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In Automotive Empire , Andrew Denning uncovers how roads and vehicles began to transform colonial societies across Africa but rarely in the manner Europeans expected. Like seafaring ships and railroads, automobiles and roads were more than a mode of transport-they organized colonial spaces and structured the political, economic, and social relations of empire, both within African colonies and between colonies and the European metropole. European officials in French, Italian, British, German, Belgian, and Portuguese territories in Africa shared a common challenge-the transport problem. While they imagined that roads would radiate commerce and political hegemony by collapsing space, the pressures of constructing and maintaining roads rendered colonial administration thin, ineffective, and capricious. Automotive empire emerged as the European solution to the transport problem, but revealed weakness as much as it extended power. As Automotive Empire reveals, motor vehicles and roads seemed the ideal solution to the colonial transport problem. They were cheaper and quicker to construct than railroads, overcame the environmental limitations of rivers, and did not depend on the recruitment and supervision of African porters. At this pivotal moment of African colonialism, when European powers transitioned from claiming territories to administering and exploiting them, automotive empire defined colonial states and societies, along with the brutal and capricious nature of European colonialism itself.

Transition to electric vehicles is becoming increasingly significant due to climate change crisis, but it may follow different paths for developing countries as motorization rates have not reached saturation. This study introduces a novel approach for forecasting electric vehicle market penetration under increasing motorization rates. Motorization rate growth and electric vehicle market penetration are concurrently forecasted using a three-step process including estimation of (i) motorization rate based on gross domestic product forecasts by Gompertz model, (ii) number of passenger cars using population projections, and (iii) electric vehicle market penetration rate using a logistic growth model. The numerical analysis used gross domestic product estimates, population projections, and passenger car data for Turkey; the results reveals exponential growth in electric vehicle numbers until 2040, followed by a slower increase until 2060. Under different economic growth scenarios, the estimated number of electric passenger cars ranges from 19.2 to 51 million by 2060, showing a great difference due to variations in expected motorization rates. Sensitivity analyses highlight that gross domestic product per capita significantly influences electric vehicle penetration more than motorization rate saturation rates. These findings show that targeted strategies for supporting electric vehicle adoption in countries with unsaturated vehicle fleets can help policymakers shape incentives and policies. This study has a unique contribution by the methodology filling a critical modeling gap in electric vehicle penetration studies for markets with rising motorization rates. Thus, an accurate and consistent framework for predicting and planning electric vehicle adoption in different economic contexts is presented.

See the retraction notice E3S Web of Conferences 538 , 00001 (2024), https://doi.org/10.1051/e3sconf/202453800001

Accessibility serves as the fundamental link for mode shifts, enabling access to activity areas and facilitating connections to other forms of travel. However, navigating the transportation network in urban areas of Bangkok, Thailand, reveals persistent inconveniences, discomfort, and safety concerns, thereby failing to adequately meet the needs of users. This study aims to examine urban accessibility, focusing on multi-travel connections to amenities and public transport. It focuses on understanding how the level of engagement of road users in social activities contributes to well-being by addressing proximity access through a multidisciplinary approach aimed at enhancing accessibility and integrating the built environment. The comprehensive and inclusive Accessibility by Proximity Index (API) is proposed as a tool to evaluate the level of access to essential services and activities for residents. Additionally, this study acknowledges the impact of the physical and utilization characteristics of urban space and active trajectories by considering various travel needs and daily route patterns. Consequently, the API can inform the development of planning and urban design strategies aimed at enhancing walkability and cycling as non-motorization infrastructures, thereby improving accessibility through active modes of transportation. It was observed that areas with a higher concentration of urban amenities exhibit greater accessibility by walking, cycling, and public transport, particularly in inner-city areas. Thus, envisioning a more sustainable and inclusive city with adequate development of public transportation access is essential in urban areas, prompting policy-level initiatives to enhance the environment and elevate the overall commuting experience.

