Road

Social order is the way individuals fit together with others and things around them (E. Silva, 2009, page 311), it’s what keeps society running smoothly. Order is the implicit (unwritten and unspoken) and explicit (laws, written and spoken) rules that control society’s behaviour and make individuals courteous and respectful to one another. These rules usually go unnoticed and it is only when something happens that is against the norm (earthquake, car accident, and mugging, among other examples) that people begin to question the rules that keep them in order.

Both Goffman and Foucault made attempts to explain how order is made and remade. Goffman used a micro approach to explaining order; that is, he concentrated on the individual and patterns of everyday interactions while Foucault used a macro approach, looking at wider society, genealogy and power to explain order. There are many similarities and differences between their approaches. Goffman’s work on interactional order argued that individuals are performers, who act, adopt a mask or follow the norm in their everyday lives (S. Taylor, 2009, page 172).

He argued that order is made and remade through every day interactions and that the order is created by repetition and improvisation. He believes that social change comes about due to actions being built and rebuilt (E. Silva, 2009, page 317). Goffman examined rituals and interactions in everyday lives and saw how tact and trust were shown through the use of actions, gestures and language between strangers. Strangers exchange a number of codes of civil indifference through implicit contracts which both allow acknowledgement and protection.

However, order breaks down when these codes are misinterpreted or misread and on some occasions punishment follows. First impressions are important and Goffman believes that individuals ‘put on a show’ to try and manage the impression they are giving which helps us to read the situation and categorise people to make a sense of order. Foucault however, looked at discourse (a set of shared ideas used to view the functions of society) and how order is controlled by knowledge and power.

Foucault looked at how the knowledge of order comes about (E. Silva, 2009, page 319). He argued that the authority to intervene is allocated to certain individuals (or institutions) and is instigated through practices of law, punishment and education and that different institutions (school, family, workplace for example) have different powers of intervention to regulate behaviour and order. Discourses help shape society towards popular attitudes and allow people to know if they are ‘normal’ by behaving in a certain way.

Foucault disputes Goffman’s idea that the individual is self-aware, coherent and in control, he believes that individuals have very little control and that we behave according to knowledge gained through socialisation that we ‘pick up’ as we age. Foucault sees individuals as docile and passive who cooperate in subordination. Foucault believes in a disciplinary society dominated by professionals (experts) who use discourse based on knowledge and power to make and remake social order. Foucault believes there are three different types of power involved in making social order.

Sovereign power (power of society’s ruling authority; monarchy, state or political authority) exercises power through the ability to visibly punish wrong-doers. The second form of power is surveillance, where information is gathered and held to keep people in line, to control their behaviour and make them conform to social order. People understand they are under constant surveillance and begin to adjust their behaviour to regulate conduct to be ‘normal’. The third for of power is self-directing and active. This is when individuals believe they are unique and as a result of internalised discipline they order themselves (E.

Silva, 2009, pages 321-322). A good example of social order in process is road traffic and road design. The Buchanan Report (Ministry of Transport, 1963) was commissioned to produce a new design for space and roads in the towns around the UK. It was produced in response to the rising number of traffic in towns and residential areas and was about the needs of individuals to live with motor vehicles (E. Silva, 2009, page 327). Buchanan used the argument of scientific rationality (the universally accepted standards that are understood by knowledge), claiming that ‘…

Guesswork and intuition can be largely eliminated; given the necessary information… ’ (Buchanan cited in E. Silva, 2009, page 329). Buchanan concluded that traffic and pedestrians need to be segregated and bound by rules through visible displays (such as signs, speed humps and so on). Buchanan’s report is an example of the modernist approach, where space is controlled by rules, prohibitions and orders requiring motorists to adapt to known systems of motoring. Buchanan uses scientific rationality to explain how road users know the rules of the road.

He believes that through visible signs and knowledge people learn how to use the road orderly and safely. Foucault claims that people learn order through the knowledge of discourse. He believes that individuals are docile and subordinate and follow rules that have been taught through power by ‘experts’. The Buchanan report shows individual intuition has been eliminated; Foucault also believes that individuals are not in control of their own destinies (E. Silva, 2009, page 321). In contrast to the Buchanan report and Foucault’s order of things approach, Monderman’s thesis allows for individual thought and awareness.

