Substantial federal assistance allowed GM and Chrysler to restructure their costs and improve their financial condition. Through federally-funded restructuring, GM and Chrysler reported lowering production costs and capacities by closing or idling factories, laying off employees, and reducing their debt and number of vehicle brands and models. These changes enabled both companies to report operating profits and reduce costs enough to be profitable at much lower sales levels than ever before. Nevertheless, to remain profitable, both companies must manage challenges affecting both their costs, including debt levels, and vehicle demand, such as launching products that are attractive to consumers amid rising fuel prices. This book examines the role of TARP assistance in the restructuring of the U.S. motor vehicle industry with a focus on unwinding the government stake in GMAC and Chrysler.

This book presents and analyzes the results of a comprehensive collection of data on the extent and condition of transport infrastructure in Sub-Saharan Africa, identifies the reasons for poor performance, and estimates future financing needs. The transport facilities of Sub-Saharan Africa were built primarily for the colonial exploitation of mineral and agricultural resources. The chief goal of road and rail networks was to link mines, plantations, and other sites for the exploitation and transformation on natural resources to ports, rather than to provide general connectivity within the region. The road network of 1.75 million kilometers exhibits a low density with respect to population. Its average spatial density is very low by world standards. The network carries low average traffic levels. Even so, because most African countries have a low GDP, the fiscal burden of the network is the highest among world regions, maintenance is underfinanced, and road conditions are on average poor, while road accident rates are very high. Attempts to improve the financing of maintenance through second generation road funds have met with some success, but there remain serious weaknesses in implementation. Road freight transport is fragmented, but cartelized, with high rates and high profits. Railways were also built mainly as for the exportation of minerals and crops. With the exception of two or three very specialized bulk mineral lines, the traffic volumes are low, and the railways have been in financial decline since the 1960s. Concessioning of the lines to private operators has improved performance, but governments often impose unachievable requirements on the companies, and investment remains inadequate for long-term sustainability. Most of the 260 airports that provide year-round commercial service in Sub-Saharan Africa have adequate runway capacity, though some of the larger airports suffer from a shortage of terminal capacity. More than a quarter of the runways are in marginal or poor condition, and air traffic control and navigation facilities are below international standards. Though airport charges are high, few airports are truly financially sustainable. Three national carriers are quite successful, but most are small and barely sustainable. Protection persists in the domestic and intercontinental markets, but the international market in the region has been effectively liberalized. The safety record is poor. Most ports are small by international standards. Many are still publicly owned and suffer from inadequate equipment and poor productivity. Only a few highly specialized ports, including private ports integrated with the extraction companies, meet the highest international standards Costs and charges are high. But there is a trend toward concessioning of facilities to large groups specializing in international container terminals and port operations. Fortunately the shipping market is now deregulated. Urban transport suffers from some infrastructure deficiencies, particularly in the condition of urban roads. But the main problems of the sector are associated with the fragmented and poorly regulated nature of most urban bus markets. Finance for large buses is very difficult to obtain. In all modes the situation is made worse by failures of governance in both the provision and regulation of infrastructure. The overall deficit in financing for infrastructure is estimated using a model based on the application of hypothesized standards of connectivity for all modal networks and facilities. Once the amount of infrastructure needed to meet those standards was calculated, these requirements were compared with existing stocks and the costs of making the transition over a ten-year period were calculated. A base scenario used standards similar to those pertaining in developed regions, while a pragmatic scenario applied lower standards. In a separate exercise, the actual average expenditures on transport infrastructure from all sources were researched. This allowed the funding gap to be deduced by subtraction. The results showed that, excluding official development assistance, no country spent enough to meet the base standard, and that even with aid there remained substantial deficits in maintenance funding in many countries, with the worst situations found in the low-income, politically fragile group of countries."

The Federal Railroad Administration (FRA) is the federal agency primarily responsible for safety in the rail industry. FRA's safety programs were last authorised in 1994; their authorisation expired in 1998. Most measures of rail safety have improved significantly since FRA's last authorisation, including the number of grade crossing collisions and fatalities and the number of employee injuries and deaths. However, the improvements in safety measures have levelled off in recent years. Given significant projected continued increases in freight and passenger rail activity in the coming decade, there is concern that without additional efforts, some of the gain of the past decade may be lost. This book explores the issues, regulations and safety of U.S. railroads.

