Cordell Hull, father of the income tax

Cordell Hull B&W

 

THE father of the federal income tax was Cordell Hull, not exactly a household name although one that might be held in infamy on every year at this time. A Tennesseean, Hull spent his early days in obscurity. He read the law and then entered politics, becoming a state legislator at the age of 21. Six years later he volunteered for service in the Spanish-American War, but when he finally got to Cuba, the fighting was over. It was not Hull’s last frustrating experience in government service. During the 1890s Hull became a student of income taxes, as employed in other countries and in the United States during the Civil War. He was pleased to see Congress pass an income tax in August 1894, but terribly disappointed when the Supreme Court voided it a year later. Hull continued his research into the matter, at the same time paving the way for a political career in Washington, where he hoped to lead in effecting a constitutional tax.

In 1906 Hull was elected to the House of Representatives from Tennessee, a position he would hold, save for one term, until 1930, when he was elected to the Senate. Not surprisingly, his maiden speech before the House was devoted to the necessity for passing an income tax bill that he had introduced. And not surprisingly, his speech attracted not one bit of serious attention. “. . . I must confess,” he wrote in his “Memoirs,” “I got nowhere with income tax in the Sixtieth Congress. I went over the question in many speeches. I talked to any member of either House of Congress who was willing to listen to me. I talked to outside leaders. I talked to some Congressmen so often they were no longer willing to listen. I well recall that House leaders such as John Sharp Williams and Champ Clark, although strongly favoring an income tax, would turn and walk in another direction when they saw me approaching.”

Hull persisted, refining his rationale for the proposal. “I have no disposition to tax wealth unnecessarily or unjustly,” Hull said in a March 1909 speech that would be repeated time and gain, “but I do believe that the wealth of the country should bear its just share of the burden of taxation and that it should not be permitted to shirk that duty. Anyone at all familiar with the legislative history of the nation must admit that the chief burdens of government have long been borne by those least able to bear them, while accumulated wealth has enjoyed the protection and other blessings of the Government and thus far escaped most of its accompanying burdens.”

Then in one of those quirks of congressional history, Hull began to get some support for his proposal from Southern and Western congressmen, not enough to get a bill passed but enough to move opponents to push the panic button. In fact, opponents overreacted, offering to sponsor a constitutional amendment authorizing an income tax. They figured that this ploy would force Southern and Western congressmen to abandon their legislation in favor of the amendment, which would never be ratified by three-fourths of the states. By the summer of 1909, Hull saw the amendment rushed through both houses by unbelievable majorities, 77 to 0 in the Senate, 318 to 14 in the House. More surprising was the fact that three-fourths of the states ratified it by February 1913. “Here at last,” wrote Hull, “was fruition to my work and study of twenty years.”

Not quite. Hull was the main author of legislation implementing the 16th Amendment and throughout the early years of the federal income tax played a critical role in effecting changes, especially during War War I. Of course, Hull is rarely mentioned as the father of the income tax, in large part because he went on to bigger and better things: as secretary of state under Franklin D. Roosevelt (1933-44) and as the recipient of the Nobel Peace Prize in 1945. Some critics of the tax have contended, however, that many Americans unknowingly honor the Tennessee legislator every April 15 as they frantically attempt to survive the 1040 HULLabaloo.

Thomas V. DiBacco is a historian at the American University.

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Hull would be honored for his role in organizing the World War II diplomatic alliance that became the United Nations.  – https://en.wikipedia.org/wiki/Cordell_Hull

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Eric Britton
13, rue Pasteur. Courbevoie 92400 France

Bio: Founding editor of World Streets (1988), Eric Britton is an American political scientist, teacher, occasional consultant, and sustainability activist who has observed, learned, taught and worked on missions and advisory assignments on all continents. In the autumn of 2019, he committed his remaining life work to the challenges of aggressively countering climate change and specifically greenhouse gas emissions emanating from the mobility sector. He is not worried about running out of work. Further background and updates: @ericbritton | http://bit.ly/2Ti8LsX | #fekbritton | https://twitter.com/ericbritton | and | https://www.linkedin.com/in/ericbritton/ Contact: climate@newmobility.org) | +336 508 80787 (Also WhatApp) | Skype: newmobility.)

