Effect of Technology on Public Transportation

Effect of Technology on Public expatriateWhat try out of the social shaping of technology, if any, is provided by the history of prevalent transpose in capital of the United Kingdom capital of France (1820-1990)?The following pull up stakes discuss the evidence or otherwise of the social shaping of technology with regard to normal outrage in capital of the United Kingdom and Paris among 1820 and 1990. During this period technical advances in state- endureed exile were pronounced and whether they shaped social diversifys will be outlined below. capital of the United Kingdom and Paris argon apt examples to subroutine as they positive rapidly during the 19th Century and had continued to change until the end of the period.In 1820 both capital of the United Kingdom and Paris were expanding cities yet their transport systems with the exception of canals to capital of the United Kingdom had hardly changed at all in hundreds of years. However, the cushion of industrialisatio n and urbanisation would mean that London and Paris would need the improvements in semi normal transport to get their populations to work, school and home again. These advances in technology in turn would bolster the social and economic changes that had fostered them in the source place. The British population increased from 10 million in 1800 to 36 million in 1990 whilst that of France went from 27 million to 40 million (Roberts, 1996, p.322). In the same period the population of London went from 900,000 to 4.7 million whilst that of Paris went from 600,000 to 3.6 million. some of the rise in the London and Paris populations resulted from the increased migration promoted by public transport (Roberts, 1996, p.322). The term commuter came into everyday mapping during the 1850s to describe the plenty that expireled into and around London daily to work. These commuters get goingled by fix and in any of the 800 provide drawn bus military services. After 1862 commuters could t ravel on the first complete section of the underground from Paddington to Farrington Street. The underground was developed and built by partners including the City of London and Great Western Railway. The spin of such systems in London and Paris showed great engineering science skills non least because of the need to tunnel or bridge the Thames and the Seine independently (Evans, 2000, p.101). The Paris subway system was opened on July 19 1900 when it only went from Porte de Vincennes to Porte Mailliat. wish well the London underground the resistance was extended much unless than the archetype line. Line 1 for example now runs from Chateau de Vincent to La Defense. The Paris thermionic vacuum tube gained a reputation for not only being more than than than(prenominal)(prenominal) cost-effective that the London underground me depone overly more elegant. The metro resulted from the engineering know how of Fulgence Bienvenue and the architectural elegance of Hector Guim ard. The metro has 211 kilometres or cxxx miles of track that serves 380 send that means that any within Paris is yet 500 metres away from the nearest station. The metro is slightly bigger than fractional of the London underground yet has a hundred stations more (Mills, 1997-2005).Improvements in technology meant that more people travelled to London and Paris to live and work, thus more of them could travel within and beyond the city limits. That was due to the increase in the provision of public transport. In the former(a) part of the period 1820 to 1990 was the sexual climax of the leadship canal. The first successful rail service between Stockton and Darlington was developed by George Stephenson provided the impetus for a great involution of railways (Hobsbawm, 1962, p.187). As respective capital cities London and Paris were logically at the centre of their national rail networks. Technically speaking, although the use up services into, from and in London were providing a public service they were privately owned until afterwardsward 1945. Britain had a head start over France when it came to the amount and density or rail and track not only in the capital but nationally as well, over 750 kilometres squared compared to between 250-499 kilometres squared for France (Hobsbawm, 1975, p.310). The advent of the railways meant that the Londoners and Parisians could have better links to the provinces, also cities such as Newcastle and Marseilles were easier to reach. The railways also meant that other parts of their cities were easier to get to (Hobsbawm, 1975, p.56). Southern Railway that ran the majority of rail services in and around London was the only private rail operator (before nationalisation) that was regularly in profit (Black, 2000, p.89).Linked to the spread of the railways was the bridal of underground systems in both London and Paris. The underground and metro systems offered the capability and ability to carry millions of commuters dai ly without causing as much noise as having all the rail tracks above ground. London expanded its running(a) underground -system in 1890 and Paris alongside other cities followed within a decade. The London underground is roughly double the size of the Paris metro since the completion of its last fender in 1999 with 392 kilometres or 244 miles of track with 280 stations (Crystal, 2003, p.950). In contrast to the railways the London underground continued to expand during the sixties and beyond. The new Victoria Line of the 1960s was followed by the Jubilee Line and the extension of the system to Heathrow Airport in the 1970s (Black, 2000, p. 91). The underground systems gave the advantage of transporting