"Pick a good model and stay with it," Henry Ford once said. No, he was not talking about cars; he was talking about marriage. Was Clara Bryant Ford a "good model"? Her husband of fifty-nine years seems to have thought so. He called her "The Believer," and indeed Clara's unwavering support of Henry's pursuits and her patient tolerance of the quirks and obsessions that accompanied her husband's genius made it possible for him to change the world. In telling the story of "Clara Ford", author Ford Bryan also charts the course of the growing automobile industry and the life of the enigmatic man at its helm. But the book's heart is Clara herself-daughter, sister, wife, mother, and grandmother; cook, gardener, and dancer; modest philanthropist and quiet role model. Clara is newly revealed in accounts and documents gleaned from personal papers, oral histories, and archival material never made public until now.

A critical era in California's history and development - the building of the first roads over the Sierra Nevada - is thoroughly and colorfully documented in Thomas Howard's fascinating book. During California's first two decades of statehood (1850-1870), the state was separated from the east coast by a sea journey of at least six weeks. Although Californians expected to be connected with the other states by railroad soon after the 1849 Gold Rush, almost twenty years elapsed before this occurred. Meanwhile, various overland road ventures were launched by 'emigrants', former gold miners, state government officials, the War Department, the Interior Department, local politicians, town businessmen, stagecoach operators, and other entrepreneurs whose alliances with one another were constantly shifting. The broad landscape of international affairs is also a part of Howard's story. Constructing roads and accumulating geographic information in the Sierra Nevada reflected Washington's interest in securing the vast western territories formerly held by others. In a remarkably short time the Sierra was transformed by vigorous exploration, road-promotion, and road-building. Ox-drawn wagons gave way to stagecoaches able to provide service as fine as any in the country. Howard effectively uses diaries, letters, newspaper stories, and official reports to recreate the human struggle and excitement involved in building the first trans-Sierra roads. Some of those roads have become modern highways used by thousands every day, while others are now only dim traces in the lonely backcountry.

Questions the science and reasoning behind governmental regulations limiting motorists' personal mobility. The book examines the Kyoto summit, treaty proposals, new clean air standards, the deterioration of the US road system, safety, and the uncertainty about the roles of various climatic factors.

An evocative and powerful portrait of America in transition, The End of the Line tells the story of what the 1988 closing of the Chrysler assembly plant in Kenosha, Wisconsin, meant to the people who lived in that company town. Since the early days of the twentieth century, Kenosha had forged its identity and politics around the interests of the auto industry. When nearly six thousand workers lost their jobs in the shutdown, the community faced not only a serious economic crisis but also a profound moral one. In this innovative study, Dudley describes the painful, often confusing process of change that residents of Kenosha, like the increasing number of Americans who are caught in the crossfire of deindustrialization, were forced to undergo. Through interviews with displaced autoworkers and Kenosha's community leaders, high-school counselors, and a rising class of upwardly mobile professionals, Dudley dramatizes the lessons Kenoshans drew from the plant shutdown. When economic forces intrude on our lives, the resulting changes in earning power, status, and access to opportunity affect our sense of who we are, what we are worth, the nature of the world we live in, and in particular, what it takes to succeed. Dudley examines how ideas about self-worth - especially those based on market ideologies of competition and the Darwinian notion that only the fittest survive - become the subject of intense cultural conflict. Dudley describes a community in conflict with itself: while Kenosha's autoworkers struggle to regain an economic foothold and make sense of their suddenly devalued place in society, white-collar workers, professionals, and a new wave of politicians see themselves at thevanguard of a new moral order that redefines community as a "culture of mind" instead of the traditional "culture of hands" long associated with the work of the assembly line. This honest, moving portrait of one town's radical shift from a manufacturing to a postindustrial economy will redefine the way Americans across class lines think about our families, communities, and future.

This volume, the first to result from the Diebold Institute Information-Based Infrastructure Project, explores the links between business and government in the development of intelligent transportation systems (ITS) technology. The work focuses on road and vehicular infrastructures, comparing those of the U.S., Europe, and Japan, and the roles that ITS can play in solving major current and anticipated future transportational problems. Special attention is given to environmental and economic concerns.

The world's infrastructure requires refurbishing, but it especially requires rethinking. The computer has transformed business enterprises and now information technology can change our environment. This book explores the benefits and how to achieve them through the use of intelligent transportation systems (ITS). The implementation of ITS will potentially lead to individual drivers, fleet operators, and public transit users saving vast amounts of journey time and fuel, to a significant reduction in pollution and to improved road safety. The Japanese are ahead of the U.S. and Europe in the area of intelligent transportation systems, using position location devices, and electronic maps.