"The Best Transportation System in the World" focuses on the centrality of government in organizing the nation's transportation industries. As the authors show, over the course of the twentieth century, transportation in the United States was as much a product of hard-fought politics, lobbying, and litigation as it was a naturally evolving system of engineering and available technology.For example, in the mid-1950s, President Eisenhower, concerned about a railroad industry in decline, asked Congress to grant railroad executives authority to modify prices and service even as he introduced the legislation that provided for the national highway system. And as early as the 1960s, presidents across the political spectrum, including Johnson, Nixon, Ford, and Carter, sought broad deregulation of the transportation industry in order to prime the economic pump or, in the 1970s, reverse stagflation. At every turn, the authors contend, political considerations served to shape the businesses and infrastructure that Americans use to travel.

Trains have a nostalgic connotation for most Americans, but John Stilgoe argues that we should be looking to rail lines as the path to our future, not just our past. Train Time picks up where his acclaimed work Metropolitan Corridor left off, carrying Stilgoe's ideas about the spatial consequences of railways up to the present moment. With containers bringing the production of a global economy to our ports, the price of oil skyrocketing, and congestion and sprawl forcing many Americans to live far from work, trains offer an obvious alternative to a culture dependent on cars and long-haul trucking. Arguing that the train is returning, "an economic and cultural tsunami about to transform the United States," Stilgoe posits a future for railways as powerful shapers of American life.

For anyone looking for prescient analysis and compelling history of the American landscape and economy in general and railroad and transit history in particular, Train Time is an engaging look at the future of our railroads and of transportation and land development. For those familiar with John Stilgoe's talent for seeing things that elude the rest of us, and delivering those observations in pithy asides about real estate, corporate culture, and other aspects of American life, this book will not disappoint.

It is difficult to imagine a world without the car, and yet that is exactly what Dennis and Urry set out to do in this provocative new book. They argue that the days of the car are numbered: powerful forces around the world are undermining the car system and will usher in a new transport system sometime in the next few decades. Specifically, the book examines how several major processes are shaping the future of how we travel, including:
- Global warming and its many global consequences
- Peaking of oil supplies
- Increased digitisation of many aspects of economic and social life
- Massive global population increases
The authors look at changes in technology, policy, economy and society, and make a convincing argument for a future where, by necessity, the present car system will be re-designed and re-engineered.

Yet the book also suggests that there are some hugely bleak dilemmas facing the twenty first century. The authors lay out what they consider to be possible 'post-car' future scenarios. These they describe as 'local sustainability', 'regional warlordism' and 'digital networks of control'.

"After The Car" will be of great interest to planners, policy makers, social scientists, futurologists, those working in industry, as well as general readers.

Some have described the 20th Century as the century of the car. Now that century has come to a close - and things are about to change.

It is difficult to imagine a world without the car, and yet that is exactly what Dennis and Urry set out to do in this provocative new book. They argue that the days of the car are numbered: powerful forces around the world are undermining the car system and will usher in a new transport system sometime in the next few decades. Specifically, the book examines how several major processes are shaping the future of how we travel, including: * Global warming and its many global consequences * Peaking of oil supplies * Increased digitisation of many aspects of economic and social life * Massive global population increases The authors look at changes in technology, policy, economy and society, and make a convincing argument for a future where, by necessity, the present car system will be re-designed and re-engineered. Yet the book also suggests that there are some hugely bleak dilemmas facing the twenty first century. The authors lay out what they consider to be possible 'post-car' future scenarios. These they describe as 'local sustainability', 'regional warlordism' and 'digital networks of control'. After The Car will be of great interest to planners, policy makers, social scientists, futurologists, those working in industry, as well as general readers. Some have described the 20th Century as the century of the car. Now that century has come to a close - and things are about to change.

