Artefacts in Masculist Theory; City Governance

EVERYDAY MASCULISM

 

BERHAMPORE contributes an estimated $10 to $15 million per year to the WCC and Wellington regional bodies. Mainly from Rates, Rents and other compulsory fees and charges. These are taxes; whose character is; state control, compulsory, punitive penalties, unanswerable applicability, with the full coercive power of the state behind them. Yet from these coercions receives few above-ground and visible community amenities that a small town might otherwise have. We must not nor cannot just say that a smaller country farming community outside Wellington could have something better in contrast than a similar ‘village’ enterprise in the city, just for being inside or outside the boundaries of the metropolis? Things that a township could well have otherwise, like a small gymnasium within walking distance, small lecture hall for adult teaching, sharing and translation services; a half sized Olympic pool would be great on a ten year plan: With a deep end for dive training, Small in scale to lower cost and facilitate year round heating. Not forgetting this derives from ten percent of a budgeted decade’s income of over $200 plus millions; from the Rates income of Berhampore’s residents alone. 

Historically also Roman cities like Chichester, Gloucester, Colchester and so on had up to 30 public baths availble to a city the size of Wellington. Wellington City has no-where near that number of publicly available swimming pools. They are more interested in their limosine rides to the airport. This is merely a beginning to our getting better and better extremely local, walkable, closer community builds that literally create local co-mmunity. A communing community.  Where citizens frequently encounter each other within its boundaries; instead of inadvertent meetings and encounters within someone else’s urban area. Politically noting how all these real components of location and sense of place and community significance happen only in the richer more salubrious suburbs. We could utilize, say, ten percent of the local Berhampore rates collect; putting back into specific local areas, like within Berhampore itself - what is after all drawn out of them. Something for Berhampore by Berhampore. Something uniquely our own. Something someone has outside of the city; and as equally walkable. Something even a small town has which we do not.
Welcome to the new revolution; DEVOLUTION!

WCC owes us this out of historical grievance; before the lights went in Berhampore was a bustling
walking distance community full of life. We must not be subjugated to mere traffic pressures again.
The cycleway fiasco and the loss losing Newtown festival (To which WCC contributed $93, 000) bodes not well for WCC oversight in Berhampore affairs. It is about time WE looked after our own suburbs interests a lot more.

Therefore it is important to have the right vision going forward.

We need more than an ‘Island Bays’ constitution we need a list of requirements, requests, as aims, targets and goals to be better in the 21st Century as BERHAMPORE than we were in the old WCC politics of the twentieth. A list moreover, developed, argued, debated and created by Berhampore residents themselves. A uniquely constituted Berhamporese document more like a mission statement than of community stopping rules and regulations.

FOR EXAMPLE ONLY

SUBJECT: Successful Children’s Play Areas and other such amenities/facilities and so on arise from community: they do not create it. Ie You cannot just ‘plug one in’.

Preamble: There are several implicate community building
literal structures required in Berhampore before a viable functioning
community structure or even a children’s play area can be devised.
(Other examples relevant to this debate could involve library provisions, meeting hall, gymnasium and/or half size tepid or heated swimming/diving pool. This latter for health therapy as well as recreation; recreating the amenities even a first century Roman town, pa site or 3rd world village had)

These theoretical considerations derive from an examination of two fairly successful community play area facilities in Newtown.

And from examining how one community amenity, the community centre and the nearby previous area in Berhampore failed. Miserably.

The total overarching view is the one taken here. Sums of several million will be discussed,
yet only from the realization of the ‘lifetime’ value of a single individual; this is approximately
Five Million/Ten Million in lifetime earnings/economic activity; so that $5 million for a small 20 car parking garage in Berhampore is inconsequential. The WCC gutted Berhampore by installing lights over thirty years ago thus we are owed a substantial rebuild of social capital works. A loss then to the economy of Berhampore- in lost Rates as well- is probably well over $100 Million over the thirty years since.

Several million for a children’s play area! I hear you say. Preposterous!

Please read on- as perceived minor things like ‘children’s play areas’ actually arise successfully from a greater sense of established community ‘clustering’, based on highly valued real estate use,  than from one merely existing cheaply without this broader socially expensive context alone.