En este artículo se estudia la introducción del camión de carga al sistema de transporte cañero en seis importantes áreas azucareras del mundo: Estados Unidos (Luisiana, Florida y Hawái), Australia, Cuba, México, Brasil y Filipinas con el propósito de explicar las condiciones económicas que la hicieron posible. Mediante este ejercicio se puede establecer una relación directa entre el aumento en la capacidad productiva de las fábricas, la expansión del cultivo de la caña de azúcar, la creciente demanda de mano de obra para la cosecha de la planta, la mecanización del corte y la carga de la gramínea y el despegue de la industria camionera estadounidense, con la aparición de los vehículos automotores. Otro hallazgo relevante es que la motorización del transporte no se extendió de manera homogénea a todos los puntos del espacio estudiado. Esto generó que en las zonas tecnológicamente desarrolladas de la geografía azucarera planetaria se consolidara (en orden de importancia) la tríada camión-tractorferrocarril; mientras que en los países productores subdesarrollados estos medios se combinaron con las carretas propulsadas por tracción animal. El aporte de la investigación radica en dos aspectos fundamentales: el periodo de análisis (segunda mitad del siglo XX), que demanda una mayor atención de la historiografía azucarera, específicamente en lo relativo a los cambios tecnológicos —ésta se ha especializado mayoritariamente en lo sucedido entre los siglos XVIII Y XIX— y la aproximación al objeto de estudio desde una perspectiva global y comparada, que si bien no agota todas sus posibilidades, sí aporta elementos para el debate y la continuación de futuras indagaciones. El artículo se construyó con la prensa especializada de cobertura mundial, las publicaciones nacionales, los informes sobre el tema azucarero y la bibliografía disponible.

Understanding why cities diverge in motor vehicle ownership trajectories is critical for designing differentiated and sustainable transport policies. This study develops an integrated national–city analytical framework to examine heterogeneous urban motorization processes in China. A national Gompertz curve is first estimated to represent the benchmark income–ownership relationship. City-specific deviations are then decomposed into two interpretable dimensions: a horizontal stage parameter (h), capturing relative advancement or delay in motorization timing, and a vertical scaling parameter (s), reflecting persistent ownership intensity differences conditional on income. Results show substantial and multi-dimensional heterogeneity across cities. Stage timing (h) and ownership intensity (s) are only weakly correlated, indicating that earlier transition into higher motorization stages does not necessarily imply above-benchmark ownership intensity. Random forest models with time-forward validation demonstrate strong explanatory power (R2 ≈ 0.88 for h and 0.80 for s). SHAP-based interpretation reveals that stage deviation is primarily associated with transport supply and urban structural characteristics, whereas ownership intensity deviation is more strongly linked to urban spatial scale and economic structure. Regulatory measures, including purchase and driving restrictions, exhibit comparatively smaller and heterogeneous effects. By disentangling timing and intensity dimensions of urban motorization, this study refines conventional income-based diffusion models and provides quantitative evidence that structural urban characteristics play a more fundamental role than regulatory interventions in shaping inter-city motorization differences.

The concepts of sustainable development and later sustainable mobility were used as principal ideas to formulate transport policies for Polish cities since the early 1990s. This paper aims to review the implementation of these policies over the past 30 years. It presents changes and developments in urban transport systems in selected Polish cities, together with shifts in the travel behavior of their residents. A major factor contributing to the increase in car travel is the growing rate of motorization. The current state of urban transport subsystems—including public transport, road networks, parking, and pedestrian and bicycle infrastructure—is examined. Additionally, related issues such as spatial planning, road safety, and air pollution are discussed. Although most city councils have adopted sustainable mobility policies, their implementation remains unsatisfactory. The paper concludes with insights from nearly three decades of experience, highlighting obstacles that hinder the achievement of intended goals, such as the lack of national legislation and guidance on sustainable urban mobility planning and limited political backing. However, two recently adopted national strategic documents offer hope for progress in addressing sustainable mobility challenges.