Monderman, after years of segregation between vehicles and pedestrians suggested a theory of ‘shared-space’ for road and path users. Starting in the Netherlands in the early 80s, Monderman carried out experiments on road design to show that by creating areas where pedestrians, vehicles and cyclists share the same space to move around, road safety can be improved and awareness of motorists can be increased. Monderman believed people moved round in ‘zombie-like’ states while driving on traditional road designs (segregation of motorists and pedestrians) and are taught to blindly follow instructions and not to think for themselves.

He believes this is when accidents occur (order is disrupted) (Monderman cited in E. Silva, 2009, 334-335). In his experiment in the town of Oudeshaske, Netherlands, he removed all road signs, barriers, etc and created an even surface with no road or path markings. He replaced these with trees, flowers and in some areas even fountains to help control behaviour on the roads by psychologically calming traffic by reducing speed and making motorists and pedestrians alike more aware of others around them.

Both motorists and pedestrians have to make eye contact before moving/crossing thus making them responsible and aware of their own behaviour. Monderman’s flexible approach of the shared-space scheme, allow for individuals to act of their own accord and to make their own decisions on social order. This is similar to Goffman’s interactional order, where he believes everyday interactions are responsible for making social order. Monderman believes there is a redistribution of expertise, with individuals becoming experts in road safety and their abilities to negotiate shared space (e.

Silva, 2009, page 341) and Goffman also believes that individual performers are responsible for creating social change to produce order. In his work, Goffman used participant observation and ethnography to support his theory. By using these methods he studied current issues to find invisible social order to capture the understanding and manifestation of how society is ordered. Foucault however, studied historical documents to question familiarities in the present and found that through processes of social development, social order was created (E. Silva, 2009, page 323).

Their methods of investigation differ and this can also have an effect on outcomes. Participant observation can be biased. However, searching historical evidence can only be as reliable as the record keepers at the time. Overall, both Goffman and Foucault have produced theories on how social order is created and maintained, they both agree that society is and integration of fragments being ordered differently, for Goffman these are individual interactions and Foucault believes they are discourses organised by knowledge and power (E. Silva, 2009, page 323).

By looking at the present and the individual, Goffman fails to allow for historical influences to factor in to how order is made, Foucault however, allows for historical influences, but fails to allow for the impact of individual personality in the creation of social order. Foucault’s macro theory looks at wider society to explain how social order is formed, this can be beneficial because he looks at historical evidence to see how present social order is formed. Goffman’s micro theory looks at smaller everyday actions and interactions and shows how individuals are responsible (to some extent) for creating social order.

Within National Parks the beauty of the landscape is preserved, the public is given access to much of the countryside; wildlife and important buildings are protected and traditional farming methods encouraged. A national parks authority (NPA) administers each National Park. National Parks contain beautiful upland scenery with hills, moors, lakes and forest, and in some, spectacular coasts. The growth of the leisure industry together with mass car ownership means that more people are visiting National Parks.

These changes have brought both opportunities and problems for these areas. They are two named examples of such similarity with this, and those are Stickle Ghyll and Tarn Hows which are two areas based in the Lake District National Park. The Lake District is situated North West of England on the coast, it is East from the Isle of Man and Ireland and it is one of the most popular national parks visited by tourists every year. It has also experienced advantages but also disadvantages and that makes it a good example to use.

Rural tourism, in National Parks, like the Lake District brings many opportunities such as money into the area from the growing number of visitors. The money is put forward to build more services to provide for the visitors needs and to get resources to handle the growing number of tourists. Also more visitors that come provide more jobs, which tend to be seasonal but popular. Roads and railways are well maintained within the Lake District and also access is made easier, which does increase the number of visitors.

The National Park is located in an area where you can access it by motorway and it’s within a good amount of travel time for everyone in the country. Communities remain alive as people stay to work locally in the area. And a rich cultural life survives as audiences are supplemented by visitors on holiday. There is a huge importance of tourism in the Lake District, as most jobs are linked with tourism. This includes retailing, catering, transport etc.