Most look at this development as one that helps speed passenger cars, but this book details the economics which point to the technology being equally good for speeding trucks and easing the movement of freight. Traffic avoidance is only part of the problem although route guidance is helpful. Financing of projects in ITS is an important area for innovation and ITS could be a source of revenue to municipalities rather than an expense.

As the recent shake-up at GM underscores, the new global economy has widened the cracks and stresses in the American auto industry. But, as this new edition of the highly regarded Sustaining Hand reminds us, the auto industry remains a central if volatile player in American urban politics.

In this significantly revised update, Bryan Jones and Lynn Bachelor have extended and refined their analysis of Detroit-area automakers and political leaders negotiating the selection of new factory sites (and thus the addition of thousands of jobs to the local economy). Their thorough revision develops a crucial new concept--solution sets--updates all plant location decisions reported in the first edition, and adds an instructive new case study--the Chrysler Jefferson Avenue plant in Detroit.

This book seeks to uncover the linkages between business leaders(motivated by profit) and political decision makers (motivated by electoral gain) by examining the responses of public officials in three Michigan "auto cities"--Detroit, Flint, and Pontiac--to plant-location choices made by General Motors and Chrysler. Throughout, the authors focus on three issues-the relationship between the local industrial economy and the local political system, the structure of urban politics, and the degree of independence of political decision makers in urban affairs.

As Jones and Bachelor show, urban regimes, in their efforts to shore up sagging economies, develop characteristic solution-sets that are applied almost routinely to superficially similar situations. In fact, they contend, it's rare for a regime to start with a problem and search for a policy solution. Instead, through a pattern of interactions among politicians, business executives, labor unions, and other interested parties, a "package" of problem-definitions and preferred solutions emerges. But if applied indiscriminately, these solutions can become dysfunctional, which in turn may attract new participants to the policy process and ultimately alter the regime's character.

"An excellent case analysis of urban political economy. . . interesting, sophisticated, well written. It is sure to be widely discussed."--Clarence N. Stone, author of "Urban Policy and Politics in a Bureaucratic Age" and "Economic Growth and Neighborhood Discontent."

"This new version makes significant new contributions to both the urban politics and public policy literatures, and indeed marries them in an utterly unique way. The concept of solution sets is brilliant, and I assume that it will be much discussed and utilized in the urban literature."--Dennis Judd, author of "The Politics of American Cities: Private Power and Public Policy."

Praise for the first edition:

"An excellent book. The authors demonstrate a considerable capacity for theoretical innovation and a rare appreciation of the detail and complexity of local economic development. This book is a model for those who would like to situate the local economic development process in a more general analytical framework."--"Urban Studies"

"A provocative addition to the literature"--"Choice"

'This book provides a very good history of the Los Angeles experience. Urban sociologist, among others, will find it an important addition to their shelf on urban social change.' --James R. Hudson, Contemporary Sociology

Travel between southwestern towns at the turn of the century was an arduous experience. There were no longer any stagecoaches to carry travelers. Railroads did criss-cross the region, but they did not go through every burg. Motor cars were appearing, but not everyone could afford them. W. B. Chenoweth saw this void in transportation service. He designed a six-cylinder "motor driven stage coach," and in 1907 he coaxed a few passengers into the vehicle for a trip from Colorado City to Snyder, Texas.
As soon as passengers became used to Chenoweth's noisy coaches, the dusty paths, and, most important, the quicker trips, motor-coach wildcatters began to crop up across the Southwest. Bus companies grew, merged, and absorbed smaller companies.
Author Jack Rhodes has interviewed dozens of owners, executives, drivers, and ticket agents in his research for this book. Those interested in business history or the cultural elements of the era's buses, represented here in dozens of period photographs, will find this an engaging read.

The bus system that came to be known as the Greyhound Bus Company was founded by Carl Eric Wickman, an enterprising Swede of Hibbing, Minnesota. The first bus was a seven-passenger Hupmobile touring car that was used to transport miners across the Mesaba Iron Range to and from work. Wickman was soon joined by another Swede, Andrew Anderson, and they began operating in earnest the route from a saloon in Hibbing to the fire-hall in Alice. From this lowly beginning grew the Greyhound Corporation, a multi-million dollar company which, through the years, has owned everything from a chain of hamburger restaurants to a soap company.

The birth of the railways and their rapid spread across the world triggered economic growth and social change on an unprecedented scale. From Panama to the Punjab, Tasmania to Turin, Blood, Iron and Gold describes the vision and determination of the pioneers who developed railways that would link cities that had hitherto been isolated, and would one day span continents. Christian Wolmar reveals how the rise of the train stimulating daring feats of engineering, architectural innovation and the rapid movement of people and goods around the world. He shows how cultures were enriched - and destroyed - by the unrelenting construction and how the railways played a vital role in civil conflict, as well as in two world wars.