The failed uptake, support, love and use by residents exactly lacked that wider community reality.

Yet we need consider the expensive/ expansive relationship. Community is an expensive quality to restore once lost.

It was isolated, little used and heavily required ‘unpaid’ yet locally ‘compelled private ‘supervisors’’ to oversee and police the location without support, empowerment or proper recognition. This was then resented by frustrated residents. Disliked therefore and unloved, cold, messy and neglected. Besides it took up valuable parking area. Council monetary commitment was small so no perceived loss, drive or energy to back and reinforce its continued operation. Nothing could be gained.

………………………………………………………………………………………………………………………….

In successful models several things are gained by all participants; a win/win/win situation.

1.       Safety

2.       Increased local economies

3.       Rates increases from more attractive assets, civic environment and properties that eventually pay for what is initially a cost only perception.

4.       An actual lively, fun, popular play area for kids! Booming downtown shops that invite a lingering passage of the day spent within Berhampore. This is community; constructed, affordable, necessary and eventually self-funding.

What is required is the outright sacrifice-here in Berhampore, the actual purchase- of valuable real estate ($2- $3 million) in important locations (Berhampore CBD) or locations where young mothers actually and frequently travel to and from schools, coffee shops, kindergartens, playgroups, clinics, hospitals, doctors etc.  And a further five million for a 30 car New York style car hop lift/garage. For? For, a car park!
      Yes. 20 or 30 cars with high stud thruway access onto Post Office Lane. The Lane itself to be closed off at the bottom end for the central Berhampore CBD playground. With requests to David Lloyd in his shop to have windows facing the children. Hence a ‘paid’ business owner and random customers eyes unofficially looking out for the children next door= safety. Plus those eyes waiting at lights for crossing or Green. People in buses, passengers, pedestrians and so on. Every life is valuable not just socially, communally but economically as well. Bringing joy and life to Berhampore. To everyone who passes through. Berhampore by these means becomes more popular again. With consequent new rate imposts.
Correlate with this may be the shifting the crossing off to the South by five to ten metres. And building a traffic barrier across that pathway in front of the takeaway along to the newly positioned crossing and up to the bus stop. No cheap lazy traffic engineering fob offs please. Remember $15 million in rates is fully $150 million over a ten year period. It is what we are due on any minimal reckoning. All the plans here are calculated over just such a period. Is increased parking, increased community, increased rates, increased land and property values, and increased fun too much to ask of expenditure of fifteen millions extracted out of WCC exactions of over $150 million in ten years? I think not at all; it is our right. It is any community’s right to expect such. Far too much goes to the rich areas. Wealth sticks to wealth; while those costly poorer areas are doomed to deliberate impoverishments.

What could Berhampore- or any community like it- be, in fifty years’ time? High rise apartment blocks and ever denser housing via infilling and rebuilds of townhouses within smaller land plots. The development needs to begin now. Not left to forgotten chances. The city must not become impoverished and gutted of the real physical components of community.

 

Three components.

1.       Parking Building plus thruway over-height one side to Post Office Lane. Back properties in Park Ave X 2
2. CBD central Children’s Play Ground; fenced, visible and watched over. Well equipped.
3. New Crossing, street plan and road barrier.

Result; public community joy, increasing business, property values and council incomes from a more intensely clustered centre; therefore people even more happy to live in  a more energised Berhampore= more increased property values. Rates income nearly doubles over five to ten years above the otherwise expected rate, the economic status Children recognized as extremely valuable input symbolically; they signify the literal economic future. Therefore economic standing of mothers increased. Grandmothers happy too.

However this is not at all about children; though I have six grandchildren myself, some nearly old enough to begin soon on having children themselves. I have a stake therefore in Berhampore’s young future.

 

Think of Berhampore that fifty years from now. With high rise apartments, flats, townhouses, and infilling of older properties. Older houses split up into flats and different living spaces. A greater intensity of life results. Greater rates incomes generated and more social amenities needed. Community arise from a close clustering of such facilities. The working population could be twenty thousands or more with many thousands children, mothers and young people. Public baths in whatever form are a basic component of urban life and physiological hygiene; the fitness of citizens made literal in gymnasia. A cemetery, squares and urban parks peppered within Berhampore, well seated and treed, within a comfortable and an attractive series of urban spaces. Berhampore needs these; along with a viable library, hall and lecture theatre; supplementing a council office presence for liaison, suggestions and complaints. Berhampore could be twenty or thirty thousand souls by then; 2066. Far away facilities are not in the same way; ‘ours’ as speaks of a real identifyable, recognizable and well loved, actual, community. Let us not be fobbed off by its fake simulations anymore. Listen to the people.

