The two main objectives of this book are to estimate the nature and scale of transport inequalities in Great Britain, and to determine how this impacts on people’s quality of life and their ability to participate in everyday activities. It also discusses the current situation as to whether the decisions made on investments and subsidies in transport are fair in terms of who are the beneficiaries, and it then outlines the means by which inequalities can and should be addressed. In Inequality in Transport, David Banister addresses these complex problems, first through an exploration of inequality, its nature, measurement and extent. He then links inequality and the transport sector through detailed analysis of the variations in daily and long-distance travel in Great Britain over a ten-year period. He then argues that there must be a much wider interpretation of inequality – one that links actual travel with measures of wellbeing and sustainability, recognising that these will change over time. In drawing his findings together, he concludes that there must be new thinking in transport policy and planning if transport inequalities are to be alleviated.

The Street is Ours examines the changing uses and meanings of Rio de Janeiro's streets and argues that the automobile, by literally occupying much of the street's space and by introducing death and injury on a new scale, significantly transformed the public commons. Once viewed as a natural resource and a place of equitable access, deep meaning, and diverse functions, the street has changed into a space of exclusion that prioritizes automotive movement. Taking an environmental approach, Shawn William Miller surveys the costs and failures of this spatial transformation and demonstrates how Rio's citizens have resisted the automobile's intrusions and, in some cases, even reversed the long trend of closing the street against its potential utilities.

Elle transforme les villes en firmes entrepreneuriales, et génère exclusion économique, ségrégation spatiale et souffrance sociale, tout en alimentant la crise environnementale. Au point que les grandes villes inspirent aujourd’hui un rejet croissant qui se traduit par une multitude de résistances ordinaires.

De la relocalisation de la production maraîchère à l’occupation de zones menacées par les grands chantiers d’infrastructures, ces « initiatives de l’alternative » et ces luttes productrices de communs sont l’expression d’une biopolitique de transformation sociale radicale. Ménager la totalité organique du vivant, ses lieux et ses rythmes, et organiser collectivement les conditions de l’autonomie pourraient ainsi constituer le socle d’une contre-société décroissante face à la barbarie des métropoles et à l’abîme socioécologique où elles nous précipitent.

As well as living longer, older people are fitter, healthier and more active than previous generations were. There is both a desire and a need to be mobile in later life and mobility is clearly linked to older people’s health and wellbeing. Yet mobility can be hard for older people and we don’t always design our neighbourhoods, towns, cities and villages in an age friendly way. With case studies from across the globe, authors take a geographical lens to the important topic of transport and mobility in later life. Chapters examine how the relationships between mobility, modes of transport, place and technologies affect an aging population. This collection will be of interest to scholars and students in human geography, in particular those with interests in transport geography, mobilities, geographies of health and wellbeing, urban geographies and geographical gerontology. It will also appeal to practitioners and policy makers in urban design and planning, transport planning and engineering and public health who have interests in age-friendly cities and policy.

These changes are driven by the development and application of ‘smart’ technologies. Transition to these technologies present significant opportunities for countries, cities and rural areas alike, offering the tempting prospect of economic benefit whilst resolving today’s safety, congestion, and pollution problems. Yet while there is a wealth of research considering how these new technologies may impact on travel behaviour, improve safety and help the environment, there is a dearth of research exploring the key governance questions that the transition to these technologies pose in their disruption of the status quo, and changes to governance that may be required for the achievement of positive social outcomes. This book aims to step into this void and in doing so presents an agenda for future research and policy action. Bringing together a collection of internationally recognised scholars, drawing on case studies from around the world, authors critically reflect on three primary governance considerations. First, the changing role of the state both during and post-transition. Second, identifying the voices shaping the smart mobility discourse. And third, analysing the implications for the state’s capacity to steer networks and outcomes as a result of these transitions. The authors argue that at present there exists a critical window of opportunity for researchers and practitioners to shape transitions and that this opportunity must be seized upon before it is too late.

L'ambivalence de ce désir reste à étudier, comme ce que signifie aujourd'hui le fait de ne pas bouger. La privation de mouvement est une peine ; le droit pénal, les disciplines scolaires ou militaires immobilisent ; les accidents et les maladies paralysent ; l'accélération technique se paye en inertie dans les embouteillages ou les bureaux. Les éloges de la mobilité comme la critique de l'accélération sont passés à côté de ces situations où l'immobilité s'impose, non sans violence. Il faut redonner son sens à l'immobilisation. Car cette peine est aussi une étape, une station, impliquant le corps et la pensée. Tenir, debout, assis, dans la position du lotus ou même couché, c'est exercer sur soi une contrainte signifiante. Les « mouvements » d'occupation des places nous le rappellent, l'art également. Savoir faire halte, c'est savoir résister.