Commercial vehicles such as tractor trailers and school buses must be operated by skilled drivers who are mentally and physically capable of performing their jobs safely. Prior Governmental Accountability Office (GAO) work has shown weaknesses in the Department of Transportation's (DOTs) oversight of Commercial Drivers License (CDL) holders, such as inadequate medical certifications for commercial drivers, which potentially put the public at risk. This book examines key controls designed to prevent medically unfit or impaired commercial drivers from operating commercial vehicles.

Many Americans spend frustrating hours each year stuck in congested traffic, a situation that costs the country billions of dollars annually and influences people's decisions about where to live and work. As traffic has risen dramatically over the past 3 decades with population and economic growth, congestion now extends to more times of the day, more roads, and more cities and towns--thus affecting more people than ever before. Estimates of the cost of congestion vary; according to the Department of Transportation (DOT), congestion costs America an estimated $200 billion each year in lost travel time and fuel, and drivers in metropolitan areas spent more than one-quarter of their total travel time in congested conditions. This book examines current issues, impacts and project reviews relating to traffic congestion and road pricing.

Policy-makers at all levels of government are debating a wide range of options for addressing the nation's faltering economic conditions. One option that is once again receiving attention is accelerated investments in the nation's public infrastructure - that is, highways, mass transit, airports, water supply and waste-water, and other facilities - in order to create jobs while also promoting long-term economic growth. This book discusses policy issues associated with using infrastructure as a mechanism to benefit economic recovery. Discussed are the projects to improve bus rapid transit service which can contribute to economic development; improved DOT collaboration and communication could enhance the use of technology to manage congestion; and the efforts in surface transportation to address highway congestion through real-time traffic information systems.

An examination of how the automobile has ravaged America's cities and landscape since the end of the 19th century together with a strategy for reversing their automobile dependency. The text provides a history of the rapid spread of the automobile and documents the huge subsidies commanded by the highway lobby, to the detriment of once-efficient forms of mass transportation. Demonstrating that there are economic, political, architectural and personal solutions to the problem, it shows that radical change is entirely possible.;The book should be of value to everyone interested in the history of America's relationship with the car, and in the prospect of returning to a world of human mobility.

Speeding is defined as exceeding posted speed limits or driving too fast for conditions. This is a behaviour that some drivers engage in without recognising the risks or seriously considering the consequences. The most serious consequences of speeding are the fatalities and serious injuries that result from crashes. Over the last ten years, speeding has been consistently identified as a contributing factor in nearly one-third of all roadway fatalities nation-wide. Crashes involving speeding occur on all road types but are particularly prevalent on the local rural road system. This book provides information on how to develop a Speed Management Program that is tailored to meet the needs of local rural road practitioners. A Speed Management Program can be effective in lowering the number of speeding crashes and the resulting fatalities and serious injuries on local rural roads. Non-motorised modes of travel can also be expected along these roads. Non-motorised transportation is primarily comprised of biking, walking, equestrian, and horse-drawn vehicles but may also include other non-powered transportation devices. This book is also a guide to assist local rural road practitioners in making effective use of current practices and resources addressing non-motorised mobility and safety, thereby creating a more accommodating and viable transportation system for all road users.

The ultimate objective for the book is to be a useful tool to increase awareness surrounding the importance of the use and the proper adjustment of highly rated head restraints according to scientific evidence, highlight the benefits of various prevention strategies and discuss future directions in neck injury and whiplash prevention.

This title presents a car-centered history of life on the island. Vintage U.S.-made cars on the streets of Havana provide a common representation of Cuba. Journalist Richard Schweid, who traveled throughout the island to research the story of motor vehicles in Cuba today and yesterday, gets behind the wheel and behind the stereotype in this colorful chronicle of cars, buses, and trucks. In his captivating, sometimes gritty voice, Schweid blends previously untapped historical sources with his personal experiences, spinning a car-centered history of life on the island over the past century. The narrative is complemented by fifty-two historic black-and-white photographs and eight color photographs by contemporary Cuban photographer Adalberto Roque.