more people with greater speed than other forms of both private and public transport. At that point cars and buses were barely in existence. Even as cars became more common they remained out of the price range of many Londoners and Parisians until the 1950s. Using public transport had the advantage of being cheaper without the need to worry about place or having to stay stuck in traffic jams (Black, 2000, p.86).Another way that public transport has do on the social shaping of technology in London and Paris was the role of buses. Prior to the invention of the internal burning engine there had been the horse driven bus. However, the buses driven by gasoline or diesel engines were able to carry more passengers further than their horse driven predecessors. Buses could pick passengers up from places where the train and the underground did not go. Buses were introduced into London and other British cities from 1898 (Black, 2000, p.87). Buses tended to operate later services than the trains did in London. at bottom London and outside it, train companies before the Second World state of war often ran bus services. The Second World War led to Londons travel infrastructure been badly damaged whilst Paris had fly heavy bombing although other parts of the French rail and roads had been destroyed (Black, 2000, p.88).In most respects the coming of railways amply exhibit the social shaping of technology. It helped to speed the movement of people from the smaller towns and villages to major cities such as London and Paris. The railways allowed goods or people to travel much faster and also generated great wealthiness for their investors. Such wealth was shown in the elegant stations such as Kings baby and Paris du Nord. The railways employed thousands directly or indirectly whilst transporting millions more (Hobsbawm, 1987, p.27). France had been poky in building railways than Britain yet managed to double the amount of track it had between 1880 and 1913 (Hobsbawm, 1987, p.52). The railway workers and other transport workers shaped society in ways linked to technology or in times of industrial disputes the refusal to use that technology. Both the British and French transport workers had a reputation for their al-Qaeda trade unionism. In the British General strike of May 1926 support amongst Londons transport workers was solid and not a bus, train or underground train ran for nine days (Brendon, 2000, pp 46-47). France tended to be more prone to strikes than Britain. In the summer of 1936, Paris and the rest of the country came to a halt after a series of strikes spread to the transport workers after starting at Renault (Brendon, 2000, p. 296). Even in more recent times strikes on the metro are frequent, especially if the French trade unions are unhappy with their government. Unlike their counterparts in London most Parisians can notch to work if that happens (Mills, 1997-2005).There was another festering in public transport that allowed some social shaping due to technology, the furrowcraft. At first air travel was restricted to the rich, the military and cargo carriers. However the increasing glueyness of flights and the opening of airports such as Charles de Gaulle and Heathrow near Paris and London one by o ne made package holidays and internal calling flights easier (Hobsbawm, 1994, p. 15). It was in the production of the ultrasonic airliner Concorde that both countries collaborated to show how technologically advanced they were. Concorde would allow people to travel to and from London and Paris in luxury as well as been good for national prestige (Crystal, 2003, p. 214). Whilst the French have made efforts to prevent and modernise their rail network in Paris and nationally the counterbalance in the British railways has been marked. The total mileage of track halved between 1945 and 1992 whilst the emergence of car owners increased twenty fold in the same period. That meant that public transport was taken more seriously in Paris than London (Black, 2000, pp. 90-92).Therefore, it can be argued that social shaping technology was evidenced by public transport in London and Paris between 1820 and 1990. It was the development and expansion of the railways that greatly contributed to th e expansion of London and Paris during the 19th Century. The railways generated wealth and trade as well as bringing people and jobs to both London and Paris. The development of underground-systems also contributed to social shaping and more and more people were able to commute to work and school. Public transport was further enhanced with the introduction of powered buses whilst the availability of cycles and later cars meant that not everybody had to rely on public transport. Whilst the greater availability of public transport had made social shaping changes the wider availability of cars led to more people move out of the cities centres in to the suburbs. Public transport still remains indispensable for millions of Londoners and Parisians and commuters that travel from further afield to go about their everyday business in London or Paris.BibliographyBlack, J (2000) Modern British memoir since 1900, Macmillan Foundations, Macmillan, LondonBrendon, P (2000) The Dark Valley A Pa norama of the 1930s, Jonathan Cape, LondonCrystal, D (2003) The Penguin Concise Encyclopaedia, Penguin Group, LondonHobsbawm, E (1962) The Age of Revolution 1789-1848, Weidenfeld Nicholson, LondonHobsbawm, E (1975) The Age of Capital 1848-1875, Weidenfeld Nicholson, LondonHobsbawm, E (1994) The Age of Extremes the hornswoggle Twentieth Century 1914-1991, Michael Joseph, LondonMills, I C (1997-2005) The Paris metro www.discoverfrance(Barry Vale)