Although they are many opportunities that rural tourism brings, there are also impacts brought to the area by this development. Being in a National Park, poor local roads get crowded at peak times causing traffic congestion. 90% of the 10 million visitors come by car. Car parks fill up and grass verges are damaged by illegal parking- parking demand exceeds supply. Footpaths are eroded by the large numbers of walkers- erosion on footpaths is a continuing problem. When they are too many visitors, weekend holiday traffic prevents some local activities to take place. Bridleways become muddy with the increased number of mountain bikers and horse riders. Some settlement and sites become over crowded to the point where their attractiveness is threatened- honeypot sites. House prices rise out of the reach of local young people as second home buyers move in from the large urban areas.

Local people convert houses into holiday cottages and reduce the number available to local people. Farmers have their working land invaded by visitors causing damage to fences, crops and animals. There is a loss of privacy and considerable extra noise in the area and constant questions from fieldwork groups causing restlessness for residents. Litter dropped by the high number of tourists, can choke animals, walls are damaged and people park across field gates. Limestone pavements are worn down, animal and plant diversity suffers.

Some efforts have been made to manage these challenges. The National Park Visitor Centre and Education Service try to educate people about conservation. Litter bins have been removed and visitors seem to be learning to take their litter home. Footpaths have been reinforced and it provides alternative routes. This is a similar situation at Stickle Ghyll, were specific paths, gravel and rock boulders have been the solution to avoid erosion. In this area, they have been many causes of erosion, like the rivers, the animals. Fencing has been put up to stop animals like sheep going into vegetation areas. In this area in England, a lot of rain falls causing major erosion in some areas, with around 2000 mm a year.

Visitor pressure has been another cause of erosion. A rerouting bridge has been discovered, hard wearing boulders have been inserted and sign posting and information have been provided. An open access agreement was made by local farmers in the countryside stewardship scheme. Landowners have entered into wall maintenance agreements with English nature. Other solutions have been providing park and ride schemes on the edges of the sensitive areas.

For example, the car parks at Tarn Hows are located outside the preserved area near the minor roads or nearby footpaths for easier disabling access. Ensuring that affordable new housing is built for local people, and not for them to feel abandoned from the high impact of tourism. Focusing demand on honeypot sites and accepting they will be sacrificed for the sake of other areas. Like Tarn Hows, in seasonal months a large number of people tend to come here by the lake for recreation and during good weather it’s always tense (honeypot site). Another final solution is demanding that quarrying is landscaped during and after use.

The Transects

5 transects were chosen across Rugby CBD for the project. These transects were chosen because they crossed/went along main roads/main pedestrian walkways through the central business district. 5 were chosen because a significant number was needed to get an accurate picture of Rugby CBD, as just 2/3 transects could not cover the variety of areas in Rugby CBD. See a map with the transects on below (fig. 1).

What are the land uses of the CBD of Rugby?

The land uses of the central business district of Rugby would help me to determine whether the land uses of Rugby fit the core frame model. To do this, 5 transects would have to be drawn up [see above] that stretched out of Rugby CBD in several different directions, covering the presumed zones of discard and assimilation – presumed by scientific bios. I marked on a map (fig. 2) all of the different land uses, and constructed a key to help identify the different land uses. With the different keys, and every land plot owned recorded, the land uses of Rugby could be easily determined, and this would help me determine the areas of assimilation and discard.

Is there a relationship between land use and peak pedestrian flow?

To discover whether there was a relationship between the above, a point was selected along each transect , approximately the same distance from the centre point of Rugby CBD. One each of these points, the amount of people were counted that went past in 5 minutes. 5 minutes was chosen, as it would provide a far more accurate number than 1 minute would. However, 10 minutes wasn’t chosen as it would take a very long time. The survey was done to show whether certain areas of Rugby had a higher pedestrian flow than others – e.g. if the high order retail areas had a higher pedestrian flow, or lower. A tally chart was made to count the number of people that went past on each transect, and a stop watch was used to time the five minutes, ensuring the survey was accurate.

What is the building quality like in the central business district of Rugby, and how does it change with distance from the CBD?

For this question, a survey had to be done on the building quality of Rugby within the central business district. The centre of the town and the edge of the central business district were both analysed. Two very different areas (edge of town, and middle) were done to see if there would be a contrast in the building quality, and if the quality changed with distance from the CBD. On the survey (fig. 3) there were several conditions which ranged from Material (whether attractive or clean) to the Landscape (trees/grass/plants). These factors were chosen because they seemed to be the most crucial to analysing the building quality of Rugby CBD. A rating system was used that stretched from -3 to 3, as this would be an easy way to show the variations in quality as the distance from the CBD increased.