Since the early 1990s, federal transportation laws have slowly started to level the playing field between highway and alternative transportation strategies, as well as between older and newer communities. The Intermodal Surface Transportation Efficiency Act of 1991 and the Transportation Equity Act for the 21st Century made substantial changes in transportation practices. These laws devolved greater responsibility for planning and implementation to urban development organizations and introduced more flexibility in the spending of federal highway and transit funds. They also created a series of special programs to carry out important national objectives, and they tightened the linkages between transportation spending and issues such as metropolitan air quality. Taking the High Road examines the most pressing transportation challenges facing American cities, suburbs, and metropolitan areas. The authors focus on the central issues in the ongoing debate and deliberations about the nation's transportation policy. They go beyond the federal debate, however, to lay out an agenda for reform that responds directly to those responsible for putting these policies into practice -leaders at the state, metropolitan, and local levels. This book presents public officials with options for reform. Hoping to build upon the progress and momentum of earlier transportation laws, it ensures a better understanding of the problems and provides policymakers, journalists, and the public with a comprehensive guide to the numerous issues that must be addressed. Topics include: A wide-ranging policy framework that addresses the reauthorization debate An examination of transportation finance and how it affects cities and suburbs An analysis of metropolitan decisionmaking in transportation The challenges of transportation access for working families and the elderly The problems of increasing traffic congestion and the lack of adequate alternatives Contributors include: Scott Bernstein (Center for Neighborhood Technology), Edward Biemborn (University of Wisconsin), Evelyn Blumenberg (UCLA), John Brennan (Cleveland State University), Anthony Downs (Brookings), Billie K. Geyer (Cleveland State), Edward W. Hill (Cleveland State), Arnold Howitt (Harvard University), Kevin E. O'Brien (Cleveland State), Ryan Prince (Brookings), Claudette Robey (Cleveland State), Sandra Rosenbloom (University of Arizona), Thomas Sanchez (Virginia Tech), Martin Wachs (University of California, Berkeley), and Margy Waller (Brookings).

The only significant road pricing scheme in the UK is that introduced by Ken Livingstone in London. But the technology now exists to develop a nationwide scheme of road user charging, with prices to road users varying with the level of congestion in a given area at a given time. The only obstacles to implementing road user charging would seem to be political. Stephen Glaister and Daniel Graham have used sophisticated geographical and economic modelling to examine the potential effects of different types of road user charging schemes. The results of the modelling are explained lucidly and clearly. Using the results of the authors' models, policymakers should be able to find an approach which is acceptable given the practical realities they face. The authors also look carefully at the implications of road user charging and identify other policy areas that policymakers would need to consider.

To its critics, the automobile is a voracious consumer of irreplaceable energy resources, a leading polluter of the environment, and a destroyer of cohesive communities. The most outspoken opponents call for greater regulations and restrictions to ultimately replace the automobile as the country's primary means of transportation. But their proposals all ignore one simple fact: Americans love their cars Millions of citizens have made the automobile the most successful method of mass transportation ever developed, and they are not about to give up the personal mobility it offers. This book presents the controversial view that, for the vast majority of Americans, the automobile is not the problem, but the solution to transportation needs. While acknowledging the automobile's significant drawbacks, the author refutes much of the shrill rhetoric and doomsday predictions of its opponents. He takes a skeptical look at the major policy initiatives to tax, regulate, and provide alternatives to the automobile, pointing out that any policies designed to remove Americans from their cars without offering them a superior means of mobility are "worse than useless" and doomed to failure. The book offers suggestions and guidelines for politically realistic initiatives that preserve the benefits of the automobile while building public support for policies that will reduce its negative effects on energy use and the environment.

Peak-hour traffic congestion has become a major problem in most U.S. cities. In fact, a majority of residents in metropolitan and suburban areas consider congestion their most serious local problem. As citizens have become increasingly frustrated by repeated traffic delays that cost them money and waste time, congestion has become an important factor affecting local government policies in many parts of the nation. In this new book, Anthony Downs looks at the causes of worsening traffic congestion, especially in suburban areas, and considers the possible remedies. He analyzes the specific advantages and disadvantages of every major strategy that has been proposed to reduce congestion. In nontechnical language, he focuses on two central issues: the relationships between land-use and traffic flow in rapidly growing areas, and whether local policies can effectively reduce congestion or if more regional approaches are necessary. In rapidly growing parts of the country, congestion is worse than it was five or ten years ago. But Downs notes that the problem has apparently not yet become bad enough to stimulate effective responses. Neither government officials nor citizens seem willing to consider changing the behavior and public policies that cause congestion. To alleviate the problem, both groups must be prepared to make these fundamental changes. Selected by Choice as an Outstanding Book of 1992 Co-published with the Lincoln Institute of Land Policy

