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The paper is devoted to the "great transport revolution" in Russia. The author shows that the users of passenger carriages in the Moscow state of the late Middle Ages were mostly women from aristocratic families. Aristocratic men usually rode on horseback. They could be forced to take a carriage only by illness or old age. In the 16th century, the kolymaga, which differed little from the medieval European carriages, remained main wheeled means of transportation in Russia. Late in the 16th century, more advanced European coaches with the body suspended on leather straps began to get to Moscow. Lexemes of European origin—carretta and coach—began to penetrate into the Russian language along with them. From the end of Ivan the Terrible's reign, coaches began to be used in diplomatic practice, which gradually created an idea of them as an element of prestige. The "transport revolution" in Russia was delayed by the Time of Troubles. From the middle of the 17th century, the number of European-made equipages began to increase in Moscow. In the late 1660s–early 1670s, coaches became fashionable among the Russian aristocracy. In 1681, the first decree restricting their use in Moscow was issued. It led to the widespread use of buggies. The "transport revolution" ended late in the 17th century. [ABSTRACT FROM AUTHOR]

This roundtable discussion concluded the conference "Roads to Exclusion: Socio-Spatial Dynamics of Mobility Infrastructures since 1800" that took place at the German Historical Institute Washington (GHI) in September 2022. The event was organised by the GHI and the Käte Hamburger Kolleg global dis:connect – Dis:connectivity in Processes of Globalisation at Ludwig Maximilian University of Munich (LMU) and brought together scholars from four continents who discussed the dynamics of inclusion and exclusion entailed in transportation infrastructures around the globe. The roundtable included four panellists – Jennifer Hart (Virginia Tech), Peter Norton (University of Virginia), Anke Ortlepp (University of Cologne) and Heidi Tworek (The University of British Columbia) – and was moderated by Roland Wenzlhuemer (LMU). Focusing on the question of what the most pressing topics in the history of transportation and infrastructure are, the panellists urged for more people-centred histories and cross-disciplinary collaboration. The discussion also revolved around the need for scholars of transportation to develop compelling narratives that can help them reach wider audiences and build pathways toward a more just, sustainable, inclusive, and mobile future. [ABSTRACT FROM AUTHOR]

The greenhouse to icehouse transition at the Eocene-Oligocene boundary (34 Ma) marked the appearance of continental-scale glaciation in Antarctica. The material recovered from Ocean Drilling Program Site 696 is the only record spanning this major climatic shift in the Weddell Sea region. Using scanning electron microscopy, quartz microtextures in 13 samples across the Eocene-Oligocene transition were analyzed to understand the degree of glacial modification and the transportation history of the >150 µm material. The quartz grains were visually grouped, characterized, and interpreted by grain outline, relief, and surface microtextures. Glacial textures are present throughout the entire interval (34.4-33.2 Ma), with the proportion of icebergrafted grains in each sample decreasing into the early Oligocene (33.6 Ma), accompanied by an increase in the frequency of eolian and sea-ice-rafted grains. Mass accumulation rates reveal that the flux of iceberg-rafted debris increased coincident with the flux of eolian and sea-ice-rafted grains following 33.6 Ma, suggesting a strong coupling between land-ice development and high-latitude atmospheric processes. When compared with other Antarctic climate proxy data sets, the intensification of ice rafting at Site 696 occurred after ice-sheet inception in East Antarctica. The prominent influx of terrigenous material after 33.6 Ma points to strengthened glacial conditions accompanied by major changes in the environment of the Weddell Sea region, supporting the idea of a high-latitude role in climate perturbations, in agreement with interpretations of other global proxies. [ABSTRACT FROM AUTHOR]

This essay provides a revised history of the James River Canal, the first navigational canal with locks in the United States. It corrects previous assumptions about the location of the canal and emphasizes the importance of preserving the canal-related archaeological sites and structures. The construction of the canal involved the work of John Ballendine and his son Thomas, as well as the James River Company. The canal played a significant role in transportation and trade in colonial America, particularly in the Richmond area. Although it was eventually overshadowed by railroads, the remains of the canal can still be seen today in the James River Park system. [Extracted from the article]

