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
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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
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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
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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
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24.4.4 UTPS INADEQUATELY ADDRESSES INDUCED DEMAND AND INDUCED DEVELOPMENT
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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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