Traffic flow in Rugby CBD

To discover whether the traffic flow changed throughout the CBD, a point was chosen along each transect in the CBD. This point was chosen by taking the centre of the CBD, and deciding an equal distance along each transect that was also by a road (as for some of the transects most of it was in pedestrian only areas). The amount of cars, vans and public transport vehicles were counted on each transect of a period of five minutes, timed by a stop clock. 5 minutes was used as the time period as a time length of 1 minute would not provide as accurate results, and 10 minutes would be too long. Each transect had its own tally chart and table so that the results could be compared and would easily display the differenced between the transects regarding the amount of traffic flowing through each area and also what kinds of traffic is flowing – cars etc.

In this essay I will be writing about the Central Business District (CBD), it’s problems, and possible solutions to them. Also I will show how the CBD relates to the Burgess and the Hoyt models.

The main things that are located in the CBD are: shops, department stores, and office blocks. The main functions of the CBD are commerce, employment and entertainment. The CBD has the widest range of shops, and the highest amount of department stores, as it is very densely populated during the day. People come to the CBD for shopping, as you will have no trouble finding what you are looking for.

In the CBD lots of businesses have their offices there. For example: solicitors, banks etc.

The entertainment is also located in the CBD. Theaters, cinemas, nightclubs etc. are all located in the Central Business District because it is very highly populated in the evenings/nights. A good example is London’s West End.

The CBD is located in the same place on both Burgess’s and Hoyt’s models which is in the middle of the city. (As shown on the diagrams below.) It is located there because it is easily accessible and most of the public transport meets there.

Central Business

District

Central Business

District

The CBD faces many severe problems due to the high density of people, cars etc. Many of those problems are trying to be solved by the government, but unfortunately so far they have not been successful.

One of the major problems is traffic congestion. Traffic congestion is a very big problem that causes not only jammed streets, and delays but also pollution, which is another big problem. Traffic congestions is caused by the fact that the streets and roads where laid down before the car was invented. Back then horse-carriages were in use and the roads were not getting jammed.

The other thing that causes this problem is the very high ownership of cars. Many people own more than one car. Many roads are being gridlocked for many minutes or sometimes even hours.

Also lots of shops , services and offices are located in the CBD so people want to get to them, so the roads are congested.

Some solutions have been attempted to solve the problem. These include:

Ring roads, by-passes that divert the traffic from the CBD and instead go around it. It may seem that it would take longer, but that is not the case, as in the CBD you cannot travel fast, there are traffic lights, etc. but on the motorway there are no traffic lights and you can travel much faster so you take less time then you would if you travel through the CBD. An example of a ring-road is the M 25 going around London. It is so successful the government is planning to expand it so each side has 6 lanes, instead of the 3 it has now.

Another solution proposed by me, is the banning of heavy lorries from going through the CBD as they take up lots of space and cause congestion. That way there will be more space for cars, and lorries do tend to block streets while turning, etc

Also I think that multistory car park and ” park and ride” schemes would help to reduce the traffic in the CBD. It would help because people would park their cars in a multistory car park or the would park it on the suburbs of the city and ride to the CBD using public transport, that not only would save them time, but also money because parking in the CBD is very expensive, and it’s hard to find a space.

In Rio de Janeiro in Brazil they have a scheme in which on Mondays, Wednesdays, and Saturdays only cars with an odd last number plate are allowed to drive in the CBD and on the remaining last 3 days, Tuesdays, Thursdays and Saturdays. On Sunday anyone can drive. I think that this method of reducing cars in the CBD is good and successful for cities in LEDC countries because people can only just about afford one car let alone two. That’s why this would not be doing so well in MEDC countries such as England, because people can afford two cars, one with an odd number plate and one with an even number plate so they will be able to drive on any day of the week.

The solution attempted by the Mayor of London is ” Congestion Charging”. Basically you have to pay 5 pounds so that you can drive into the CBD. This method has been successful in one-way, but yet still there are a lot of cars in the CBD, although some people do choose to go around now, that they have to pay, or they choose to travel by the public transit.