Despite technological advancements, bicycle transportation has a historical role that has endured and shaped human transportation history. For effective transportation with non-motorized vehicles, it is essential to identify infrastructure opportunities and understand the impacts of the current situation on transportation behaviors. The study area includes the Merkezefendi and Pamukkale districts of Denizli city center. Four different interrelated methods were used in the research: Landscape Analysis, Delphi Technique, Questionnaire Application, and AHP (Multi-Criteria Factor and Weighting). The research consists of four main parts: data collection, evaluation, analysis, and results. Thus, a method proposal allowing for a comprehensive evaluation for establishing a bicycle lane network in the city center of Denizli was aimed. To achieve this, the natural, cultural, and socio-economic characteristics of the selected districts of Merkezefendi and Pamukkale, chosen as the research area, were highlighted. Opinions of employees in various institutions, individuals volunteering in relevant non-governmental organizations (to use the Delphi Technique with 15 experts), and the public (by questionnaire with 863 people) were gathered to develop a bicycle lane network proposal using a holistic planning approach. As a result, a comprehensive set of criteria was evaluated, and inclusiveness was applied extensively. In contrast to other studies, the factors influencing bicycle use in Denizli city center were not limited to literature reviews only but involved a Delphi technique with expert opinions, a survey with the views of bicycle users in the city center, and the researcher's experience and observations. The results obtained through versatile decision-making processes forming the basis of landscape planning studies were evaluated together. Consequently, a method proposal that can be used in planning studies in our country's cities in this regard was developed. [ABSTRACT FROM AUTHOR]

Presents reviews for the following list of books, The Northeast Corridor—David Alff (Chicago, IL, USA: Univ. Chicago Press, 2024, 283 pp.). [ABSTRACT FROM AUTHOR]

Copyright of Revista Maracanan is the property of Revista Maracanan and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Summary: Rosa banksiae W. T. Aiton was described as a species from a double, white‐flowering plant. The history of its transportation to Europe from Canton, China is reviewed and a neotype is designated for the name. The history and introduction of the single white flowered R. banksiae var. normalis Regel; double yellow flowered R. banksiae var. lutea Lindl. and single yellow flowered R. banksiae f. lutescens Voss. is fully documented. A lectotype is designated for R. banksiae var. lutea and neotypes designated for R. banksiae and R. banksiae f. lutescens. [ABSTRACT FROM AUTHOR]

"A Short History of Transport in Japan: From Ancient Times to the Present" by John Andrew Black is a comprehensive study of transportation in Japan. The book covers various aspects of transport history, including ports and shipping, canals, roads, railroads, civil aviation, and urban planning. Black applies the theory of new institutional economics to analyze the organizations and institutions governing transportation in Japan. While the book provides a detailed examination of Japanese transportation history, it does not delve into topics such as motorization, militaristic states, or the competition between Shinkansen and airlines. Overall, the book offers valuable insights into the state of mobility in an aging Japan and is recommended for those interested in transportation history and smart cities. [Extracted from the article]

"La ciudad en movimiento: Estudios históricos sobre transporte colectivo y movilidad en Santiago de Chile, siglos XIX y XX" is a book edited by Simón Castillo and Marcelo Mardones that explores the historical relationship between transportation and social change in Santiago de Chile. The book focuses on the period between 1860 and 1970, during which the population of Santiago grew rapidly and the city's transportation needs evolved. The book examines the introduction of various transportation technologies and their impact on urban development and social dynamics. It includes chapters on topics such as the history of public transportation, the role of workers in transportation companies, and the conflicts between different means of mobility in Chilean cities. Overall, the book provides insights into how transportation technologies shaped the modern metropolis of Santiago de Chile. [Extracted from the article]

The advent of railways and especially highspeed railways marks great strides in human transportation history. To guarantee exclusive right-of-way, highspeed railways are often built on equal simply supported beams resting on piers. In this paper, a historical review will be given of the resonance and cancellation phenomena observed for simply supported beams traveled by a set of moving loads, as they are typical of highspeed railways. The phenomenon of resonance was observed by early investigators including Timoshenko, Bolotin, Frýba, Matsuura, etc. However, the phenomenon of cancellation was noted lately in 1997 by Yang et al. By letting the conditions of resonance and cancellation coincident, they proposed the optimal span length for suppressing the resonance of simple beams, which is equal to 1.5 times the car length. This 1.5 times rule has been verified and adopted in the design of some highspeed railways. In this article, the theoretical solution for the problem will be revisited for unveiling the key parameters such as the resonance speed (in temporal domain) and resonance wavelength (in spatial domain). Then a rather in-depth review will be given of existing works on the resonance and cancellation of railway bridges from the waves perspective. Some new developments along these lines will also be identified. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Beijing University of Civil Engineering & Architecture is the property of Journal of Beijing University of Civil Engineering & Architecture Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This article aims two EU member countries (i.e. Portugal and Germany) from different regions in Europe which have, for decades, been following common strategies regarding HSR development. The authors discuss the economic profitability vs. political aims, which were related to rail modernization. The text outlines the historic background of early railway construction, important milestones for a new level of rail planning in the 1980s and 1990s in both Portugal and Germany and delays in the realization of HSR projects, their rising costs, and the opposition of the public against the new lines. The experience of the countries under scope serves as an example for other EU members who have plans to take part in the Trans-European Transport Network.