We need to get to work now. Good facilities are for the poorer suburbs also.

This can be freely circulated as required, liked or whatever… This was shown to Paul Eagle and other visitors and members of the current Berhampore Community Association late in 2016

Yours Sincerely Phillip O'Sullivan, Berhampore Community Association, Chairman, 2016 - 2017.

Subsequent developments are examined since the Community takeover by the Wellington South Green Party in mid-2017. In my view entirely illegitimate.

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The Green Cycleway Agenda ; Celia Wade-Brown's poisoned chalice legacy.

Nowhere has so much fuss been caused by so little.

  Notes

the full spectrum model – all costs, all possible considerations considered, allowance for any missing, from the small to the big over and under arching plans and partial arguments.

One.

The pro cycleway position.

Position one.

Saving the planet by saving carbon car emissions.

Position two.

Cyclists have rights too. So do pushchairs, aged walkers, Skateboarders? prams, runners, lovers (promenaders), pedestrians, homeowners, motorists (as; all are pedestrians too) children, toddlers (*should be safe on the path from 60Kph cyclists), fingers have rights too- from high revving spokes and chains come to chop them off.

Position three.

Cycling is good exercise.  It is good for people.  It is good for the citizens to be fit and ready to live a long fall and healthy life.  Cycling is part of that good life.  Could not agree more with this one.  Yet to reverse the Beatles question about the revolution .  "Why do not we do it in the road?"  The real question is, why do not we do it on the low lower slopes of the hills ringing our city, as the part of the Greenbelt that is truly green.  And cycle our way through the tree's that can protect us from the wind and the rain of this very windy city with the added extra and variety of slopes and dips along the path of the cycleway that is completely separate again and paved slightly for the exclusive use of cycles both ways.

I case.  Mind you, I am a very well much have to push my way up to the lower slopes on foot, wheeling the bicycle with me until I got up there, in order that I may, without embarrassment , hidden by the trees – putting on my helmet and cycling pleasurably along the dips in gliding paths of the Greenbelt lower slopes.  That I would love to do.  I have never had to eat too much about my own body, except when it comes to cycling – four I heartily suspect I am long in the body and shorten the legs.  For I have never brought myself to objectively examine them.  On the few occasions I have written 'girls' bikes .  I have very much enjoyed this proper space.  It has given me to move my legs in a suitable cycling manner, especially when getting on and off; or when steadying myself at a stop, like the lights – so public riding on a bicycle at my age and condition – while I may only consider it highly enjoyable – I would deeply personally rather believe in being encouraged up into a well surfaced and contoured path amidst the hills in view of Wellington.

Two

the anti cycle way position if any three.

Three.

the hidden agenda – saving the planet – are saving the emissions of carbon gases, et cetera

the counter agenda, the business agenda, the community agenda (other community considerations other than and including sometimes the cycleway agenda or not, as the case be be)

for.

The pedestrian pathway route pro: con

five.  Stop

the Greenbelt or separate cycleway route stop.

Six

what happens if we have no cycles at all – banning cycles

what happens if we have no cars at all – banning cars

what happens if we only have public transport like buses, taxis, and light-rail et cetera with a separate separate cycleway system entirely and completely away from walkways pathways pedestrian foot paths and the sidewalk, et cetera

so that we continue with completely separate walkways up in the Greenbelt and through parks and so on – with only a separate cycleway system occasionally crossing over the separated walkway system – where everyone is free to get off the cycleway get off their bikes get off the pathway and roam freely like free citizens and not subjects.

The difference between subjects and citizens.

One way in which freedom and Greenbelt's walkways pathways and pedestrian sidewalks pavements adjacent to our the motoring carriageway is the best solution with cycleway is citizens exercise.

