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Format: 1 Online-Ressource (vii, 232 Seiten) , Illustrationen

ISBN: 9781843765493

Series Statement: Transport economics, management, and policy

Content: Pollution, alternative fuels, congestion, intelligent transportation systems, and the shift from construction to maintenance all call for a reconsideration of the existing highway revenue mechanisms, especially the gas tax. David Levinson explores the fundamental theoretical basis of highway finance, in particular the use of tolls, and supports that theory with empirical evidence. The author examines highway finance from the perspective of individual jurisdictions and travellers, and considers their interactions rather than specifying a single optimal solution. Congestion pricing has long been a goal of transportation economists, who believe it will result in a more efficient use of resources. Levinson argues that if the governance were to become more decentralized, and collection costs continue to drop, tolls could return to prominence as the preferred means of financing roads for both local and intercity travel. An approach that creates the local winners necessary to implement road pricing is required before it can be expected to become widespread

Content: 1. Introduction -- 2. History -- 3. Costs -- 4. Revenues -- 5. Hierarchy -- 6. Intertemporal equity -- 7. Finance choice on a beltway -- 8. Finance choice on an interstate -- 9. Finance choice at a frontier -- 10. Congestion pricing -- 11. Compensation -- 12. Deploying electronic tolls -- 13. Summary and conclusions

Note: Includes bibliographical references (p. 215-227) and index

Additional Edition: Erscheint auch als Druck-Ausgabe, Hardcover ISBN 9781840645941

Language: English

Subjects: Economics

Keywords: Straßenverkehr ; Straßenbau ; Finanzierung ; Verkehrsnetz ; Finanzierung ; Straßenbenutzungsgebühr

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Format: 1 online resource (372 p) , illustrations, maps , 25 cm

Edition: Boulder, Colo NetLibrary 2004 Reproduction

ISBN: 1402078749

Series Statement: Transportation research, economics and policy v. 10

Note: Includes bibliographical references , Reproduction

Additional Edition: Available in another form a

Language: English

Keywords: Electronic books.

URL: Full text  (Click to View (Currently Only Available on Campus))

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Format: 1 online resource (634 pages)

Edition: 2nd ed.

ISBN: 9780199862719 , 9780199389520

Content: Examines the genesis of tranportation policy in the US and UK, in relation to how transportation systems are deployed and become mature