Background Lack of safe, reliable, and affordable transportation is a barrier to medical care, but little is known about its association with clinical outcomes. Methods We identified 28 640 adults with and 470 024 adults without a cancer history from a nationally representative cohort (2000-2018 US National Health Interview Survey) and its linked mortality files with vital status through December 31, 2019. Transportation barriers were defined as delays in care because of lack of transportation. Multivariable logistic and Cox proportional hazards models estimated the associations of transportation barriers with emergency room (ER) use and mortality risk, respectively, adjusted for age, sex, race and ethnicity, education, health insurance, comorbidities, functional limitations, and region. Results Of the adults, 2.8% (n = 988) and 1.7% (n = 9685) with and without a cancer history, respectively, reported transportation barriers; 7324 and 40 793 deaths occurred in adults with and without cancer history, respectively. Adults with a cancer history and transportation barriers, as compared with adults without a cancer history or transportation barriers, had the highest likelihood of ER use (adjusted odds ratio [aOR] = 2.77, 95% confidence interval [CI] = 2.34 to 3.27) and all-cause mortality risk (adjusted hazard ratio [aHR] = 2.28, 95% CI = 1.94 to 2.68), followed by adults without a cancer history with transportation barriers (ER use aOR = 1.98, 95% CI =1.87 to 2.10; all-cause mortality aHR = 1.57, 95% CI = 1.46 to 1.70) and adults with a cancer history but without transportation barriers (ER use aOR = 1.39, 95% CI = 1.34 to 1.44; all-cause mortality aHR = 1.59, 95% CI = 1.54 to 1.65). Conclusion Delayed care because of lack of transportation was associated with increased ER use and mortality risk among adults with and without cancer history. Cancer survivors with transportation barriers had the highest risk. [ABSTRACT FROM AUTHOR]

The article is a review of the book "Public Transportation in the Province of Castelló, Past, Present, and Future" written by Pablo Marco Dols and published by the Diputació de Castelló. The book analyzes public passenger transportation by road in the province of Castelló, highlighting the lack of attention that this sector has received in the social sciences. It focuses on the problem of depopulation in mountain regions and how bus transportation can be a key tool to combat it. The author examines the history of transportation companies and their impact on the territory, as well as proposes measures to improve the transportation network and ensure connectivity in the inland regions of Castelló. [Extracted from the article]

It is the aim of this article to put questions of maintenance and repair in the history of science and technology under scrutiny, with a special focus on technologies and methods of transportation. The history of transportation is a history of trying to avoid shipwrecks and plane crashes. It is also a history of broken masts, worm-eaten hulls, the flat tires of cars, and endless delays at airports. This introductory article assesses the technological, scientific, and cultural implications of repairing and maintaining transportation networks. We argue that infrastructures for maintenance and repair played just as important a role in the history of transportation as the wharves and factories where ships, cars, trains, and airplanes were originally built. We also suggest that maintenance and repair are important sites of knowledge production, and a historical account of these practices provides a new, decentered narrative for the development of modern science and technology. [ABSTRACT FROM AUTHOR]