The relationship between urban form and greenhouse gas (GHG) emissions has been studied extensively during the last two decades. The prevailing paradigm arising from these studies is that a dense or compact urban form would best enable low-carbon living. However, the vast majority of these studies have actually concentrated on transportation and/or housing energy, whereas a growing number of studies argue that the GHG implications of other consumption should be taken into account and the relationships evaluated. With this two-part study of four different area types in Finland we illustrate the importance of including all the consumption activities into the GHG assessment. Furthermore, we add to the discussion the idea that consumption choices, or lifestyles, and the resulting GHGs are not just a product of the values of individuals but actually tied to the form of the surrounding urbanization: that is, lifestyles are situated. In part I (Heinonen et al 2013 Environ. Res. Lett. 8 025003) we looked into this situation in Finland, showing how the residents of the most urbanized areas bring about the highest GHG emissions due to their higher consumption volumes and the economies-of-scale advantages in the less urbanized areas. In part II here, we concentrate only on the middle-income segment and look for differences in the lifestyles when the budget constraints are equal. Here we also add the variables housing type and motorization into the assessment. The same time-use and private expenditure data as in part I and the same GHG assessment method are used here to maintain high transparency and comparability between the two parts. The results of the study imply that larger family sizes and economies-of-scale effects in the less dense areas offset the advantages of more dense living when the emissions are assessed on per capita basis. Also, at equal income levels the carbon footprints vary surprisingly little due to complementary effects of the majority of low-carbon lifestyle choices. Motorization was still found to increase the emissions, but a similar pattern regarding housing type was not found.

The challenges posed by climate change have increasingly been recognized over the few past decades. This article synthesizes current research on broad themes such as climate change, reducing CO2 emissions, increasing the production of electric cars, etc. Our literature review revealed that much of the research on these topics has focused on the growth rate of motorization, greenhouse gas emissions and technology for the reduction of pollution. However, more recently, scientists have turned their attention to greenhouse gas emissions due to the release of pollutants. Therefore, the authors analyzed the total greenhouse gas emissions per EU country in 2019 and ranked Lithuania among the 28 EU countries. The primary directions for reducing carbon dioxide emissions by driving electric cars are described. A hypothesis is considered, i.e., that investments by transport companies in technological development are related to pollution reduction in Lithuania. The development of new technologies by transport companies has a huge impact on reducing pollution; therefore, it is important to apply more new technologies in future. The paper describes research on Lithuanian transportation enterprises to examine the interactions between the investments by and technological growth of a transportation company. Based on expert assessments and calculations, the relative importance of the components of the transport company’s primary investment measures to minimize pollution are determined.

Online learning has become a daily mode of modern education, and its effect on learning outcomes has also been widely discussed. Engagement, satisfaction and academic performance are often used to measure learning outcomes, while factors such as physical motorization, information presentation and embodied learning experiences are often used to explore learners' learning processes. In this study, we examined 120 college students who underwent different information presentation and physical motorization interventions and measured data on multiple variables. A hypothetical model based on embodied learning experiences mediating information presentation and physical motorization to influence learning outcomes was fitted and tested using structural equation modeling. Results confirmed hypotheses that learning outcomes are not directly influenced by information presentation and physical motorization; On the contrary, they are indirectly influenced through embodied learning experiences. Pay attention to the embodied learning experience of learners in online learning, optimize information presentation and physical motorization, provide opportunities for learners to encourage engagement, stimulate satisfaction and improve academic performance to enhance learning outcomes. Taken together, it is recommended that a deeper understanding of the fully mediating role and characteristics of embodied learning experience be gained and that its use be supplemented to help improve learning outcomes and teaching practice. In this study, you investigate how embodied learning experiences (ELE) mediate the effects of information presentation (IP) and physical motorization (PM) on learning outcomes (LO) in an online learning environment. Through structural equation modeling (SEM), you found that while IP and PM do not directly influence LO, they significantly impact them through ELE. The research involved 120 university students from southern China, with results emphasizing the importance of integrating ELE to enhance student performance, engagement and satisfaction in online education.