I also think that if the government invested some money into improving the public transport drastically, then probably more and more people would choose to travel by it, recognising that it is faster than travelling by car and not so gross.

Also another solution that I think would be successful is car sharing. For example I think that some people go to 2 places that are really close to each other, and yet still they take 2 cars, when they could take only one. That would help because there would eventually be less cars around, so there will be less traffic jams, so people will see that it is a good idea because they get to work on time, or maybe even they can sleep for another 10 minutes or so.

Furthermore I think that pedestrianization of certain high streets is a good idea. For example Bond Street in London. That way it will encourage people to take the public transport as they won’t be able to go on that road in their car anyway, and the pedestrians will have more space so they will move about more freely. Also allowing only “black taxis” and busses on to certain roads is a good suggestion, because it will also encourage people to take the public transport.

In addition I think that introducing bus lanes is an excellent scheme, because the busses won’t be stuck in the traffic jams, and they will take up less space because they will have to keep to their lane. That way more people might start to travel by busses, as they will see that it is quicker. This will result in the number of cars on the road to decrease.

The second chief problem the CBD is facing is pollution. Pollution is the air that is polluted but also water, land, noise and garbage in the streets.

Polluted air causes many diseases such as asthma and bronchitis. Not only it is not healthy for us to breathe in, but also it doesn’t look to appealing when car fumes are floating everywhere.

Vehicle fumes, especially petrol and diesel, mostly cause polluted air. Cars are the biggest air polluted in the CBD, as there are thousands of them. Traffic congestion makes the pollution even worse because while the car is stopped, it r releases more fumes than it does whilst moving.

The government are tackling this problem, but so far they do not seem to succeed in it. In my opinion there are quite a few solutions to this dilemma.

Firstly I think that banning heavy lorries (as I mentioned before) is a very good way of reducing pollutions as they give of many fumes and most of them run on diesel, which is very bad for the environment. That way fewer fumes will be released so it will be healthier to live/work there.

Secondly I think that if all the busses were running on methane, then it would release less poisonous fumes than diesel. Methane is more environment friendly than petrol or diesel and it won’t be so destructive to the surroundings.

Thirdly I propose that people start to use bikes more than they do now. For example they could get to work by bike rather than by car. That way not only it would be better fro the environment, but also the people will work on their fitness, and some might find it highly entertaining. In Japan, China, and S/N Korea many people travel by bikes. Bikes are the mean form of transport over there and the atmosphere is cleaner.

In addition I think that increased road sweeping can be successful. If the government invested more money into the cleaning processes of the CBD then it would help to solve the problem of pollution. If we had more road sweepers employed and maybe a higher pay for them then the CBD will ultimately be cleaner and the pollution level will drop (hopefully). Like they do in Holland. Also there is lots of garbage left lying around the streets at the end of the day left by coffee shops, cloths stores, restaurants etc. that should be cleaned up immediately, because it attract lots of diseases and looks unpleasantly.

Another solution to undertake this problem is to enhance the tree and shrub planting. I think that would be successful, because trees and shrubs photosynthesis producing oxygen so they make the air cleaner. That way we could have more hedges, grass areas etc. and the air will be cleaner.

Noise pollution can be sometimes unbearable as well. It is mostly produced by cars, lorries motorbikes etc. There aren’t many solutions to this problem. The main thing is to reduce the amount of vehicles driven in the CBD and this is linked with traffic congestion.

The further difficulty the CBD faces is the high cost of land. The land in the CBD is very expensive because lots of shops and businesses locate their stores/offices and it’s become very cramped. Because of this, the competition some traders have had to leave and re-locate their business out-side the city center. Every business wants to set up there because all the people go there either for shopping, work or entertainment, also its easily accessible.

One of the solutions I would attempt is to start building high-rise office blocks on a small area, but tall. That way we save space and money because we only pay for the space we take up on the ground. So now more offices can situate their offices in the city center.

Another solution for this conflict is the building of out-of-town shopping centers in the suburbs or the rural-urban fringe. They need to take up lots of space so the land is cheap there so they have the money to build there stores there. People then travel there to and back. This process is called decentralization. Also most of them have free parking which is very attractive to customers, as they don’t like paying for the parking space.