A call to redefine mobility so that it is connected, heterogeneous, intelligent, and personalized, as well as sustainable, adaptable, and city-friendly. The twentieth century was the century of the automobile; the twenty-first will see mobility dramatically re-envisioned. Automobiles altered cityscapes, boosted economies, and made personal mobility efficient and convenient for many. We had a century-long love affair with the car. But today, people are more attached to their smartphones than their cars. Cars are not always the quickest mode of travel in cities; and emissions from the rapidly growing number of cars threaten the planet. This book, by three experts from industry and academia, envisions a new world of mobility that is connected, heterogeneous, intelligent, and personalized (the CHIP architecture). The authors describe the changes that are coming. City administrators are shifting from designing cities for cars to designing cities for people. Nations and cities will increasingly employ targeted user fees and offer subsidies to nudge consumers toward more sustainable modes. The sharing economy is coaxing many consumers to shift from being owners of assets to being users of services. The auto industry is responding with connected cars that double as virtual travel assistants and by introducing autonomous driving. The CHIP architecture embodies an integrated, multimode mobility system that builds on ubiquitous connectivity, electrified and autonomous vehicles, and a marketplace open to innovation and entrepreneurship. Consumers will exercise choice on the basis of user experience and efficiency, aided by "intelligent advisors," accessible through their mobile devices. An innovative mobility architecture reconfigured for this century is a social and economic necessity; this book charts a course for achieving it.

Foreword by Ted Hesketh, CBE Former Managing Director, Translink - This is the sixth book in the 'Buses in Ulster' series published by Colourpoint Books. They are to be congratulated for bringing the story of Ulsterbus and Citybus to a wider audience, and putting it on record for future generations. During the first two decades of the 'Troubles', the men and women of Ulsterbus and Citybus had to cope with unprecedented difficulties. My predecessor, Werner Heubeck, gave outstanding leadership when it would have been so easy to throw in the towel. To keep buses running normally was the top priority and everything else was secondary. My early days with Ulsterbus were focussed on keeping the finances in good order when buses were being destroyed in quantity; compensation was a thorny issue, and revenues were subject to frequent disruption. Gradually, as Mr Heubeck's deputy, I took on additional responsibilities such as industrial tribunals, property development, etc; Mr Heubeck gave me a lot of scope in the day to day running of the business so the transition to Managing Director was relatively smooth. The worst of the 'Troubles' had passed when I became MD in 1988.Even so, this volume records nearly 250 buses totally destroyed by terrorism during my time as MD.Thankfully no staff were killed. In 1996, we erected a ceramic wall panel in Laganside Buscentre to commemorate the twelve busmen killed earlier in the 'Troubles'. With the passage of time it is very pleasing that the heroism of our bus drivers, and all the staff who supported them during the 'Troubles', is increasingly recognised. I hope that in time there will be a more substantial memorial for those killed and injured, which will also record the bravery of the very many who, on a daily basis, displayed great courage to maintain services throughout the 'Troubles'. Like most bus companies, Ulsterbus faced declining passenger numbers due to the growth in private car usage. Introduction of a market led approach saw the development of many new services, real improvements to the quality of all services and much better public information. Strenuous efforts went into creating a new climate of industrial relations, and this helped avoid unnecessary service disruptions. There was increasing recognition that many of our staff work unsocial hours which can impact on family life.By way of "thank you" we ran a series of Family Fun Days for partners and children - hugely enjoyed by all!A previously untold success story was the effective blocking of proposals to privatise and deregulate bus services in the Province. These proposals were wholly unsuited to Northern Ireland and had they succeeded there is little doubt that Ulsterbus, as we know it, would no longer exist. As always there is unfinished business. The E-way and Super-route busway schemes are long term projects conceived during the period covered by this book. Less well known are similar schemes going into north and west Belfast. Some of the land currently blighted by the peace line offers a unique opportunity to develop a new busway to benefit the entire community. I hope that future volumes of 'Buses in Ulster' will be able to carry reports of substantial progress on these schemes. I am proud to have played a part in the history of these two great companies. From retirement, I look back with fondness to a most enjoyable time working in both Ulsterbus and Citybus with some of the best professionals in the business. Despite all the problems and the long hours we still managed to have some fun!From the start of Ulsterbus in 1967 until he retired in 2001, Irvine Millar was a valued member of the senior management.During the period of this volume he developed his initial role as management auditor, to create a specialism embracing the whole area of bus priority measures. He even managed to convince some of our colleagues in Road Service that building more roads is not necessarily the best answer to every traffic problem, and that sometimes public transport has a role to play! Irvine's extensive knowledge of buses has been put to good use in this book. He goes beyond the detailed recording of fleet changes to trace the history of service development and touches on many other aspects of Ulsterbus and Citybus to the reader's benefit and it is with great pleasure that I commend it to you.