Designing around it is the most efficient way to make our cities life-sized—to scale cities for humans. It is time to cement the bicycle firmly in the urban narrative in US and global cities. Enter urban designer Mikael Colville-Andersen. He has worked for dozens of global cities on bicycle planning, strategy, infrastructure design, and communication. He is known around the world for his colorful personality and enthusiasm for the role of bike in urban design. In Copenhagenize, he shows cities how to effectively and profitably re-establish the bicycle as a respected, accepted, and feasible form of transportation. Building on his popular blog of the same name, Copenhagenize offers vivid project descriptions, engaging stories, and best practices, alongside beautiful and informative visuals to show how to make the bicycle an easy, preferred part of everyday urban life. Copenhagenize will serve as inspiration for everyone working to get the bicycle back into our cities. It will give planners and designers the ammunition to push back against the Automobile Age and convince the skeptics of the value of the life-sized city. This is not a guide on how to become Copenhagen, but how to learn from the successes and failures (yes, failures) of Copenhagen and other cities around the world that are striving to become more livable. We need to act in order to save our cities—and us—from ourselves. Copenhagenize shows the path forward.

Comment se définit aujourd’hui une famille supposément éclatée en différents lieux ? Sous l’effet des mobilités et des migrations, la dispersion géographique des individus et leurs choix de localisation supposent, pour chacun, des arbitrages complexes, au centre desquels la proximité ou l’accessibilité du réseau familial prend toute sa place. Comment rendre compte et comprendre le fonctionnement de la famille à distance ? Au-delà du ménage, le groupe familial se définit comme un ensemble dont les différents membres ne résident pas nécessairement, et pas toujours, sous le même toit. Il se déploie sur un territoire aux contours variés. Distance, proximités et frontières administratives et internationales impriment des dynamiques particulières aux relations familiales. La multirésidence ou le fait de vivre sous plusieurs toits différents, l’entretien des liens des migrants avec la famille d’origine, les relations avec les parents âgés, la vie de couple sans cohabitation, la pratique du télétravail ou la mobilité de groupes professionnels (personnels navigants par exemple), sont autant de manifestations du fonctionnement à distance de la famille qui, en s’adaptant à ces nouvelles contraintes, invente de nouvelles solidarités.

Depuis une trentaine d’années, les routes de l’échange transnational ont connu de profondes mutations. Elles relient aujourd’hui la Chine, l’atelier du monde, à un « marché des pauvres » fort de quatre milliards de consommateurs, en Algérie, au Nigeria ou en Côte d’Ivoire. Pour apercevoir ces nouvelles « Routes de la Soie », il faut se détacher d’une vision occidentalo-centrée et déplacer le regard vers des espaces jugés marginaux, où s’inventent des pratiques globales qui bouleversent l’économie du monde. On découvre alors une « autre mondialisation », vue d’en bas, du point de vue des acteurs qui la font.

It exists not only in tandem with modern constructions of mobility, speed, rhythm, and time–space compression, but also with infrastructures, technologies, practices, and emotions associated with the experience of the ‘mobilizing modern’. ‘Hurry’ is not simply speed. It may result in congestion, slowing-down, or inaction in the face of over-stimulus. Speeding-up is often competitive: faster traffic on better roads made it harder for pedestrians to cross, or for horse-drawn vehicles and cyclists to share the carriageway with motorized vehicles. Focusing on the cultural and material manifestations of ‘hurry’, the book’s contributors analyse the complexities, tensions, and contradictions inherent in the impulse to higher rates of circulation in modernizing cities.

This book explores the places, spaces and practices of dwelling in mobile times, and considers dwelling under the umbrella of broader transformations in society. The manifestations of these transformations are carved out on the level of everyday practices and experiences.

Based upon first-hand research studying the daily mobility and movement of female wheelchair users in different urban environments in England, this book explores issues relating to disabled people’s access needs as well as the different contexts within which their mobility is shaped. It develops an understanding that destabilises the common-sense conception of access as solely a physical matter and incorporates social, psycho-emotional and corporeal dimensions in developing a broader conceptions of disability and mobility. Examining the interrelationships between technology and impairment as well as strategies of resistance deployed by disabled people to ensure access to urban spaces and places, the author exposes the challenges the built environment can present to the movement and mobility of disabled people and asks how we can overcome these challenges in order to make the environment more conducive to independent mobility.