Smart cards, integrated circuit cards, are frequently used to pay transportation fees in many countries such as the United States, the European Union, Korea and others. Smart card transaction histories in public transportation have been used in making diverse traffic policies. Unfortunately, data preprocessing is required to organize records to extract useful information since the raw data contain artifacts and incomplete information. The paired data, i.e. a boarding and its associated alighting, are one of the key pieces of information required to yield the city traffic demand. However, it is difficult to gather the paired data mainly because the card tagging policies and data collecting methods vary from city to city and from institution to institution. The broken trip links between the boarding and its associated alighting information are the most frequent incomplete data in the smart card histories. Although huge budgets are spent on annual traffic surveys in many countries, there are no accurate Smart card data analysis methods that cover all city cases due to high data complexity and limited base information. Among these two restrictions, limited information is more difficult to resolve because it has a large codomain, thousands of stops, for inference under tiny samples. It gives handicaps of applying well-known high-performance approaches such as deep learning and probability analysis. We propose a reconstruction method by a customized clustering algorithm based on coordinates of transactions-occurred stops, user trip histories and actual vehicle movement trajectories for incomplete trip pairs. The proposed method is derived from evaluating each passenger's historical clusters and trip patterns. In a blind test 79.1% accuracy is achieved in predicting missing alighting stops while conventional methods reach only 42.3% accuracy. [ABSTRACT FROM AUTHOR]

Particle geometry is a result of natural processes, such as the genesis of parent rock, particle transportation and depositional history. For granular materials, the particle morphology has a significant effect on its crushing strength in geotechnical engineering. The particle morphological parameters, sphericity, aspect ratio and convexity can be quantified with the aid of image processing techniques. In this study, a series of single-particle crushing tests were carried out to investigate the crushing strength and Weibull distribution of artificial single-particle while taking into account the effects of three representative particle morphologies: spherical, cubic and natural-morphology. On the basis of the test results, the crushing modes of the three particle morphologies were determined according to the force–displacement curves. The correlation between the survival probability and the given characteristic stress was discussed as well as the correlation between the 37% characteristic stress and the particle morphological parameters. In addition, the crushing strength distributions of the artificial particles with the three particle morphologies were described by Weibull distribution, and the Weibull moduli were also calculated. The applicability of Weibull distribution for granular materials with different morphologies was backed up further by a comparison of the predicted and observed average crushing stress. Then, the effect of particle morphology on the Weibull modulus was also presented. Furthermore, it can also be concluded that the fractal dimensions of different particle morphologies of the same materials differed under the same test conditions in the current study. [ABSTRACT FROM AUTHOR]

The article focuses on the history of the partnership of the White Pass and Yukon Route (WPYR) Railway with the North-West Mounted Police to establish a transportation system in the Alaska-Yukon borderlands to control the influx of gold-seekers attracted to the Klondike gold rush. It outlines the struggles of WPYR to recoup construction costs and gain foothold in the Yukon trade, its efforts to develop a customs system and traffic agreements with other transportation companies.

This article juxtaposes two transportation projects in the town of Ashland, Virginia, one a short-lived electric rail network from the early 20th century and the other part of a planned expansion of high-speed rail along the southeast corridor of the US. Both are 'ghost trains,' trains that either no longer exist or have not yet been built but still give shape to anxieties about the past and future. As a satellite of the nearby state capital Richmond, Virginia, the town's debates about future development speak to mobilities studies scholarship about the relationship between suburbs and the city in terms of high-speed rail. The contribution of this article is to use Avery Gordon's theory of haunting to look for overlooked histories revealed by transportation projects, principal among them the history of segregation and slavery that have so informed the American South. Disruptions of everyday routines, minor traffic accidents and catastrophes big and small, provide opportunities to see histories often rendered invisible by privilege, speed and indifference. Folklore about trains, small-town gossip and the author's own anecdotes about growing up in the town will be used to convey the experience of witnessing these ghosts. [ABSTRACT FROM AUTHOR]