In conclusion I think that the solution to the CBD’s problems are hard to implement because the CBD is very crowded big, and it involved lots of co-operation from all of the people.

Furthermore I don’t think the CBD will ever get rid of it’s problems because it will continue to get bigger and the amount of cars/shops/businesses etc. will always grow, and so will the competition, so it will be impossible to get ride of urban decline , pollution, traffic congestion etc.

Despite the fact that commuters in Mumbai have access to a variety of transportation modes, it continues to remain a challenge for daily commuters to keep track of intra-city ticketing and traffic updates from selected routes.Developed by Birds Eye Systems and founded in 2009 by Brijraj Vaghani and  Ravi Khemani, Mumbai-based Ridlr, an intra-city public transport ticketing and commuting app aims to heal these woes.

In an interaction with Entrepreneur Media, co-founder & CEO Brijraj Vaghani, revealed the inspiration behind the product and how he aims to undo some of the cash woes of daily commuters in India.

“If you’ve lived in Mumbai, you’ll know using Mumbai public transport can be massively cumbersome, particularly during peak hours. We wanted to make the lives of people plying by public transport easier by providing answers to traffic related queries before they stepped out of their houses. Our digital-ticketing service solves the challenges of availability of exact change while buying tickets, waiting in long queues to recharge bus passes and real-time traffic update and information,” he said.

How this Helps

Ridlr was conceptualized as a simple idea of providing live traffic information to commuters across Mumbai, the app soon evolved expanding their offerings by providing an integrated transport solution to over 24 cities in India. Right from looking up information to enjoying a comfortable ride by booking tickets, Ridlr ps the entire lifecycle of the commuter and that too across various modes of transport. It provides real time information about bus, local train, metro and monorail schedules to assist users and help them reach their destinations on time. It also enables commuters to book tickets online thereby providing them hassle-free journeys throughout the city.

Why should consumer prefer Ridlr over other platforms

“Our app provides a combination of planning and booking travel. For users, planning to commute within the city, they can first check for best available routes, traffic updates and public transport time timetables. Once, they have made the plan, they can then make the travel bookings accordingly. Currently, we are active on select routes on NMMT, all AC routes in BEST and Mumbai metro. We want the government agencies we work with to include booking for all multi-modal transport – cabs, local trains, ferries etc. and make our planning and booking more seamless, so that the user can just move around the city with a single app,” Vaghani adds

Provides information via app and Twitter

The app has recorded a total about 3 million downloads – 2 million downloads for its Traffline app and approximately 1 million downloads for the Ridlr app. Interestingly, the company has about 0.7 million followers on Twitter who use Ridlr for their public commuting needs. The company recently closed a Series B round of funds.

“We aim at connecting people and creating communities to enhance city dwellers’ commute experience. By collating information and dispensing it to their users, we help build communities that can play an active role in contributing to data which should help people have a better commuting experience,” Vaghani said.

Targets for 2017

We plan to get majority of the Mumbai daily commuters on the Ridlr app, which includes about 4 million users of BEST. Once, we have set a strong foothold in Mumbai, we want expand with our planning + booking service to all major cities in India, Vaghani said.

While demonetization has raised concerns about cash crunch, Ridlr aims to solve the problem of daily usage of hard cash by regular commuters and provide them a handy solution.

“… with the demonetization phenomena happening right now and India talking of going cashless and digital, apps see huge potential. Plus internet penetration is exploding in India and internet users are mostly mobile thanks to the mounting use of smart phones.”

George Bernard Shaw’s Saint Joan was first produced in New York City in 1923 and in London in 1924. Shaw published it with a long Preface in 1924. When word came out that Shaw, who was known as an irreverent jokester, was writing about a Christian saint and martyr, there were fears that he would not be able to produce something appropriate, but the early reception of the play was generally favorable, although some commentators criticized him for historical inaccuracy and for being too talky or comic. Over the years, the play, a rare tragic work in his generally comic oeuvre, has been seen as one of his greatest and most important.

It has been hailed as being intellectually exciting and praised for dealing with important themes, such as nationalism, war, and the relation of the individual to society. The play solidified Shaw’s reputation as a major playwright and helped win him the Nobel Prize in 1925. Being at least in part a tragedy, though with comic moments, Saint Joan is part of a shift in Shaw’s work from his earlier optimistic comedies to a more melancholy attitude, perhaps in part the result of his reaction to World War I.

