Transport Revolutions: Moving People and Freight without Oil sets out the challenges to our growing dependence on transport fuelled by low-priced oil. These challenges include an early peak in world oil production and profound climate change resulting in part from oil use. It proposes responses to ensure effective, secure movement of people and goods in ways that make the best use of renewable sources of energy while minimizing environmental impacts.Transport Revolutions synthesizes engineering, economics, environment, organization, policy and technology, and draws extensively on current data to present important conclusions. The authors argue that land transport in the first half of the 21st century will feature at least two revolutions. One will involve the use of electric drives rather than internal combustion engines. Another will involve powering many of these drives directly from the electric grid - as trains and trolley buses are powered today - rather than from on-board fuel. They go on to discuss marine transport, whose future is less clear, and aviation, which could see the most dramatic breaks from current practice.With its expert analysis of the politics and business of transport, Transport Revolutions is essential reading for professionals and students in transport, energy, town planning and public policy.

The fight for the future of the city street between pedestrians, street railways, and promoters of the automobile between 1915 and 1930. Before the advent of the automobile, users of city streets were diverse and included children at play and pedestrians at large. By 1930, most streets were primarily a motor thoroughfares where children did not belong and where pedestrians were condemned as “jaywalkers.” In Fighting Traffic, Peter Norton argues that to accommodate automobiles, the American city required not only a physical change but also a social one: before the city could be reconstructed for the sake of motorists, its streets had to be socially reconstructed as places where motorists belonged. It was not an evolution, he writes, but a bloody and sometimes violent revolution. Norton describes how street users struggled to define and redefine what streets were for. He examines developments in the crucial transitional years from the 1910s to the 1930s, uncovering a broad anti-automobile campaign that reviled motorists as “road hogs” or “speed demons” and cars as “juggernauts” or “death cars.” He considers the perspectives of all users—pedestrians, police (who had to become “traffic cops”), street railways, downtown businesses, traffic engineers (who often saw cars as the problem, not the solution), and automobile promoters. He finds that pedestrians and parents campaigned in moral terms, fighting for “justice.” Cities and downtown businesses tried to regulate traffic in the name of “efficiency.” Automotive interest groups, meanwhile, legitimized their claim to the streets by invoking “freedom”—a rhetorical stance of particular power in the United States. Fighting Traffic offers a new look at both the origins of the automotive city in America and how social groups shape technological change.

The first street railway began operating in New York City in 1832. New Orleans inaugurated a street railway system in 1835, and most of the large American cities-Boston, Brooklyn, and Baltimore-were served by the end of the 1950s. In May 1861, more than a year before the nation's capital introduced this new mode of transit, the forty thousand residents of New Haven were furnished with local rail transportation. New Haven's population more than quadrupled between 1861 and 1948, and the city became Connecticut's largest manufacturing center. Street railways made it possible to reach both residential and manufacturing areas. New Haven Streetcars illustrates the essential role played by streetcars in the transformation of the city, with images from each of the six groups of lines that served the New Haven area, including the Yale Bowl open cars, the universal dump cars, the safety cars, and the horse-drawn cars.

In a nostalgic look back on the trolley and bus services of the town, Michael Berry looks at the history and demise of the Huddersfield system.

This book looks at an important turning point in the history of the bus industry in Britain. 1967 was the penultimate year to the end of an era, when private and semi-nationalized company's operated the bus networks in this country.After 1967 the network was never the same again, with the formation of the National Bus Company in 1968.The NBC was a very bland organization compared to the colourful bus companies that had existed before nationalization, and many small municipal fleets amalgamated to form Passenger Transport Executives.This comprehensive volume covers a large number of the bus companies throughout the country in 1967 and also has a good readable narrative describing Jim Blake's journeys travelling on these services across Britain.

This work discusses literary depictions of mass transit in 20th century Tokyo in the decades preceding WWII. It cuts across literary and historical/sociological analysis, and contributes to the growing body of work examining Japanese urbanism, gender, and modernism.

Questions of how the design of cities can respond to the challenge of climate change dominate the thoughts of urban planners and designers across the U.S. and Canada. With admirable clarity, Patrick Condon responds to these questions. He addresses transportation, housing equity, job distribution, economic development, and ecological systems issues and synthesizes his knowledge and research into a simple-to-understand set of urban design recommendations. No other book so clearly connects the form of our cities to their ecological, economic, and social consequences. No other book takes on this breadth of complex and contentious issues and distills them down to such convincing and practical solutions.

Toonerville Folks (aka The Toonerville Trolley That Meets All the Trains) was a popular newspaper cartoon feature by Fontaine Fox, which ran from 1908 to 1955. It began in 1908 in the Chicago Post, and by 1913, it was syndicated nationally by the Wheeler Syndicate. From the 1930s onCharacters and story[edit]The single-panel gag cartoon (with longer-form comics on Sunday) was a daily look at Toonerville, situated in what are now called the suburbs. Central to the strip was the rickety little trolley called the "Toonerville Trolley that met all the trains," driven in a frenzy by the grizzly old Skipper to meet each commuter train as it arrived in town. A few of the many richly formed characters included the Terrible-Tempered Truman, the Physically Powerful Katrinka, Little Woo-Woo Wortle, Aunt Eppie Hogg (The Fattest Lady in 3 Counties) and Mickey McGuire, the town bully.The comic reprints from Escamilla Comics are reproduced from actual classic comics, and sometimes reflect the imperfection of books that are decades old. These books are constantly updated with the best version available.

"Baltimore was the first United States city to begin regularly scheduled electric railway service in 1885. However, because of technical problems the line had to go back to horse car operation. After Frank J. Sprague developed an electric streetcar powered by an overhead wire for Richmond, Virginia; Baltimore adopted the new system and in 1893 opened the first electric line in the United States to operate on an elevated structure. By 1899, Baltimore streetcar lines, with their unique 5 foot 4.5 inch track gauge, were unified by the United Railways and Electric Company which purchased 885 semi-convertible cars with windows that could be raised up for summer operation and lowered for winter operation. Baltimore Transit Company was the third United States system to introduce modern Presidents' Conference Committee (PCC) cars and at its peak operated the eighth largest fleet of these cars. A combination of factors including a ridership decline and making many downtown streets one way contributed to conversion to an all bus system. Baltimore Streetcar Memories is a photographic essay of history of the Baltimore, Maryland streetcar system up to its closure in 1963 and the return of a modern streetcar/light rail system 29 years later in 1992."--Amazon.com