By David W. Jones
Mass Motorization and Mass Transit examines how the U.S. turned the world's so much completely motorized country and why mass transit has been extra displaced within the usa than in the other complicated commercial kingdom. The book's historic and foreign point of view offers a uniquely potent framework for figuring out either the depth of U.S. motorization and the problems the rustic will face in moderating its calls for at the world's oil offer and lowering the CO2 emissions generated by way of motorized vehicles. No different e-book deals as entire a background of mass transit, mass motorization, street improvement, and suburbanization or presents as penetrating an research of the ancient transformations among motorization within the usa and that of different complex business countries.
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Extra info for Mass Motorization + Mass Transit: An American History and Policy Analysis
10. It shows the increase in GDP per capita for each of the G-7 nations from 1913 to 1950. It also shows the percentage increase in motor vehicles per 1,000 persons for the same nations over the same period. S. and Canadian economies dramatically outperformed those of the battleﬁeld nations of World War II—Japan, Italy, the United Kingdom, France, and Germany—in terms of their increase in per capita GDP. Just as clearly, the United States and Canada far outdistanced their industrial peers in terms of their increase in motor vehicles.
By 1970, these issues were being linked under the rubric of environmental sustainability. The question was being posed: Is global motorization sustainable? This issue was salient because intensive motorization had become an international phenomenon that had created a truly multinational automobile industry and increasingly strenuous demands on world oil supplies. S. S. ≤π During the same period, imported oil increased from 20 ؇ U . S . S. oil consumption to fully half. S. ≤∫ In other words, there has been good reason to view intensive motorization as a mixed blessing for the United States since the 1970s.
And Canadian motorization levels will fully converge. The United States’ lead in GDP per capita has declined vis-à-vis Canada, but not enough to erase the residual differential in motorization levels, because much of the remaining residual can be attributed to differences in fuel-tax rates and urban transportation and land-use policies. S. S. ≥≥ If present trends persist, we would expect to see continuing growth of motor vehicle registrations per capita in Canada, Europe, and Japan, but we would also expect less-than-complete convergence with present motorization levels in the United States and thus substantial residual differentials in VMT.