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Op-ed. Successful Fare-free Public Transport never comes alone

“Those that fail to learn the lessons of history, are doomed to repeat them.” 
– Attributed to Winston Churchill (and others)

Discussions of free public transport are often presented by the media and too often even in expert discussions as if it were a new concept that has no history.  To make wise policy decisions we need to be aware of this history.

To this end, this broad historic  overview and critical expert commentary on the international evolution of Fare Free Public Transport  (FTP here) covering the last half century was prepared by Dr. Michel van Hulten (see below) and submitted as a working paper in support of the international conference organized in Tallinn under the title: “Free public transport for all. Dream or reality”   In this working paper the author looks at the issues of the ‘why, how, when, where to pay for public transport’ (FFPT) – issues and questions that need to be at the heart  of our discussions and in time our decisions and actions.  

Required reading!

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FRANCE CYCLING FAST FORWARD:  MULTIPLY BY A FACTOR OF FOUR. (CAN WE DO IT?)

by Jérémie ALMOSNI, head of ADEME’s transport and mobility department, Mathieu CHASSIGNET, expert in sustainable mobility, Véronique MICHAUD, general secretary of the Club des Villes et Territoires cycle and Olivier SCHNEIDER, president of the French Federation of Bicycle Users ( FUB).

Yes we can!

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‘We’re doomed’ . . . Mayer Hillman on the climate reality no one else will dare mention

China Mekong Basin desertification AFP Huang Dinh Nab Le Monde

Let’s listen to what Dr. Mayer Hillman —  eminent architect, town planner and Senior Fellow Emeritus since 1992 at the Policy Studies Institute, University of Westminster where he worked for at least thirty years —   had to offer on this score in a feature article and interview that appeared in The Guardian earlier this week.  By Patrick Barkham   Full text with illustrations are  https://www.theguardian.com/environment/2018/apr/26/were-doomed-mayer-hillman-on-the-climate-reality-no-one-else-will-dare-mention?CMP=share_btn_fb

W’re doomed,” says Mayer Hillman with such a  beaming smile that it takes a moment for the words to sink in. “The outcome is death, and it’s the end of most life on the planet because we’re so dependent on the burning of fossil fuels. There are no means of reversing the process which is melting the polar ice caps. And very few appear to be prepared to say so.”

Hillman, an 86-year-old social scientist and senior fellow emeritus of the Policy Studies Institute, does say so. His bleak forecast of the consequence of runaway climate change, he says without fanfare, is his “last will and testament”. His last intervention in public life. “I’m not going to write anymore because there’s nothing more that can be said,” he says when I first hear him speak to a stunned audience at the University of East Anglia late last year.

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World Streets International Advisory Panel: The second decade

Posting on updating World Street’s international advisory panel – WORKING DRAFT FOR COMMENT,  18 April 2018 –

Early on in 2008, as part of the task of laying the groundwork for a new  independent collaborative platform on sustainable transport for what eventually became World Streets:  The Politics of Transport in Cities“, we decided to get in touch with some of our most trusted and creative colleagues working in various ways and  in many very different environments on the challenges of sustainable transport, sustainable cities and sustainable lives — and ask them if they might have a look at our initial work plan and possibly make suggestions and comments in order to  help us do a better job in this self-assigned task.

Ideas and encouragement generously poured in from this initial core group of friends, helping us to lay an improved  base and setting a pattern for our proposed collaborative venture. And as we moved ahead other colleagues joined in with their counsel and support, which we then decided to explain and encourage, calling this our informal  International Advisory Panel.  Now if this might strike you to be a bit puffed up and institutional, we can assure you that the whole thing has from the beginning  been strictly informal and collegial with no pretenses of being anything more.

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Op-Ed: A PRIMER ON SEATING FROM PPS

“This might not strike you as an intellectual bombshell,” William H. Whyte liked to say, “but people like to sit where there are places for them to sit.” Whyte’s famous observations of plazas and parks suggested that people were not that picky about where they sit, as long as they could sit somewhere. But he also demonstrated that certain types of seating could revitalize a moribund place.

Seating that is accessible, comfortable, well-maintained, and located in the right places is critical to successful placemaking. Here are a few basics to consider when incorporating moveable seating into your public areas.

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HOW MOBILE ARE WE AND HOW DID WE GET HERE? (Draft for comment for 2018 New Mobility Master Class.)

