Imagined communities: Reflections on the origin and spread of nationalism

https://ris.utwente.nl/ws/files/6761018/Geels02technological.pdf

Technological transitions as evolutionary reconfiguration processes: a multi-level perspective and a case-study

2 1 The innovative transport systems and the CityMobil project 10 1.1 The research questions 10 2 The state of art in the field of automatic transport systems 12 2.1 Case studies and demand studies for innovative transport systems 12 3 The design and implementation of surveys 14 3.1 Definition of experimental design 14 3.2 Questionnaire design and delivery 16 3.3 First analyses on the collected sample 18 4 Calibration of Logit Multionomial demand models 21 4.1 Methodology 21 4.2 Calibration of the “full” model. 22 4.3 Calibration of the “final” model 24 4.4 The demand analysis through the final Multinomial Logit model 25 5 The analysis of interaction between the demand and socioeconomic attributes 31 5.1 Methodology 31 5.2 Application of Mixed Logit models to the demand 31 5.3 Analysis of the interactions between demand and socioeconomic attributes through Mixed Logit models 32 5.4 Mixed Logit model and interaction between age and the demand for the CTS 38 5.5 Demand analysis with Mixed Logit model 39 6 Final analyses and conclusions 45 6.1 Comparison between the results of the analyses 45 6.2 Conclusions 48 6.3 Answers to the research questions and future developments 52

The European commission

Typology of sociotechnical transition pathways

Established in 2006, TATA Africa Services (Nigeria) Limited operates as the nodal point for Tata businesses in West Africa. TATA Africa Services (Nigeria) Limited has a strong presence in Nigeria with investments exceeding USD 10 million. The company was established in Lagos, Nigeria as a subsidiary of TATA Africa Holdings (SA) (Pty) Limited, South Africa and serves as the hub of Tata’s operations in Nigeria and the rest of West Africa.

What About Us

Technologies have created crucial connections across borders requiring new forms of regulation. This book analyses how experts, cartels and international organizations have written the rules for Europe since around 1850. Based on fresh research in the archives of multiple international organizations and European countries it explores the 'hidden integration' of Europe - forms of integration that were not always visible, but affected the citizens of Europe in their everyday lives. Richly illustrated and engagingly written, the book de-centers the present-day European Union in a new long-term understanding of European integration.

Writing the Rules for Europe: Experts, Cartels, and International Organizations

Transformative change: What role for science, technology and innovation policy?: An introduction to the 50th Anniversary of the Science Policy Research Unit (SPRU) Special Issue

Mobiliteit met Toekomst: Naar een vraaggericht technologiebeleid

Despite fierce international rivalries and commercial competition among companies, regions, and states in Europe, a transnational community of managers and engineers was able to promote interoperability of railways across national frontiers in the long nineteenth century. If at first they collaborated informally and ad hoc, around 1850 their activities became institutionalized. The main aim of this article is to explore the origins, working method, and spatial reach of their newly established institutions, of which the Verein Deutscher Eisenbahn-Verwaltungen (Association of German Railway Companies) is the most important. We argue that through its method of technification (or de-politicization), the Verein became a key transnational player in promoting collaboration and interoperability across national frontiers. Together with other railway organizations, including their engineers, the Verein contributed to creating a European transnational space – one that was not fully controlled by national governments and that paved the way for new forms of infrastructural Europeanism.

The dynamics of transnational railway governance in Europe during the long nineteenth century

Until late in the nineteenth century, madder was the most popular natural red dye. Holland was the largest and best-known supplier. As early as the fourteenth and fifteenth centuries, the province of Zeeland and adjoining parts of the provinces of South Holland and Brabant developed into important producers. In the course of the seventeenth century these areas even succeeded in acquiring a monopoly position. Early in the nineteenth century, however, this position came under attack because France had gone over to industrial production methods from around 1800, whereas Holland continued to produce with craft technologies. After 1820, as a result, a period of stagnation and decay set in. The fate of the Dutch madder industry would have been completely sealed if the production capacity of the French factories had been sufficiently large to satisfy the great increase in demand. Consequently, in Holland, after 1845, a process of revival based upon the French manufacturing methods began slowly and hesitatingly. This process started too late and was not persevered with sufficiently to regain lost markets. The Dutch producers remained strongly attached to their own out-dated, craft methods of production.

https://www.cambridge.org/core/services/aop-cambridge-core/content/view/S0007087400045301

Johan Schot

Papers

Writing the Rules for Europe: Experts, Cartels, and International Organizations

Transformative change: What role for science, technology and innovation policy?: An introduction to the 50th Anniversary of the Science Policy Research Unit (SPRU) Special Issue

Mobiliteit met Toekomst: Naar een vraaggericht technologiebeleid

The dynamics of transnational railway governance in Europe during the long nineteenth century

Technology in decline: a search for useful concepts: The case of the Dutch madder industry in the nineteenth century