Transport prices for most African landlocked countries range from 15 to 20 percent of import costs. This is approximately two to three times more than in most developed countries. It is well known that weak infrastructure can account for low trade performance. Thus, it becomes necessary to understand what types of regional transport services operate in landlocked African nations and it is critical to identify the regulation disparities and provision anomalies that hurt infrastructure efficiency, even when the physical infrastructure, such as a road transport corridor, exists. ""Transport Prices and Costs in Africa"" analyzes the various reasons for poor transport performance seen widely throughout Africa and provides a compelling case for a number of national and regional reforms that are vital to the effort to address the underlying causes of high transport prices and costs and service unpredictability seen in Africa. The book will greatly help supervisory authorities throughout the region develop and implement a comprehensive transport policy that will facilitate long-term growth.

Viable, value-creating solutions for securing global transportation networks.

. "Securing Global Transportation Networks" demonstrates how improved security processes can create value across all the business functions throughout an entire value chain. Readers will learn a whole new security management philosophy, as explained through domestic and international examples and case studies ranging from major retailers such as Home Depot to shipping giants such as Maersk and FedEx. This book also looks ahead to future developments and "best practices" for the future. If you're charged with making or evaluating transportation security decisions, you'll find the tools you need to succeed -- and prosper -- with the Total Security Management approach.. Explains globalization's impact on transportation networks. Creates a framework for realizing a return on security investments by integrating it as a core business process. Details how transportation firms, investors, and insurance companies can measure and reward smart security practices that protect a firm's fixed assets, assets in transit, brand equity and goodwill, and human capital.

. INSIDE: . Global Trade and Total Security Management. The Total Security Management Framework. Creating Value: The Case for TSM. The Risk Management Approach to TSM. Securing Fixed Assets. Securing Assets in Transit. Securing Brand Equity and Goodwill. Securing Human Capital. TSM and Business Continuity Planning. The End of the Beginning.

. "Excellent book, written by three veterans of the industry and featuring a foreword by Tom Ridge, the first Secretary of Homeland Security...the authors develop in the book the concept of Total SecurityManagement, and use compelling case studies to illustrate their point that a secure business is a successful business...The book further demonstrates the financial benefits of investing in security, and also how to protect physical corporate assets, whether they be fixed or goods in transit...this book is a must for anyone working in or around global transportation industries."
. -- Reviewer: Rob Ballister--Military Writers Society of America Board Member, 9/24/08. . . . .

Dealing with research in the fields of passenger and freight transportation modes, this book looks at policy analysis, formulation and evaluation, interaction with the political, socioeconomic and physical environment, and the planning, design, management and evaluation of transportation systems.

Transportation planning deals with the ways in which governments at various levels try to ensure the effective and efficient movement of people and goods. For this collection, the editors have selected the key previously published papers which analyse some of the major methodological issues involved in modern transportation planning and discuss the main policy questions and debates. The wide range of topics covered includes traffic assignment, developments in modelling travel behaviour, urban travel, the effect of modern telecommunications on travel, congestion and pricing policy. The book includes a new authoritative introduction which offers a comprehensive overview of the themes and ideas raised in the articles.

In complex natural resource systems, modifications or disruptions tend to affect many and diverse components of the ecological system, settlements and groups of people. This book uses the Lagoon of Venice - a unique natural resource, wildlife habitat, centre of cultural heritage and recreational site - as an example of one such system that has been heavily affected by human activities, including the harvesting of natural resources and industrial production. The contributors explore the Lagoon's potential for regeneration, examining public policies currently under consideration. The aim of these policies is to restore island coastlines and marshes, fish stocks, habitat and environmental quality, defend morphology and landscape through the strict control of fishing practices, and to protect the islands from high tides. Various market and non-market approaches placing a monetary value on environmental quality changes are then analysed by the contributors. They offer novel and creative applications of non-market valuation techniques for the Lagoon, and even outline the trade-offs that Lagoon users and parties interested in redeveloping contaminated sites are prepared to make between their own profits and policy offerings or demands. This unique and fascinating book will strongly appeal to students, researchers and academics with an interest in natural resources valuation and management, environmental economics and applied benefit-cost analysis.

This book represents the proceedings of a conference held at Kobe
University, that brought together some of the world's leading researchers in the field of
transportation planning and policy.
It contains a compendium of papers representing state-of-the-art research
on topics of competition and regulation and system structure in air and maritime
transportation. This book is a valuable resource for researchers and others who can use it as a starting point for advancing the state of knowledge in important topics of transportation systems management. It can also serve as a textbook for an advanced graduate course in transportation, economics, or public policy as applied to maritime transportation and air transportation. As such it is the first text of its kind.