The mobility/growth paradigm

– By John Whitelegg, extract from his book MOBILITY. A New Urban Design and Transport Planning Philosophy for a Sustainable Future, Chapters 2 and 3. For more on the New Mobility Master Class program click here –  https://goo.gl/BB2pPE

 

Mobility is most commonly measured, if at all, as total distance travelled per annum per capita in kilometres and/or total distance travelled per day per capita. There are other important dimensions e.g. number of trips made per day or number of destinations that can be accessed by different modes of transport in a defined unit of time but these are not generally measured in a systematic way or included in data sets. Usually mobility is not defined. It has become a rather vague concept associated with quality of life or progress and it is invoked as a “good thing” and something that should be increased. This is very clear in most national transport policies and at the European level where major transport policies and funding mechanisms are increasingly framed.

A recent EU research and development document (European Commission 2013a) begins with the main heading “Mobility for growth.” It does not define mobility. The document is an undiluted manifesto accepting and promoting the growth of mobility and advocating the importance of this growth for the success of wider economic policy objectives, asserting the unquestioned importance of endless economic growth and ignoring the voluminous literature on the impossibility of endless economic growth and of ecological and resource limits to growth (Douthwaite, 1992, Schneidewind, 2014).

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Machine Translations for 2018 New Mobility Master Classes — (And other uses, with an invitation)

In the context of our 2018 online educational outreach program on New Mobility Master Classes – of which you can check out the initial work plan at https://wp.me/s1fsqb-7777 and https://www.facebook.com/NewMobilityMasterClass/ — we decided to look closely with the help of a handful of our colleagues working in different language environments at the potential for using Google Translate’s offer of immediate machine translation of your web site and with one click in to close to one hundred languages.

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_____________ MOBILITY, DEATH AND INJURY _____________ 2018 New Mobility Master Class Session 3. (Draft for comment)

FB MC speeding cars school girls running at intersection

Paris, 22 Feb. 2018.

This draft posting is intended for informal peer review and critique in the context of a new international collaborative program of New Mobility Master Classes being planned for 2018-2020. The core text that follows is taken verbatim from Chapter 3 of John Whiteleggs well-received 2015 book Mobility A New Urban Design and Transport Planning Philosophy for a Sustainable Future. The remainder of the text for this session  (below) is still in process. It will shortly be completed with an introduction to the 2018  program by the editor who is serving as course leader, along with a short list of recommended reading (3-5 online references), the usefulness of machine translations, and a closing discussion and commentary by participants and visiting colleagues)

Contents (working draft)

  1. General introduction (2 parts)
  2. MOBILITY: DEATH AND INJURY (Chapter 3)
  3. Conclusions
  4. Selected references
  5. About the authors
  6. How to obtain the book
  7. Translation
  8. Facebook
  9. Reader comments
  10. Last words

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_____________ MOBILITY: DEATH AND INJURY _____________ For 2018 New Mobility Master Class #3. (Draft for comment)

FB MC Whitelegg sWEDEN master classes

Paris, 15 Feb. 2018.

This draft posting is intended for informal peer review and private commentary in the context of a new international collaborative program of New Mobility Master Classes being planned for 2018-2020. The core text you find here is taken verbatim from Chapter 3 of John Whiteleggs well-received 2015 book Mobility A New Urban Design and Transport Planning Philosophy for a Sustainable Future. The remainder of the text for this session is still in process and presented for now as a draft intended for review, comment and suggestions. It will shortly be completed with an introduction to the 2018 Master Class program by the editor who is serving as course leader, along with a short list of recommended reading (3-5 online references) and a closing discussion and commentary by participants and visiting colleagues)

Contents

  1. General introduction (2 parts)
  2. Mobility: Chapter 3. Death and Injury
  3. Conclusions and last words
  4. Selected references
  5. About the authors
  6. How to obtain
  7. Translation
  8. Facebook page
  9. Reader comments

 

 

 

1.  General Introduction

  • Text to follow 

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2.  Mobility Chapter 3. Death and Injury

One of the most obvious, pervasive and unacceptable consequences of motorised mobility is death and injury in the road traffic environment. It is over 60 years since John Dean addressed the problem in his book “Murder most foul” (Dean, 1947):

“It is common ground that the motor slaughter ought to be stopped; it is also common ground that it can be stopped, or at least greatly reduced.. it is realised that the killing or maiming every year of about a quarter of a million persons ..are not items that any country can afford to ignore .. i t is also realised, if less clearly, that the motor slaughter leaves behind it an ever widening trail of private misery-bereavement, poverty resulting from the death of the breadwinner, crippledom and the rest and that this, too, ought to be stopped.