 

 

Licensing and use of pays for cycleway is on the roadway: motorists who use the main roads and all roads in the city have to pay for a license and to pay road user charges in the taxes on petrol and so on, and they also have two suffer the penalties for any infringements of the rule is.  New line.

Parents and mothers in particular have asked for special licensing and prohibitions in regard to children and underage cyclists on main roads used by adults and road user charger licensed number plated and driver certificated drivers stop

 

Should cyclists if they have any rights on the road at all.  Should they have responsibilities do they just see themselves as subjugated subjects of motorists and city council and other road users: or are they true citizens with responsibilities on the road as well as freedoms and rights

 

Should we license cyclists so that they have recognisable numberplate on their bicycles.  So that they can be photographed for traffic infringements and pay the penalties thereof.  Just like other road users today should they have do carry a license to show that they have received training in the road law is just like a motorist their rights and responsibilities to give way to a bay that traffic signals and who has right-of-way in an uncontrolled intersection – should we strictly apply these as if they were operating a motor vehicle – should their bikes be pulled off the road if they are rusty or fail to have lights working lights, or the debt tires are flat in other ways they are behaving at risk to other cyclists and road users, including pit pedestrians and motorists.  Paragraph

 

Should billion passengers and seating on the sidebar and other seating rangy arrangements for child carriers billion passengers, carriage of goods long loads heavy loads and trailers and suchlike also be regulated, licensed, and a road user fee charged after all they are basically going to be taking up the space on the roads in motion like a small motorcycle stop.

 

Therefore, the current situation through historical neglect has allowed cyclists to get away with traffic behaviour and traffic responsibilities that were never to be allowed for small motorcycle is motorcycle or other road vehicles.  Since they are now costing the city and they nation dearly should they pay for this level of control on policing they pay for their share of the lights the road marking the Mac a damn and the ashphalt just like anyone else.

 

The situation for under age cyclists in a traffic full of very fast moving traffic 30 km an hour and 50 km an hour is a speed enough to kill any cyclist in its path – to put these further responsibilities en masse and fully empowered before the road's motorists comes with a counterbalancing and requisite requirement to comply with the road laws and its licensing and costs structures stop.

 

Therefore, could be a backward step.  Overall for the cycling world if it has to pay its way like the others.  After all, on a traffic route with 60,000 motor vehicles a day in the morning and only 2000 bicycles is it not yet taking up fully 10 or 12% of the road carriageway.  Should they not pay 10 or 12% of the entire road cost and its upkeep licensing and policing and maintenance and so on and control systems and its control systems?  So the question arises in this miniature scenario above do cyclists pay – there is no question at all in my mind they should pay – a proportion of their numbers – which is about 3% of the total full spectrum cost of running controlling policing and managing roadways, which is basically what they are wanting to use – or should they pay the full to 10% of the roadway space that they take up actually on the road bed – of all those costs here mentioned.  I think this would be fairly prohibitive for them to carry the fare costs and would probably kill the notion of the cycling lobby entirely stop.  Therefore, in the eyes of many cycling is some kind of etiological romance that does not really pay its own way – and in the eyes of its practitioners should possibly pay nothing?  For this dream ideology.  Is it indeed the ultimate socialist nightmare: a freebie that costs its practitioners.  Nothing yet everybody else.  Everything .

 As to the 'higher' moral principle; does riding a bike conserve greenhouse gas emissions?

Of course, if the rider would otherwise use a car. Yet she could ride on the bus could be another real rejoiner.

 

What if we banned all cars...that would certainly lower emissions but would absolutely disrupt the entire cityt in all of its many other aspects if carried out too quickjly. You can now begin to see how masculist thinking can readily begin to give us new ways to start to think about problems in a full spectrum way. It is only something to be worked out over a long time. If that is what people want to do.

I am beginning to see how in the cycleway project has probably NOT involved consulting the A.A. or any motorist or other road user groups at all. Is this right?

 Let us diverge here and ask another sort of quesation.

What if we lived in a city without any bicycles at all – just for theoretical argument sake.

And the question is this: what would it take to disrupt the entire city in the way of allowing bicycles – what would be the minimum number.  I bicycles would you need in a city of 300,000 people to slow down the traffic.  The maximum are tolerable level?  Yet, nevertheless, to thoroughly slow it down?