Although he had been thinking about Joan of Arc as early as 1913, Shaw did not actually begin writing the play until 1923, three years after Joan’s canonization. He consulted many earlier works on Joan, including the transcripts of her trial. In fact, he modestly said that he had done little more than reproduce Joan’s own words as recorded in the transcripts; however, that statement is unfair to Shaw, who left a distinctive Shavian touch on the story of the martyred saint.

It is important to distinguish these two types of state intervention, since the policy of deregulation aimed only at the economic aspects of the industry, while measures on traffic safety and protection of the public interest only increase. Let’s see these questions in detail. Regulation of business life is one of the oldest forms of government regulation. Federal and state governments have actively used economic regulation to ensure the reliability of the transport system and to create conditions for economic development.

More than 100 years the state intervention in the economy is aimed at to make transport services equally available to all users without exception in the U. S. Measures to strengthen competition between private transport companies are the basis of the regulatory policies. The government invested money in creating and improving infrastructure in building roads, airports, channels and ports. The state supported and regulated system of private commercial carriers for using these communication and actually providing transport services.

Deregulation began in the sass, and in 1980, when the basic laws adopted deregulation, the situation has changed radically. In the sass and sass were tightened security measures in the transport and protection of the public interest with weakening economic regulation of transport. In 1966, it was created by the Ministry of Transport (Department of Transportation, DOT), and from the very beginning in the center of his attention were transportation and materials handling hazardous substances, limiting working time of drivers and reliable vehicles.

In 1974, the Law on Transport Security (Transportation Safety Act). Were taken effect several laws on transport, significantly influenced the practice of logistics in the next 20 years. Movement for the protection of the environment caused further strengthen attention to transportation safety and liability for environmental harm. Regulation of entry into the industry. Such regulation shall be subject to the rules of entry into the industry (market) and exit, as well as a list of markets that are allowed to serve a particular carrier.

Restrictions aimed at reducing competition in major markets and maintaining an adequate level of logistic service to small. Transport rates. Transportation rates are the second object of economic regulation, in particular, their establishment, modification, tariff subsidies and actual tariff rates. There are efferent types of transport tariffs. There are legal procedures to change (increase or decrease) in transportation tariffs. The most industries, firms are free to change prices, and limits their only competitive pressures.

Prior to deregulation, carriers had to prove the need for changes in tariffs to the Commission on interstate commerce. Carriers had to demonstrate that their costs have increased (or decreased) for justifying such a need to increase (or decrease) the price of the services. Temporary change of tariffs in response to rising fuel prices in the form of allowances allowed he tariff rate. Carriers are getting the right to change rates within a certain range without any Justification annual (typically 7-15%) after deregulation. Tariff subsidies – are the practice of support (subsidies) one carrier routes through higher tariffs on others.

That is considered that the high costs are associated with servicing small markets, subsidized by revenues from services to large markets where the level of costs are relatively lower. Strictly speaking, 42 states regulate transport on its territory, and only eight do not. There was have never been regulating the activities f public or contract carriers in Delaware and New Jersey. Nevertheless, in 1994 Congress passed and President signed a law abolishing the right of states to control the rates, routes, and composition of services provided by the carriers.

While states retained the right to regulate the size and weight of vehicles, as well as transportation routes of hazardous materials and the financial liability of carriers. In addition, Carriers retained the right of participation in the tariff committee. Costs of intrastate regulation and the difficulties in its abolition are quite significant. Postal impasses aspired to avoid regulation. But in response to these efforts of companies Federal Express and UPS power only some states have strengthened their positions. For example, several states attempt to subordinate Federal Express truck traffic on its territory in 1991. But in 1992 the U. S. Supreme Court ruled that California has no right to regulate road transport operations airlines that have a federal license. Other cities and states have tried to limit transport at a certain time of day or the transportation of hazardous materials (Donald, 2008). All these things considered, we include that creating the conditions for free market competition, although from time to time there have been calls for stability to return to a more extensive regulation – primarily it concerns air transport and road transport with incomplete transit normally – is the main aim of the legal state regulation in the transport industry.