This chapter depicts major events in the evolution of the deportation system (precursor “Nisko,” early isolated deportations from the Reich), the role of the RSHA/Eichmann and local/regional authorities; discusses transportation logistics (roundups, transit camps, railways, police guards, confiscation of property), destination sites, treatment of deportees after arrival and agencies involved; and points to lacunas in scholarship on key features of the deportation process and its place in Holocaust history.

There are two barriers to realizing the promise of the 100-year life in the US. The first is that few get to live it: unlike peers in other high-income countries, the life expectancy of Americans is short. Paradoxically, however, boosting American longevity would aggravate a second problem: on important dimensions, Americans enjoy less independence in old age than their peers. These problems have something perhaps unexpected in common: a built environment that requires driving as the price of first-class citizenship. That bargain, a legacy of twentieth-century transportation and land use policy, first lops years off of life expectancy by claiming lives at disproportionately young ages and then saps independence and quality of life among the small share of Americans who are fortunate to reach very old age. This chapter proposes two solutions. First, it urges road safety interventions that maximize life expectancy and thus expand the promise of the 100-year life. Second, it develops a variant on the classic Tiebout model of residential sorting that applies the concept more narrowly to enable retirees to thrive (transportation-based “gray Tiebout sorting”). It details the instrumental promise of such a market and its potential for broad spillover benefits.

This chapter provides an overview of Tehran’s urban development and shows how the city’s growth has been influenced by natural settings, cultural ideals, and economic and political processes. I explain the class structure of the city (moving from the north to the south, one perceives a gradual shift from wealthier neighborhoods to poorer ones) and its historical and geographical evolution. With an emphasis on grand urban visions, I discuss how natural, historical, and political forces have contributed to the unequal structure of the city.

With the foundation of Imperial Germany in 1871, Berlin became capital of an enlarged and increasingly significant Empire, or Reich. Unification precipitated an economic boom, soon followed by a crash; but industry continued to expand rapidly, with an exponential growth of the population through immigrants seeking work in the city. In the half century following unification the population quadrupled, from around one million in 1871 to nearly four million in the expanded metropolis of Greater Berlin in 1920. New forms of transportation altered the dynamics of the city, while adequate housing and public health became matters of growing concern. In an era of competing nation states, Imperial Germany too began to acquire overseas colonies, including in southwest Africa and eastern Africa (today’s Namibia and Tanzania) as well as elsewhere in Africa and the Pacific. But defeat in the First World War shattered the dreams of the newly rich, the imperialists and colonisers, those who trumpeted racial superiority and dreamed of world mastery.

This chapter discusses the resilience of caravans in the late nineteenth and early twentieth centuries by suggesting a move from competition and technologies-focused narratives to more comprehensive histories of mobility. The aim is not to deny the transformative effects of steam and, later, automobiles. It rather promotes a synergy approach in which speed was not systematically the decisive factor and the experience of mobility and the ‘channelling’ (V. Huber) was not yet an unescapable feature. Geography, season, markets’ specific features provided economic rationality to slow, incremental and yet efficient type of mobility. As suggested by the intertwined histories of the chapter, this did not influence economic calculations only. The persistence of caravan trade and its connection to a widening array of means of mobility also had an influence on the very working of inland territories from urban settlements along caravan routes to the cities’ daily connections with the steppe and desert.

As Chapter 4 has already made clear, this chapter is not another caravan-to-car story. Nor is it another case study of threatening mobility vs. governmentality. It is rather a continuation of Chapter 4 on the transformations of economic and political geography that put caravans to the test. Building on Chapter 4 and contrary to developmentalist notions of modernisation, this chapter argues that the end of caravans was a cumulative process, just like its persistence until the interwar period. New kinds of territorialisation (automobility and what I define as the ‘evening of mobility’ were part of it, indeed) fostered gradual disintegration and divergence across the caravan regional market. This would gradually erode the caravans’ raison d’être and deepen their transition to shorter routes while camels and traders would find new employments.

Chapter 2 explores the complex dynamics of Colombia’s post-1850 import trade. It traces how foreign objects – textiles, machetes, toiletries, food, and chinaware, among many other goods – circulated throughout the national geography: the routes they traveled and the places they visited. The chapter also explores the many places in which peasants, bogas, formerly enslaved people, and small landholders came together to give meaning to the multiple and diverse spaces of exchange.

By examining transportation, agriculture, animal husbandry, industry, and commerce, this chapter explores the regional division of labor among residents of the landscape trilogy.

This chapter begins the last section, a section that explores how the police power can be used to address modern social problems. We look at a number of these wicked problems, including housing, transportation, environmental degradation, and other predicaments, and connect our conception of the police power as described earlier in this book to the use of this power proactively to confront these especially difficult problems.

The Deal New regulated banks, transportation, and energy among other industries, in the 1930s. In the 1970s, there was a mostly bipartisan effort to reduce regulation in those industries. Although Ronald Reagan is known as the deregulation president, it was Jimmy Carter that started deregulation in each of those industries. Alfred Kahn, whom Carter appointed to lead the Civil Aeronautics Board (CAB), together with recently retired Supreme Court Justice Stephen Breyer, advised Senator Ted Kennedy on how to deregulate airlines. The deregulation of truck, railroad, bus, and transportation, along with natural gas deregulation, followed. Deregulation was based on policy evidence that changes in those industries made it possible to lessen regulation and depend on markets to achieve greater efficiencies. By comparison, Congress decision to reduce regulation of savings and loan banks, based on industry lobbying, ended in disaster as S&Ls failed because of risky behavior and Congress had to bail them out. On balance, the regulation that occurred rebalanced the mix of government and markets in order to achieve a more robust economy.

After the Progressive Era of the late 19th century, the unregulated financial markets boomed, encouraging people to go into debt to buy stocks, and when an economic boom went bust, the Great Depression ensued. FDR’s New Deal was a response to the failure of markets to protect people that led to the government taking on the responsibility of preventing, or at least moderating, economic dislocations, regulating the financial and banking systems, providing jobs as an employee of last resort, and establishing a social security system to protect the elderly and disabled Americans. The missing link in these efforts was racial justice, which was largely overlooked for political reasons. While FDR’s critics accused him of betraying capitalism, he in fact saved the market system from destroying itself.

Suggestions as to the non-medical logistical issues that the event planners will encounter when planning their mass gathering event: security, transportation, communications, and hazardous materials issues.

Using consumption data, this chapter profiles in detail the arrival of China’s age of abundance, from improvements in diet, to clothing, housing, and transportation. It documents and establishes the arrival of China’s age of material abundance.