Note: Cover -- The Transportation Experience -- Copyright -- Contents -- List of Figures -- List of Tables -- 1 Wave One: 1790-1851 -- 1 Rivers of Steam -- 1.1 Steam Boats and Stream Boats -- 1.2 The Steam Engine -- 1.3 Bridgewater -- 1.4 Erie and Emulation: Canals in the United States -- 1.5 France in America: The US Army Corps of Engineers -- 1.5.1 OHIO-MISSISSIPPI RIVER SYSTEM -- 1.5.2 KENTUCKY RIVER -- 1.5.3 TENN-TOM -- 1.6 Discussion -- 2 Design by Design: The Birth of the Railway -- 2.1 Plateways to Railways -- 2.2 Profile: Richard Trevithick -- 2.3 Profile: George Stephenson -- 2.4 Stretching the State of the Art -- 2.5 Design by Design -- 2.6 Defining the Railway -- 2.7 Discussion -- 3 Incentivizing Investment: Roads through the Turnpike Era -- 3.1 Steam Cars -- 3.2 From Trails to Roads -- 3.3 The Corvée -- 3.3.1 THE CORVÉE IN ENGLAND -- 3.3.2 THE HEART OF MIDLOTHIAN -- 3.3.3 THE CORVÉE IN FRANCE -- 3.3.4 THE BEGAR IN SOUTH ASIA -- 3.3.5 THE CORVÉE IN JAPAN -- 3.4 Profile: John Loudon McAdam -- 3.5 Profile: Thomas Telford -- 3.6 Stagecoach -- 3.7 Turnpike Trusts -- 3.8 Turnpike Companies -- 3.9 Plank Roads -- 3.10 Mail and the Gospel of Speed -- 3.11 Fin de Siècle -- 3.12 Discussion -- 2 Phase I of the Life-cycle -- 4 Inventing and Innovating -- 4.1 There Are Multiple Models for Innovation and Invention -- 4.2 Essential Knowledge May Follow Innovation -- 4.3 Technology Progresses with Building Blocks -- 4.4 Patents May Constrain Innovation -- 4.5 Innovation Requires an Adequate Design Serving the Right Market Niche -- 4.6 Policies May Be Forged to Aid Infant Industries -- 4.7 The Potential for Improvements as the Predominant Technology Emerges Is Critical -- 4.8 An Innovation Has to Be Consistent with Market (Client) Values -- 4.9 For a System to Work, All Components Have to Function Appropriately -- 4.10 Innovative People Abound , 10.5.1 INTERVENTION CAN SLOW DOWN OR SPEED UP THE TEMPORAL PACE OR REALIZATION OF SYSTEM DEVELOPMENT -- 10.5.2 INTERVENTIONS CAN COORDINATE BETWEEN DISJOINT ACTORS -- 10.5.3 HARDENING IMPLIES INTERVENTIONS MAY BE INCONSEQUENTIAL -- 10.6 Speed enables specialization -- 10.7 Discussion -- 5 Wave Three: 1890-1950 -- 11 American Shipping -- 12 Taking Flight -- 12.1 Profile: Juan Trippe -- 12.2 System Evolution -- 12.3 Air Mail -- 12.4 Discussion -- 13 Railroads Regulated -- 13.1 Federal Triangle -- 13.2 Correspondence and the Locus of Authority -- 13.3 Mighty Elevators of Grain -- 13.4 Government's Proactive, Normative Rule -- 13.5 Regulating Labor Relations -- 13.6 Deregulation -- 13.7 Comparisons of the Developed World -- 13.8 Iron Triangles and Aluminum Rectangles -- 13.9 Discussion -- 14 Bustitution -- 14.1 Myths in Motion -- 14.2 Deterioration -- 14.3 Motorization -- 14.3.1 TWIN CITIES TRANSIT -- 14.4 Angels and Devils -- 14.5 Symbolic Systems -- 14.6 Discussion -- 15 Public Roads and Private Cars -- 15.1 Whitetop and Blacktop -- 15.2 Auto Trails -- 15.3 Safe Streets -- 15.4 Transportation and Traffic Planning -- 15.5 Free Curb Parking, or Who Controls the Roads as Commons? -- 15.6 The 7 Percent Solution -- 15.7 Financing Roads (c. 1920) -- 15.8 Bureau of Public Roads -- 15.9 Discussion: Highway Needs -- 16 Urban Planning: Who Controls the Turf? -- 16.1 Introduction -- 16.2 The Urban Wheel -- 16.3 Civil Engineering -- 16.4 City Planning -- 16.5 City Planning versus Transportation Planning -- 16.6 Other Varieties of Transportation Planning -- 16.7 Discussion -- 17 Telephone -- 17.1 Harmonious Bells -- 17.2 Regulation Ringing -- 17.3 The Bell Cracks -- 17.4 All the King's Horses -- 17.5 Bell Labs -- 17.6 Discussion -- 6 Phase 3 of the Life-cycle -- 18 Aging in Place, Aging sans Grace -- 18.1 Managing , 18.2 Increases in Productivity Diminish or Vanish as Systems Mature -- 18.3 Escape, Adapt, Accept are the Three Basic Strategies for Organizations at Maturity -- 18.4 Obduracy Is Standard Practice in Mature Organizations -- 18.5 The Behavior of the System is Conditioned by Its Structure -- 18.6 Spandrels Create Hooks for Innovation -- 18.7 Consequential Developments Occur in Second Order Systems -- 18.8 Government Policies for Maturity Are Negotiated Contracts with the Regulated -- 18.9 Large System Innovations Are the Work of Blind Giants -- 18.10 Maturity Creates Imperatives -- 18.11 Maturity Creates Opportunities -- 18.12 Transportation Is Possessed with Zombies -- 7 Wave Four: 1939-1991 -- 19 Building Blocks: The Logistics Revolution -- 19.1 McLean's Insight: Inside the Box -- 19.2 Matson's Innovations -- 19.3 Alliances -- 19.4 Container Ports -- 19.5 Labor Arrangements -- 19.6 Discussion -- 20 The Jet Age -- 20.1 Supersonic -- 20.2 Growth Pulses -- 20.3 Cabotage -- 20.4 Federal Express -- 20.5 Networked Organization -- 20.5.1 ALLIANCES -- 20.5.2 RESERVATION SYSTEMS -- 20.6 Deregulation -- 20.7 