Finally, it is realised, if again it is less clearly, that the motor slaughter is bad in itself: that it is bad that human beings should kill and maim other human beings.in this cold blooded way: worst of all that as happens in a very large proportion of the cases, vigorous adults should kill or maim children and elderly and infirm persons and then criminally and meanly put the blame on their victims: that in short, it is not only the lives and well-being of about a quarter of a million persons and the material loss every year that are at stake, but to a high degree, the standards of decency and the moral health of the nation.

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The Cause of Global Inequality: Comparing Jared Diamond and Henry George

 

 

Can inequality within and between societies be explained in terms of merit and intelligence, or are the most important determinants of inequality beyond individual control? Both economist Henry George and geographer Jared Diamond essentially asked this same question, examining the fundamental forces that have shaped human history. They come to startlingly similar conclusions. These similarities have not, until now, been connected and compared so directly.

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Efficiency, equity, education, democracy, environment, accomplishment, modesty and fresh ideas . . . You’d be singing too

Part I: A Flashmob in Helsinki

A flashmob choral intrusion that took place on one more winter day in the main train station of Helsinki, the capital of Finland. But what are they singling about?

(A flash mob (just to recall and in case you were out shopping at the time) is an unannounced event involving, by all appearance,s an unrelated group of people who suddenly emerge from the shadows and assemble in a public place, perform an unusual and unexplained act for a brief time, then quickly disperse and continue on their ways.  As you can just see here.)

Part II. A Finnish story: Introduction

A bit of context in case you your Finnish history needs a reminder. Here you have a brief  introductory text (quickly translate, apologies) to an excellent  one hour documentary that has just appeared on Arte, the French/German public television. (Sadly not yet available in English, so you can test your French, German, Finnish and the striking images which tell a story of their own.)

A century ago, December 6, 1917, Finland proclaimed its independence. Blending archives and testimonies, this enlightening documentary retraces the great events that have marked the history of this young European nation. Attached from the thirteenth century to the Kingdom of Sweden, then swallowed in the early nineteenth by Tsar Alexander I, Finland, the fifth largest territory of the European Union, manages to find its own way after the October Revolution, negotiating their sovereignty with Lenin.

Traumatized since  independence by a deadly civil war, then ravaged during the Second World War by the fighting between the armies of Stalin and those of Hitler,  Finland paid a terrible price during its first half-century of existence.

After WW2 Finland, finding its place in the concert of nations, was the host of the Olympic Games in 1952 before hosting, in 1975, the representatives of the thirty-five signatory states of the Helsinki Accords, which still govern their peaceful cooperation. Begun after the war, the development of his industry has brought the country , with its telecom champion Nokia, in the big leagues of globalization.

Subordination and tragedies

It was in the 16th century, with the first translation of the Bible into Finnish, that the foundation stone of the Finnish “national novel” was laid. Going back in time, Olivier Horn, the film’s director, recounts the centuries of foreign domination and tragedies that Finland traversed before and after their common conquest of independence. Historians, journalists, politicians – including former President of the Republic Tarja Halonen (2000-2012) , novelists (Roman Schatz, Kjell Westö, Sirpa Kähkönen), but also ordinary citizens shed light on the most important events in history of the still  young nation.

Drawing heavily on the archives, the documentary also recalls Finland’s persistent progressive aspirations. The first in Europe to establish women’s right to vote and to be elected to public office in 1906, Finland (5.5 million inhabitants) continues to make youth education the keystone of its success. Relieved by the end of the Cold War, then by the collapse of the USSR of which it was a privileged trading partner, Finland is continuing to make its own way.

 

Part III: You’d be singing too.