Copyright of Goethe-Jahrbuch is the property of Wallstein Verlag and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Transit-Oriented Development (TOD) increasingly refers to global practices integrating land-use planning, urban development, and transit today, but their historical experiences have received little attention from the discussion, not to mention any theoretical elaboration with institutional thinking. The literature identifies Tokyo as a global exemplar of TOD as a new term for enduring practice. However, why and how Tokyo's practice uniquely relies on private railway conglomerates remains underexplored. This article elaborates on a historical institutionalist approach using an inductive process tracing technique to understand Tokyo's postwar history from 1945 to 1982, emphasizing incremental changes induced by endogenous forces. The exploration takes precedent insights into the private railway conglomerate-led TOD practice as an informal institution of "standard operating practice" and refines them with postwar history and supplementary prewar episodes. It finds that contingent policy choices allowed conglomerates to dismantle their geographical and financial constraints from prewar regulations. The actions reinforced their institutional privilege in public affairs as a foundation for subversive railway privatization reforms from 1982 onward. The finding thus identifies a socio-political dimension of TOD shaped by agents across sectors, developing the current methodology in planning studies and contributing to the debates on defining TOD. • We explain the unique reliance on private railway conglomerates in Tokyo, a recognized exemplar of TOD, from 1945 to 1982. • We elaborate on historical institutionalism with an inductive process tracing method to critically understand the process. • Post-WWII contingent policy choices allowed the conglomerates to incrementally self-reinforce their legitimacy. • They dismantled their geographical and financial constraints from prewar regulations even before the neoliberal era. • The study accentuates a socio-political dimension of TOD shaped by agents across sectors to inform future planning studies. [ABSTRACT FROM AUTHOR]

This paper presents the history of penal transportation from Britain to Australia in relation to four distinct 'phases' of operation, each signifying a different context, and a series of different features of how convictism operated in Australia - the penological thinking, the nature of the colonies, and the conditions and systems of discipline that convicts found themselves within. The first decades of convictism in New South Wales (and Tasmania) have been described in some ways as a relatively benign system, founded upon an early system of convict assignment, and a series of legal, property and wage rights for convicts. That gave way to a tougher form of convictism, as the early assignment system transformed into a tougher form, alongside the rescinding of various convict rights, and a diminution of their status. That was then replaced by a system of probation, in the face of criticism of the assignment system. Probation was in turn halted as Britain looked to end transportation. Yet another chapter in the story of transportation from Britain to Australia emerged as settlers petitioned for the use of convict labour in Western Australia. That soon ended as transportation gave way to the penitentiary as the main mode of punishmen. The purpose of exploring this history is to signal the great complexity within how penal transportation operated in practice, and to set up future work via a natural experiments approach, which will consider such differences in more detail, and crucially, the implications of those differences for the colonies and the convicts. [ABSTRACT FROM AUTHOR]

New York City witnessed the construction of one of the largest subway systems in the world in the first four decades of the twentieth century. Expansion virtually ceased thereafter, and New York's public transportation has since relied on a legacy of aging infrastructure. The explanation of this unexpected cessation is key to understanding the city's current transit problems, and also offers valuable lessons for other cities experiencing infrastructure construction booms. Identifying the 1951 bond issue as a key turning point, this article argues that there are three convergent factors that brought about the end of subway expansion after the Second World War: political leadership distracted by disputes over administration and unable to plan for the long term; financial constraints imposed by construction and labor-cost inflation, the strained municipal budget, and declining ridership; and the New York transit authorities' indifference to the growing demographic, political, and symbolic significance of the rapidly growing suburbs. [ABSTRACT FROM AUTHOR]

Aims: The Arbutus Greenway is a former railway corridor and current greenspace spanning 9 km in Metro Vancouver, BC. The objective of this study was to quantify variability in metal concentrations along the greenway and assess barrier effectiveness on reducing atmospheric deposition of metals from nearby roads. Methods: At 5 sites along the greenway, soils and vegetation were sampled; metal concentrations were determined by ICP-OES. Results: We found high variability in naturally occurring soil metal concentrations. We were able to associate the values with site history as a railway transportation corridor. In addition, we found higher concentrations of total soil metals in areas without a barrier separating the greenway from the heavily trafficked roads, indicating that atmospheric deposition of metals from roadways is occurring. The use of barriers seemed to be effective in reducing atmospheric deposition of metals in our study. Conclusions: These findings support our conclusion that a thorough and comprehensive assessment of potential greenspaces prior to the planning phase, and continued monitoring during use, will be important to maintain public health. [ABSTRACT FROM AUTHOR]

A personal narrative is presented which explores the author's experience of being involved with the JTE from the beginning, and thought it would be worthwhile to look back and see how the journal has evolved over the years and possibly learn some lessons that can be useful for future directions.