Security Theater -- 20.8 Discussion -- 21 Railroads Rationalized -- 21.1 Rationalization: Nationalization Style -- 21.2 Rationalization: Congressional Style -- 21.3 Rationalization: Commission Style -- 21.4 Rationalization: Corporate Style -- 21.5 Rationalization: Conrail/Amtrak Style -- 21.6 Rationalization: Iowa Style -- 21.7 Rationalization: Community Style -- 21.8 Rationalization: LA Style: The Alameda Corridor -- 21.9 Rationalization: Tracks or Wires: Dakota, Minnesota and Eastern -- 21.10 Rationalization: Coming to Peace with Modal Competition -- 21.11 Rationalization: Laying a New Path -- 21.12 Labor Rationalized -- 21.13 Discussion -- 22 Interstate -- 22.1 Limited Access -- 22.2 Inventing the Interstate -- 22.2.1 SUCCESS HAS MANY FATHERS , 22.2.2 REGARD FOR THE BUREAU OF PUBLIC ROADS -- 22.2.3 THE BRAGDON COMMITTEE -- 22.3 Freeways Rising -- 22.3.1 FREEWAYS IN JAPAN -- 22.3.2 BUILDING URBAN HIGHWAYS: THE CASE OF I-94 -- 22.3.3 FREEWAY REVOLTS -- 22.3.4 PROFILE: ROBERT MOSES -- 22.3.5 PROFILE: JANE JACOBS -- 22.4 The Interstate at Maturity -- 22.4.1 REBUILDING URBAN HIGHWAYS: THE CASE OF THE BIG DIG -- 22.4.2 BUILDING SUBURBAN HIGHWAYS: INTER-COUNTY CONNECTOR -- 22.4.3 THE LAST INTERSTATE -- 22.4.4 PRIVATE ROADS? THE CASE OF THE DULLES GREENWAY, VIRGINIA -- 22.4.5 HIGH-OCCUPANCY VEHICLES -- 22.4.6 HOT LANES AND HOT NETWORKS -- 22.5 Ideas: Privatization versus a Public Utility Model -- 22.6 Freight -- 22.6.1 FEDERAL TRUCKING REGULATION -- 22.6.2 IDEA: BIFURCATION -- 22.6.3 IDEA: TRUCK COLLECTOR SERVICE -- 22.7 Discussion -- 23 Recapitalization -- 23.1 Federalization -- 23.2 San Francisco's BART -- 23.3 Washington's Metro -- 23.4 Other People's Money: Rational Behavior in Irrational America -- 23.5 Docklands Light Railway and the Jubilee -- 23.6 Challenge: Serving the Disadvantaged -- 23.7 Universal Design -- 23.8 Personal Rapid Transit: Imagination in Search of a Market -- 23.9 Reinventing Fixed Route Transit -- 23.9.1 RETRENCHMENT -- 23.9.2 SUBSIDIZING THE TRAVELER NOT THE SYSTEM -- 23.9.3 CONTRACTING OUT -- 23.9.4 THE PRODUCT -- 23.10 Discussion -- 24 Lord Kelvin's Curse -- 24.1 The Limits of Knowledge -- 24.2 Policy Wants to Control -- 24.2.1 LAW OF INERTIA -- 24.2.2 SECOND LAW OF THERMODYNAMICS -- 24.2.3 WE CAN THINK BETTER -- 24.3 Forecasting Travel -- 24.3.1 UTPS EMERGES -- 24.3.2 CATS AS FORECASTING PARADIGM -- 24.3.3 EVALUATION PARADIGM -- 24.3.4 DIFFUSION OF CATS -- 24.4 UTPS and Its Discontents -- 24.4.1 THE UTPS IS BIASED IN FAVOR OF THE INTERSTATE AND SCALE ECONOMIES -- 24.4.2 THE UTPS DOESN'T MODEL MUCH OF HUMAN ACTIVITY -- 24.4.3 THE FLAWS OF UTPS ARE MYRIAD , 24.4.4 UTPS INADEQUATELY ADDRESSES INDUCED DEMAND AND INDUCED DEVELOPMENT , 4.11 Innovations Must Finesse Existing Constraints -- 4.12 Innovative People Cooperate -- 4.13 Excuses for Inaction Abound -- 4.14 Innovation Can Be Innovated -- 4.15 Transportation Development Is Chancy -- 3 Wave Two: 1844-1896 -- 5 The Modern Maritime Modes Emerge -- 5.1 Beginnings -- 5.2 Trading Companies -- 5.3 A Port in a Storm -- 5.4 Cargo Ships -- 5.5 Ocean Liners -- 5.6 The SS Great Eastern -- 5.7 Profile: Marc and Isambard Kingdom Brunel -- 6 Railroads Deployed: Learning from Experience -- 6.1 Trials and Errors -- 6.2 Emulation -- 6.3 Learning about Networks: The Legrand Star Plan -- 6.4 Learning about Technology -- 6.5 Learning about Passenger Service Standards -- 6.6 Learning about Freight Rate-Making -- 6.7 Learning about Embedded Policies: The Org Chart -- 6.8 Learning about Rules: The Code of Operations -- 6.9 Learning about Time: The Rise of the Time Zone -- 6.10 Learning about Traveler Information -- 6.11 Learning about Right-of-Way: The Conflict between Land for Access and Land for Activity -- 6.12 Learning about Alliances -- 6.13 Profile: Cornelius Vanderbilt -- 6.14 Learning about Finance: The Erie War -- 6.15 Comments by Social Critics -- 7 Good Roads, Bicycle Mechanics, and Horseless Carriages -- 7.1 Bicycles as Building Blocks -- 7.2 From Horse to Horseless -- 7.3 Road Trips and Races -- 7.4 Object Lessons -- 7.5 Discussion -- 8 Transit -- 8.1 Omnes Omnibus -- 8.2 Going Underground -- 8.3 Above and Below New York -- 8.4 Transit Surfaces -- 8.5 Metro-Land -- 8.6 Discussion: The Land Value Metric -- 9 Telegraph -- 4 Phase 2 of the Life-cycle -- 10 The Magic Bullet -- 10.1 Growth -- 10.2 Growth Takes Off Due to Magic Bullets -- 10.3 Standardization Enables Magic Bullets, Thwarts Innovation -- 10.4 Purported Magic Bullets Are Sometimes Tragic Bullets -- 10.5 The Trajectory of Magic Bullets Is Difficult to Alter

Additional Edition: Print version Garrison, William L. The Transportation Experience Oxford : Oxford University Press, Incorporated,c2014 ISBN 9780199862719

Language: English

Keywords: Electronic books

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