Implementing and sustaining a new approach to transportation in the United States requires much more than shifting appropriations and priorities—it requires the reconstruction of fundamental institutions. If mass transit continues to be financed and managed in competition with infrastructure for motor vehicles, there is little chance of achieving a more sane and stable balance. However, as an integral function of new institutions designed to support mobility and accessibility with the most appropriate technologies, mass transit could become a significant component of more efficient and equitable local and regional transportation systems than the ones we have today.

In 1991, at sixty-five, Art Arfons made the last attempt by anyone to set a land speed record at the Bonneville Salt Flats. It was a culmination, of sorts, to a remarkable career and a lifelong love affair with speed and power. Arfons’ machines were triumphs of mechanical engineering, and from 1963 to 1966 he dueled Craig Breedlove over the land speed record in a contest that has been dubbed the “Bonneville jet wars.”

In the mid-nineteenth century, Kavala developed into one of the most important tobacco-processing centers in the Balkans, attracting the commercial interest of the Habsburg Empire, England, France, Egypt, and even the United States.

Appearing almost a decade after the founding of SHOT, these two volumes, edited by the founder of the society and his colleague Carroll Pursell, deeply influenced the character of the history of technology as an academic field of study.

There are two schools of thought on the decline of mass transit and the rise of mass motorization in the United States. In this sweeping history, David Jones debunks popular conspiracy theory—the Who Framed Roger Rabbit? story—and revives an earlier explanation based on rising income and personal choice.