Finland university graduate ceremony hats

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About the editor

Eric Britton
13, rue Pasteur. Courbevoie 92400 France

Bio: Founding editor of World Streets (1988), Eric Britton is an American political scientist, teacher, occasional consultant, and sustainability activist who has observed, learned, taught and worked on missions and advisory assignments on all continents. In the autumn of 2019, he committed his remaining life work to the challenges of aggressively countering climate change and specifically greenhouse gas emissions emanating from the mobility sector. He is not worried about running out of work. Further background and updates: @ericbritton | http://bit.ly/2Ti8LsX | #fekbritton | https://twitter.com/ericbritton | and | https://www.linkedin.com/in/ericbritton/ Contact: climate@newmobility.org) | +336 508 80787 (Also WhatApp) | Skype: newmobility.)

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Before “Circular Economy”: Historical Antecedents

CE Antecedents heros x2

More often than not the concept or application of  what is called”Circular Economy” is treated as an entirely new toolbox or approach, that is to say somehow historyless, This is or course far from the case.

The goal of the above  quickly fashioned mosaic is to serve as a reminder — and incomplete reminder — of some of the great men and great thinking that came before, with this listing taking us up to the beginning of this still new century,.  (Surly I have missed here some  of the important figures, who to my mind constitute the Ffounding Fathers of Circular Economy. So please fo not be shy and share your thoguhts on this with us.)

And just in case it did not strike you, they are, to a man, just that: all males. I  don’t quite know what to make of this, but it is at the very  least worth noting.  And worth stressing, that any such concept that does not include full participation and leadership from women as well is doomed to fail. So let’s think about that for a bit.

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Eric Britton
13, rue Pasteur. Courbevoie 92400 France

Bio: Founding editor of World Streets (1988), Eric Britton is an American political scientist, teacher, occasional consultant, and sustainability activist who has observed, learned, taught and worked on missions and advisory assignments on all continents. In the autumn of 2019, he committed his remaining life work to the challenges of aggressively countering climate change and specifically greenhouse gas emissions emanating from the mobility sector. He is not worried about running out of work. Further background and updates: @ericbritton | http://bit.ly/2Ti8LsX | #fekbritton | https://twitter.com/ericbritton | and | https://www.linkedin.com/in/ericbritton/ Contact: climate@newmobility.org) | +336 508 80787 (Also WhatApp) | Skype: newmobility.)

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Circular Economy: Peer review request and first response

Dear Eric,

Surprise! I am at my desk and your email asking me about an eventual independent “peer review” on the current state of science and accomplishment under the heading of Circular Economy arrived moments ago and is staring at me. In fact I was at a conference on just this topic in another country, which was OK, except that I could have given virtually all the talks myself.

I didn’t learn very much, which was disappointing. Waste of time, except it got me thinking more about one aspect of the circularity problem. In brief, most of the elements in the periodic table are now “in play”, and most of them are really “hitch-hikers” obtained from the ores of major industrial metals (copper, zinc, aluminum etc.).

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DEMOCRACY CAME LATE TO OUR STREETS (Or, Drivers as Victims)

* Wanted: Curators and contributors for World Streets “Drivers As Victims” Department. Contact eric.britton@ecoplan.org

Drivers as Victims

After a century of fearless and uncontested domination, peace and pandering, car/owner drivers around the planet suddenly find themselves in the midst of a raging process of transition to a very different world of privilege and limitation, laws and enforcement, economics and free rides. And unsurprisingly in their own yes they see themselves as victims: having their territory limited step by step to ever-growing parts of the cityscape where they have long been uncontested kings and queens.

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Taiwan East/West New Mobility Innovation Challenge 2017. Events: Getting ready for Taiwan 2017 Collaborative Mission

 

This year’s program combines site visits, brainstorming sessions, conferences, presentations and vigorous questioning, looking, listening and co-learning with my esteemed long time Taiwanese friends and colleagues.from 22 September to 4 October. Among the main events and presentations:

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Op-Ed: On-street parking fees despite zero public transport?

Can on-street parking fees really help places with poor public transport?

I was asked this many times in Pune, India, while I was there on mission three weeks ago*. Parking is a hot topic in this Maharashtra city of about 5 million people because many Pune streets have extreme parking problems and because the Pune Municipal Corporation (PMC) has a new and progressive draft parking policy awaiting approval. However, public transport in Pune remains unappealing for vehicle owners. Hence the question.

The short answer is yes! 

By Paul Barter, Adjunct Associate Professor, LKY School of Public Policy, National University of Singapore

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