In 1881, the railroads came to the dusty West Texas town of El Paso bringing drummers, lawmen, gunmen, gamblers, ladies of the evening, miners, and untold others. They did not all have horses or buggies and the town fathers soon recognized the need for a mule-powered streetcar system. This is the story of how those mule cars carried the colorful characters of El Paso around town and across the Rio Grande to Mexico. It is also the story of the spoiled town pet, Mandy the Mule, and the remarkable survival of the car Mandy pulled, No.1. The author takes extraordinary care to separate popular legend from documentable evidence.

The story of early day mass transit would not be complete without the sad tale of Tobin Place and its railroad after the turn of the century as well as the intriguing tale of the much anticipated, but little used, plush electric interurban to Ysleta.

Transportation research has traditionally been dominated by engineering and logistics research approaches. This book integrates social, economic, and behavioral sciences into the transportation field. As its title indicates, emphasis is on socioeconomic changes, which increasingly govern the development of the transportation sector.

The papers presented here originated at a conference on Social Change and Sustainable Transport held at the University of California at Berkeley in March 1999, under the auspices of the European Science Foundation and the National Science Foundation.
The contributors, who represent a range of disciplines, including geography and regional science, economics, political science, sociology, and psychology, come from twelve different countries. Their subjects cover the consequences of environmentally sustainable transportation vs. the "business-as-usual" status quo, the new phenomenon of "edge cities," automobile dependence as a social problem, the influence of leisure or discretionary travel and of company cars, the problems of freight transport, the future of railroads in Europe, the imposition of electronic road tolls, potential transport benefits of e-commerce, and the electric car.

The urban population in many developing countries continues to grow at more than six percent per year. The number of cities with a population of over 10 million inhabitants is expected to double within a generation. More importantly, within a generation, more than half of the developing world's population and between a third and one-half of its poor, will then reside in cities. Not only will the number of inhabitants in cities continue to increase but the problems associated with an increasing urban population will be exacerbated. This strategy paper connects the urban and transport strategies with a focus on poverty. It concentrates on the problems of the very poor, not only in relation to income, but also in terms of the broader dimensions of social exclusion. The objectives of this book are to offer a better common understanding of urban transportation problems in developing and transitional economies and to identify an urban transport strategy framework for national and city governments.

Many inhabitants of rural areas in developing countries do not have adequate and affordable access to transport infrastructure services. Insufficient access to transport constrains economic and social development and contributes to poverty. This book focuses on improving rural mobility by facilitating the provision of affordable means of transport and transport services. It concentrates on the many and varied types of transport that provide mobility such as bus service, freight trucks, bush taxis, transport animals, bicycles, and handcarts.

Several of the papers in this volume are concerned with assessing both the timing and the impacts of deregulation and regulatory reform in the US transportation sector. Of increasing interest is the importance of productivity growth and the role played by new technologies in a more competitive market environment. Four of the papers in this volume deal directly with these issues in the context of motor carriers and railroads, two sectors which have been operating under substantially reduced regulatory constraints for the past twenty years in the US. Although the financial condition of US railroads has improved since 1980, there is still some concern regarding their long run viability as private enterprises. Accordingly, one of the papers considers the potential for further reductions in railroad costs through transcontinental mergers, a controversial issue due to the small number of railroads that remain in the industry.

Due to declining transport costs and declining tariffs, trade has grown much faster than income since World War II. Furthermore, international trade flows are penetrating deeper into the workings of most economies, linking them to one another, and modifying their economic structure and productivity. It is in this context that there has been an increase in the formation of regional trade blocks. 'Integration of Transport and Trade Facilitation' analyzes the scope and the status of the interrelated processes of trade and transport integration in a subset of these trading blocs. This book provides a detailed analysis of trade integration patterns in each trade bloc. The examination begins with a review of the context of the economic and institutional evolution in the region with an economic profile of the component members, and concludes with an assessment of the nature and extent of trade integration. The report also explores the scope of the parallel transport integration. A final chapter in the book provides a case study of Rotterdam, a successful major hub that has kept its position as the world's largest port for four decades.