 

This of course would increase the time of the traffic to get to work, forcing their engines to operate at the least efficient level and thus burn up more fuel and add or carbon atoms to the atmosphere.  You can see where this argument is going to stop.  As we have pretty well got that situation now where we have not enough cycles in a hilly city after all, to warrant are anything less than a low number of cycles.  I put it to you that a mere 12,000 cycles throughout the city.  If able to operate exactly in the same way as a car could disrupt the traffic in the way we actually have here now in a hilly city, every day stop.  Or very near to it.  Despite all its other excellencies.  If the highest aim of the cycleway is to save the planet, or other such highfalutin moral standards.  Then we see how equally highly questionable.  It is.

 

In other words, 12,000 vehicles being bicycles would be quite enough to slow down all the traffic in the city by maybe even as high as five or 10% over the level of efficiency they could have if they were not there at all.

In a city with no cycles and only cars.  The cars and trucks and vans would operate at the maximum level that such a mixture of traffic could cope with.  But cycles are of a different order stop.  Though the riders wear helmets.  They do not have commonly any other forms of protection as do many motorcycle writers.  Thus all other traffic has to consider them differently as being vulnerable and orc words and untrained awkward and yet are manoeuvrable to such a degree that they can change direction at the drop of a hat.  In other words, they are a wildcard element in traffic stop.

 

No one would tolerate traffic where a pedestrian was allowed to treat himself or herself as a motor vehicle and yet everybody had to bathe at vehicles, traffic signals and only allow him or her to depart the scene when he gave the correct signal to turn or to stop – and therefore had to cautiously wait behind such a vehicle – being the person – being vulnerable like a bicycle person on a bicycle.  Lest they crash into them and hurt them and have to suffer all the legal consequences just because they were on the road which they had a right to be there.

But we do not do that do do we because that is absurd.

We could take the line that in modern traffic in a modern city in such low but sufficiently disruptive numbers that their vulnerability is the very source and cause of the argument, but they should not be there at all.  They slow metallic via killer closed in vehicle traffic with less view power and the all-round view from a cycle.  The Baikal is stop.  The bicycle is an extremely disruptive traffic element.  One could legitimately take that view.

 

That is why you do not hear from traffic engineers who were probably quelled from speaking out in house, from within the city council structure itself – and we do not appear to hear from any motoring organisations.  Is this because the disruptive higher petrol use through slower traffic argument is too solid?  And it is only political correct expediency to play Kate a fanatical constituency that is at the forefront of their overly political minds?  Do not they care at all for the city?  Do not they care for the ratepayers, the pedestrians and the taxpayers and the general overall finances of the city?  And also, the question of the sheer hypocrisy then of such a position.  They are holding out for a higher position that does not exist.  If my above suspicions are correct, then having any bicycles on the road in the dangerous manner that almost everybody perceives them to be – and therefore they must be slowing down by affecting the conscience of other road users in being overly careful of them: thus disrupting the traffic as suspected.

 

Are the city fathers playing games with us?  By placating the ultra feminist care for mother Earth and the feminist green agenda, even to the point of absurdity?

 

How much is it costing us questioning quick?

Would that money not be better spent developing regional cycleway is up on the hill's and amongst the trees?

 

I heart heartily suspected would be much better that way.

 

I cannot believe that the bicycles had no effect on the efficiency of traffic flow is.  Let us hear a full objective study from the traffic engineer's.

 

Or is it that these snooty vegetative flora and fauna inches – the gnashing toothed herbivores. Would prefer the snooty prideful ride of high political correctness through the streets of Newtown and Berhampore even if it means the destruction of all sensible economics in this city of 300,000 people.

Oh how these noble creatures so correct in their corrections riding high on the bikes in the centre of the road love to flaunt their carefully manicured politics.

 

Yet, correct, they are not.

On a hot day they need two showers: one at work.  On the bikes they exert themselves so splendidly.  Exhaling greenhouse gases with every breath. Out of their precious bums, shining on their shiny seats– they fart methane and other global catastrophes. Grouped together with all their fellow travellers they transgress all traffic flows- causing the country and the city Fathers to emit more carbon. Bicycles cause more global emissiuons. Therefore, friends of the eco-feminist Earth.  They are not.

 

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