this smoke-spewing, motor-sputtering vehicle, the Trabi is their pride and joy. It’s a car that calls to mind memories of Cold War-era holiday road trips into Germany’s Thuringian Forest and nude beaches along the Baltic Sea; one that some GDR families waited up to 16 years to receive, and that could be fixed using household tools. Trabis provided some independence in a country where independence was almost nil ...

Posterity will affirm it: "Was the Automotive Era a Terrible Mistake?"

“When it came my turn to present, the solution I proposed for trips of less than a mile -- and more than half of urban trips are this short -- was shoes, available since 1600 BC.”
-- Samuel I. Schwartz

I've heard it said that drugs rewire the brain. This may or may not be true, but to me, driving definitely does. We become something different when we're behind the wheel, and for the most part the difference is unpleasant.

Was the Automotive Era a Terrible Mistake? by Nathan Heller (The New Yorker)

For a century, we’ve loved our cars. They haven’t loved us back.

In America today, there are more cars than drivers. Yet our investment in these vehicles has yielded dubious returns. Since 1899, more than 3.6 million people have died in traffic accidents in the United States, and more than eighty million have been injured; pedestrian fatalities have risen in the past few years. The road has emerged as the setting for our most violent illustrations of systemic racism, combustion engines have helped create a climate crisis, and the quest for oil has led our soldiers into war.

Every technology has costs, but lately we’ve had reason to question even cars’ putative benefits. Free men and women on the open road have turned out to be such disastrous drivers that carmakers are developing computers to replace them. When the people of the future look back at our century of auto life, will they regard it as a useful stage of forward motion or as a wrong turn? Is it possible that, a hundred years from now, the age of gassing up and driving will be seen as just a cul-de-sac in transportation history, a trip we never should have taken?

And this.

It is odd, then, that we still look to the mid-century for evidence that cars proved their necessity and worth. Tell someone that you cannot drive, and they respond as if you had confessed an intimate eccentricity, like needing to be walked on with high heels before bed. “Re-e-eally! ” the reply goes. “How do you . . . ?”

The answer is planes, trains, buses, ferries, cabs, bikes, feet, and the occasional shared ride: almost anywhere in the world can be reached this way for less than the amortized cost of a car and its expenses.

And this.

The original sin of cars, the problem from which other problems emerged, was commercial pressure for private ownership—for the car to be a personal vehicle in your garage rather than a shared technology woven into the transportation network, as early electric cars would have been. The costs of this decision can be seen on every curb: the typical American vehicle spends ninety-five per cent of its life parked.

It appears this 95% of a car's time parked is spent by its owners bitching and moaning about the period of 5% movement.

Here's a trick Irv and the trucking magnates missed.

The article goes on to say that in terms of Parisian voting districts, the mayor's most strident critics probably live outside the central arrondissements -- where her support is highest.

Paris's Car Debate Gets Personal, by Feargus O'Sullivan (City Lab)

Pro-car protestors publish Mayor Anne Hidalgo’s direct telephone number. But that doesn’t mean she’s prepared to listen.

If you’re sick of Paris’s traffic jams, go ahead and tell the mayor directly. That’s the gist of a motorists’ campaign launched Monday, which shared Mayor Anne Hidalgo’s direct phone number in a bid to encourage protestors to jam it.

Working under the hashtag #disleaAnne (“#tellAnne” in English), the motorist pressure group “40 Million Drivers” plans to do to City Hall’s switchboards what they say the administration has done to the roads: clog them up. Their goal is to ensure the mayor can no longer ignore their calls, and, more generally, force her to the negotiating table over the future of Paris’s streets.

The spat—and the distinctly personal assault on one figure—is a sign of how heated the city’s debate around cars has become. The invective has unquestionably come from both sides. Striking an anything-but-conciliatory note, last week Hidalgo suggested that some of her detractors were “big machos,” while others came from the “fachosphere”—the sphere of the extreme right.

So why all the hubbub? In recent years, Paris has adopted some of the most systematically anti-car policies of any major world city, with a pro-bike, pro-pedestrian ethos that has so far has only been surpassed by smaller cities like Copenhagen. Older cars have been banned from the roads during weekdays, part of an ongoing plan to remove more polluting vehicles from the city. The lower quays of the Seine, until recently one of the busiest east-west routes across the city, have been pedestrianized, while the Rue de Rivoli, the next major east-west axis to the river’s north, is due to have its car lanes reduced as well.

Car space is being slashed in many major squares, while car-free days have been introduced annually as a form of publicity campaign for a future without automobiles. The overall, frankly declared goal: to reach a point where the city is essentially car-free—a potentially reachable goal in a country which plans to ban gas-fueled cars by 2040.

Video: "Philly Without Cars."

Or, "subverting the parking-space-by-the-door suburban ideal for downtown."

Thanks, W.

"Controversial new bike lanes" in Louisville prompt bold new displays of automotive dumbassery.

I'd argue it, too.

Opinion: Controversial new bike lanes a sign of transit progress in Louisville, by Joe Dunman (Insider Louisville)

 ... It is unfortunately true that some cyclists ignore the rules of the road by disregarding stop signs, passing cars on the right, and riding against traffic. Drivers, on the other hand, are not innocent. How often do motorists exceed the speed limit, drive while distracted by cell phones, make turns without signals, or worse? More or less constantly, I’d argue.

Why do you think politicians like roads and bridges so much?

This article gives whole new meaning to considerations of the usual suspects.

The impact of public officials’ corruption on the size and allocation of U.S. state spending, Leighton Walter Kille (Journalist's Resource)

 ... A 2014 study in Public Administration Review, “The Impact of Public Officials’ Corruption on the Size and Allocation of U.S. State Spending,” looks at the impact of government corruption on states’ expenditures.

The study’s findings include:

Construction projects find particular favor because they present a wealth of corruption opportunities: “First, construction involves large, complex, nonstandard activities, so the quality of construction can be very hard to assess. Second, domestic and international construction industries are dominated by a few monopolistic firms. Third, the industry is closely linked to the government. Governments have major roles as ‘clients, regulators, and owners’ of construction companies. It is very common to bribe government officials to gain or alter contracts and to circumvent regulations related to construction.”