The special means of transportation introduced to improve the mobility of the transportation vulnerable met the number of legal standards in 2016, but lack of development in terms of quality, such as the existence of long waiting times. In order to streamline the operation of special means of transportation, long-term standby traffic, which is the top 25% of the wait time, was extracted from the Daegu Metropolitan Government's special transportation history data, and spatial autocorrelation analysis and social network analysis were conducted. As a result of the analysis, the correlation between the average waiting time of special transportation users and the space was high. As a result of the analysis of internal degree centrality, the peak time zone is mainly visited by general hospitals, while the off-peak time zone shows high long-term waiting demand for visits by lawmakers. The analysis of external degree centrality showed that residential-based traffic demand was high in both peak and off-peak hours. The results of this study are considered to contribute to the improvement of the quality of the operation of special transportation means, and the academic implications and limitations of the study are also presented. [ABSTRACT FROM AUTHOR]

By focusing on the relationship between "theory" (the metaphors that made economic thinking possible) and "government" (new forms of paper authority in committee reports, inquiries, and audits), this dissertation elaborates a way of approaching the link between semantic and institutional change in economic history. I The research was supported by an Australian Government Research Training Program scholarship, the ANU School of History, and an ANU Vice Chancellor Travel Grant i . Making Things Economic: Theory and Government in New South Wales, 1788-1863 In moments such as the 1837 report, a technical and axiomatic vocabulary was adopted as the language of imperial and colonial government, insulating the economic as an autonomous domain of knowledge and government intervention that legitimised the expansion of wealth accumulating institutions. [Extracted from the article]

Siak river has a long history as a transportation lane in the east of Sumatera. From traditional to timber transportations are dependent on this river. Now the river is a severe suffering pollutant spill from many sources. Anthropological activities were higher contributions in the degradation of river environments. Many works were reported about pollution in Siak river. But how the distribution of model sediment transport in the mouth of the river is less to be explained. We consider hydrodynamics model of the mouth of Siak river for modeling the sediment distribution. This simulation gives a fundamental and clear understanding of how total solid sediment (TSS) distribution when flood and ebb tide happens. At ebb tide, TSS dispersion is higher than at flood tide. There is found that the sediment is concentrated in the plume of Siak river in Bengkalis strait. The composition of the sediment is dominated by organic matters. [ABSTRACT FROM AUTHOR]

To celebrate 60 years and pay tribute to the many great authors, reviewers, and editors of Transportation Journal we revisit the articles that have contributed so much to our discipline. In doing so, we provide a systematic literature review of the articles published in the journal since its inaugural issue in 1961. This review summarizes the most cited articles, the most frequently published authors, the primary topics of interest by decade, and other useful analyses. We also provide reviews of the top five most cited articles from the journal's past. In all, this examination of Transportation Journal archives has yielded interesting results providing a roadmap to the past, present, and future of transportation, logistics, and supply chain research. [ABSTRACT FROM AUTHOR]

An introduction to the journal is presented in which the editor discusses topics featured within the issue including urban history and automobility in Berlin, Germany, the significant role of urban design in transportation history, and the construction of ring-roads in West Berlin.

The second half of the twentieth century was marked by predominantly car-friendly urban planning, provoking also resistance. This article will analyse the urban social movement against the car-friendly city, using the case of Berlin. The main aim is to define how modern urban societies on both sides of the Iron Curtain competed over their urban mobility infrastructures. The analysis will focus on two case studies: for West Berlin, the citizens' initiative "Westtangente" formed against urban highways, as well as the broader protest movement against the marginalisation of non-automobile forms of mobility, will be analysed; For East Berlin, a socialist type of car-friendly urban planning failed to realise a number of major motorways that would have passed through a Jewish cemetery, together with the emergence of a small protest movement that formed under the umbrella of the Protestant Church. [ABSTRACT FROM AUTHOR]

The paper analyses the West-Berlin pathway to the "car-friendly city" in the context of the Cold War. It starts by retracing some long term continuities since the 1920s and gives special attention to the institutional settings and power struggles within the municipal authorities. The prospective character of the planning for the "Stadtautobahn" since 1945 which was far ahead of the real motorisation of the time is explained by the strong political and ideological intention to demonstrate the superiority of the Western life style. The Berlin case is reflected in the context of projects for ring-roads in other European cities. [ABSTRACT FROM AUTHOR]

This panorama paper seeks to explore some of the literature surrounding "railway towns" and the justifications for a comparative study of these towns, as defined by Jack Simmons in The Railway in Town and Country, 1830–1914. It also argues that so-called peripheral "railway towns", villages, towns and cities not dominated by the railway industry but with significant railway communities or connections, should also be included within these studies in order that the social, economic and demographic impacts of the railways can be explored in greater detail. [ABSTRACT FROM AUTHOR]