“The foundation has been laid for fully autonomous,” Elon Musk announced in 2016, when he assured the world that Tesla would have a driverless fleet on the road in 2017. “It’s twice as safe as a human, maybe better.” Promises of techno-futuristic driving utopias have been ubiquitous wherever tech companies and carmakers meet. In Autonorama: The Illusory Promise of High-Tech Driving, technology historian Peter Norton argues that driverless cars cannot be the safe, sustainable, and inclusive “mobility solutions” that tech companies and automakers are promising us. The salesmanship behind the driverless future is distracting us from investing in better ways to get around that we can implement now. Unlike autonomous vehicles, these alternatives are inexpensive, safe, sustainable, and inclusive. Norton takes the reader on an engaging ride —from the GM Futurama exhibit to “smart” highways and vehicles—to show how we are once again being sold car dependency in the guise of mobility. He argues that we cannot see what tech companies are selling us except in the light of history. With driverless cars, we’re promised that new technology will solve the problems that car dependency gave us—zero crashes! zero emissions! zero congestion! But these are the same promises that have kept us on a treadmill of car dependency for 80 years. Autonorama is hopeful, advocating for wise, proven, humane mobility that we can invest in now, without waiting for technology that is forever just out of reach. Before intelligent systems, data, and technology can serve us, Norton suggests, we need wisdom. Rachel Carson warned us that when we seek technological solutions instead of ecological balance, we can make our problems worse. With this wisdom, Norton contends, we can meet our mobility needs with what we have right now.

Our economic welfare and social well-being depend on our mobility. But our means of travel threaten the planet's sustainability. In this innovative text, Luca Bertolini shows how mobility planning - which takes seriously the demands of both urban and transport planning - offers solutions to transport challenges in the 21st Century.

Integrated transport and land use models are an increasingly used tool for evaluation of urban policy and large scale projects. Although there is a well-built theoretical background supporting the existing models, there are few exhaustive descriptions of the methodological implications and implementation efforts behind these tools.This handbook describes the modeling effort, methodological contributions, and results of the SustainCity project. SustainCity, financed by the European Union, implemented integrated microsimulation models for European cities, generating a quantitative tool for policy evaluation, specially focused on sustainability issues. The book describes the implementation of an improved, UrbanSim-based platform for three European cities: Brussels, Paris, and Zurich. The analysis is focused on the methodological contributions that resulted from the modeling effort and the practical aspects of microsimulation models as policy evaluation tools.

The European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways (ADN) done at Geneva on 26 May 2000 under the auspices of the United Nations Economic Commission for Europe (UNECE) and the Central Commission for Navigation on the Rhine (CCNR) has been in force since February 2008. This version has been prepared on the basis of amendments applicable as from 1 January 2019. The Regulations annexed to the ADN contain provisions concerning dangerous substances and articles, their carriage in packages and in bulk on board inland navigation vessels or tank vessels, as well as provisions concerning the construction and operation of such vessels. They also address requirements and procedures for inspections, the issue of certificates of approval, recognition of classification societies, monitoring, and training and examination of experts. They are harmonized to the greatest possible extent with the dangerous goods agreements for other modes of transport.

In "My Kind of Transit," Darrin Nordahl argues that like life itself, transportation isn't only about the destination, but the journey. Public transit reduces traffic and pollution, yet few of us are willing to get out of our cars and onto subways and buses. But Nordahl demonstrates that when using public transit is an enjoyable experience, tourists and commuters alike willingly hand in their keys.

The trick is creating a system that isn't simply a poor imitation of the automobile, but offers its own pleasures and comforts. While a railway or bus will never achieve the quiet solitude of a personal car, it can provide, much like a well-designed public park, an inviting, communal space.

"My Kind of Transit" is an animated tour of successful transportation systems, offering smart, commonsense analysis of what makes transit fun. Nordahl draws on examples like the iconic street cars of New Orleans and the picturesque cable cars in San Francisco, illustrating that the best transit systems are uniquely tailored to their individual cities. He also describes universal principles of good transit design.
Nordahl's humanistic treatment will help planners, designers, transportation professionals, and policymakers create transit systems the public actually wants to ride. And it will introduce all readers to delightful ways of getting from point A to point B.