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Through an examination of transport planning in Australia, this book challenges conventional wisdom by showing, through original research, how 'car dependence' is as much an institutional as a technical phenomenon. The authors' case studies in three metropolitan cities show how transport policy has become institutionally fixated on a path dominated by private, road-based transport and how policy systems become encrusted around investment to accommodate private cars, erecting an impenetrable barrier against more sustainable mobility and accessibility solutions. The findings are applicable to most cities of the developed world, and to fields beyond transport planning.

This book offers a panorama of movement, mobility, and exchange in the early modern world. While the pre-modern centuries have long been portrayed as static and self-contained, it is now acknowledged that Europe from the Middle Ages onwards saw increasing flows of people and goods. Movement also connected the continent more closely to other parts of the world. The present work challenges dominant notions of the ‘fixed,’ immobile nature of pre-modern cultures through study of the inter-connected material, social, and cultural dimensions of mobility. The case studies presented here chart the technologies and practices that both facilitated and impeded movement in diverse spheres of social activity such as communication, transport, politics, religion, medicine, and architecture. The chapters underscore the importance of the movement of people and objects through space and across distance to the dynamic economic, political, and cultural life of the early modern period.

In a world seeking to tackle global environmental problems such as climate change, the importance of local and national institutional change to deal most effectively with these issues is critical. This book presents an investigation of the institutional barriers preventing the development of a new vision for urban transport compatible with these realities and in those terms 'sustainable'. Through an examination of transport planning in Australia, the book challenges conventional wisdom by showing, through original research, how 'car dependence' is as much an institutional as a technical phenomenon. The authors' case studies in three metropolitan cities show how transport policy has become institutionally fixated on a path dominated by private, road-based transport and how policy systems become encrusted around investment to accommodate private cars, erecting an impenetrable barrier against more sustainable mobility and accessibility solutions. Representing a new approach to understanding transport policy, this book brings sophisticated political-institutional analysis to what has traditionally been the domain of engineering and technology. The authors connect the empirical content to this theory and the issue of sustainability making the findings applicable to most cities of the developed world, and to fields beyond transport planning. A strategy and program of action is outlined to take advantage of changing public perceptions and aimed at creating a new vision for urban transport

Cities contribute an estimated 70 percent of the world's energy-related greenhouse gases (GHG). Their locations, often in low-elevation coastal zones, and large populations make them particularly vulnerable to the impacts of climate change. But cities often take steps, even ahead of national governments, to reduce GHG emissions. So it is with China's cities, which are well placed to chart a low-carbon growth path to help reach China's national targets for reducing the energy and carbon intensity of its economy. China's cities will need to act on multiple fronts, in some cases scaling up elements of existing good practice, in others changing established ways of doing business. Actions affecting land-use and spatial development are among the most critical to achieving low-carbon growth as carbon emissions are closely connected to urban form. Spatial development also has very strong 'lock-in' effects: once cities grow and define their urban form, it is almost impossible to retrofit them because the built environment is largely irreversible and very costly to modify. Furthermore, cities need energy-efficient buildings and industries. They need a transport system that offers alternatives to automobiles. They need to shift to efficient management of water, wastewater, and solid waste. And they need to incorporate responses to climate change in their planning, investment decisions, and emergency-preparedness plans.

Faced with intolerable congestion and noxious pollution, cities around the world are rethinking their reliance on automobiles. In the United States a loosely organized livability movement seeks to reduce car use by reconfiguring urban space into denser, transitoriented, walkable forms, a development pattern also associated with smart growth and new urbanism. Through a detailed case study of San Francisco, Jason Henderson examines how this is not just a struggle over what type of transportation is best for the city, but a series of ideologically charged political fights over issues of street space, public policy, and social justice. Historically San Francisco has hosted many activist demonstrations over its streets, from the freeway revolts of the 1960s to the first Critical Mass bicycle rides decades later. Today the city’s planning and advocacy establishment is changing zoning laws to limit the number of parking spaces, encouraging new carfree housing near transit stations, and applying “transit first” policies, such as restricted bus lanes. Yet Henderson warns that the city’s accomplishments should not be romanticized. Despite significant gains by livability advocates, automobiles continue to dominate the streets, and the city’s financially strained bus system is slow and often unreliable. Both optimistic and cautionary, Henderson argues that ideology must be understood as part of the struggle for sustainable cities and that three competing points of view—progressive, neoliberal, and conservative—have come to dominate the contemporary discourse about urban mobility. Consistent with its iconic role as an incubator of environmental, labor, civil rights, and peace movements, San Francisco offers a compelling example of how the debate over sustainable urban transportation may unfold both in the United States and globally.

Just as we learn from, influence, and are influenced by others, our social interactions drive economic growth in cities, regions, and nations--determining where households live, how children learn, and what cities and firms produce.From Neighborhoods to Nationssynthesizes the recent economics of social interactions for anyone seeking to understand the contributions of this important area. Integrating theory and empirics, Yannis Ioannides explores theoretical and empirical tools that economists use to investigate social interactions, and he shows how a familiarity with these tools is essential for interpreting findings. The book makes work in the economics of social interactions accessible to other social scientists, including sociologists, political scientists, and urban planning and policy researchers. Focusing on individual and household location decisions in the presence of interactions, Ioannides shows how research on cities and neighborhoods can explain communities' composition and spatial form, as well as changes in productivity, industrial specialization, urban expansion, and national growth. The author examines how researchers address the challenge of separating personal, social, and cultural forces from economic ones. Ioannides provides a toolkit for the next generation of inquiry, and he argues that quantifying the impact of social interactions in specific contexts is essential for grasping their scope and use in informing policy. Revealing how empirical work on social interactions enriches our understanding of cities as engines of innovation and economic growth,From Neighborhoods to Nationscarries ramifications throughout the social sciences and beyond.

Cities across the globe have been designed with a primary goal of moving people around quickly--and the costs are becoming ever more apparent.The consequences are measured in smoggy air basins, sprawling suburbs, unsafe pedestrian environments, and despite hundreds of billions of dollars in investments, a failure to stem traffic congestion.

For the first time in half a century, real transformative innovations are coming to our world of passenger transportation.The convergence of new shared mobility services with automated and electric vehicles promises to significantly reshape our lives and communities for the better--or for the worse.

One third of people living in the United States do not have a driver license.Because the majority of involuntary nondrivers are disabled, lower income, unhoused, formerly incarcerated, undocumented immigrants, kids, young people, and the elderly, they are largely invisible.