This paper reconstructs the design history of the Ayalon Crosstown Expressway in Tel Aviv, a project that initiated the technology transfer of American and European transport planning methods to Israel. It examines the unstable, evolving dynamics between agents pushing the technology such as the World Bank and international traffic planning firms, and local institutions pulling or opposing it such as the city, the highway company, and various competing governmental departments. The five successive plans developed for that highway by Canadian, American, French, and British planners offer themselves to comparative analysis of national design philosophies of urban highway systems. Through a close reading of the different geometric plans of one bifurcating interchange, the paper analyses how the technology was adapted to fit the Israeli political, administrative, and economic environment, and identifies a shift in highway planning rationality and techniques for governing mobility at the American source of innovation. [ABSTRACT FROM AUTHOR]

This article analyses the history of the road network in the Upper East Region of Ghana, showing how travelling traders and the local population contested and appropriated the colonial infrastructure in the early 20th century. It integrates the study of mobility with the history of transportation, showing the ways they affected each other in the making of the road network. Resting on a diachronic analysis that questions the travellers' choices and colonial projects, it traces the historical continuity and discontinuity of the African traders' itineraries. It assesses the shifts in the regional mobility pattern through the study of the changing routes of trade and their transformation into motorable roads. The article argues that the regional road network is the result of the re-routing of commercial networks and the matching of different political topographies, both elements resting on a shared effort between colonial intentionality and African agency. The way people moved and chose their itineraries affected the colonial road network, the introduction of motorized transportation, and trade development. To demonstrate this, the article reconstructs the shifts in the position of the town of Bolgatanga in the trade routes. The centrality the town acquired over the years was indeed not planned by the colonial administration but was increasingly influenced by travellers who wanted to avoid colonial controls on trade. [ABSTRACT FROM AUTHOR]

The slow adoption of wagon roads on the Andes is an event widely noted. In this article we document the arrival of the first wagon road to the Andes: the Cambao wagon road connecting Bogotá to the Magdalena river valley in 1885. The road projects, its construction and traffic once it opened are presented and discussed using a variety of newly identified archival sources. It is argued that the historic and economic significance of this technological milestone was probably obscured by the all too soon expected arrival of railways. [ABSTRACT FROM AUTHOR]

Lindsey Green-Simms's I Postcolonial Automobility i ([3]) is extraordinarily well-researched and with its focus on literature and film brings a humanities-oriented emphasis to studies of African automobility that had hitherto not been fully evident in the field. While there are several keywords used to denote automobility in the book (terms such as vehicle, car, lorry, and of course automobile) it is the single-owner car or automobile rather the passenger lorry or van that remains the privileged category. If modernity is defined as a form of access to the automobile, what happens to the idea of modernity when it is the passenger lorry and not the automobile that provides the main source of automobility in Africa's towns and cities. Since the passenger lorry has not been a central organizing category of the theoretical framework that is laid out the book, the switch in Chapter 2 to passenger lorries is not adequately prepared for and the distinctions between them and cars not addressed at all. [Extracted from the article]

Explores the influences of transportation and geography on the settlement and development of Lake County, California in the 1800s. Introduction of toll roads and stagecoach lines; Construction of initial roads emanating in different directions out of the country; Growth of agricultural areas and mining towns.

Explores the modes of transportation in the American West in the 20th century. Popularity of railroad transportation; Role of technology in the selection of the mode of transportation; Introduction of the automobile; Adoption of the airplane as a method of transport.

Passenger coach services grew enormously in England and Wales between 1681 and 1836. This article documents the spatial patterns using data from trade directories, original maps and geographic information systems. Digital mapping illustrates the development of long-distance services from London to various destinations, including resorts, ports, industrial towns and county towns. Mapping also illustrates the development of Country services between provincial towns, especially major hubs like Manchester and Birmingham, and commuter traffic around large conurbations. Overall the maps and figures point to substantial change in destinations and the structure of the coach network. Country coach services increased after the 1790s to complement the London services. By 1835, an extensive, interlinked network of long-stage coaches grew across the country and a radial network of daily-return services grew on roads leading into London. Beyond coaching, our findings illustrate how traditional primary sources can yield new insights when combined with geographic information systems. [ABSTRACT FROM AUTHOR]