jitney

A Brief History of Motion: From the Wheel, to the Car, to What Comes Next

by Tom Standage  · 16 Aug 2021  · 290pp  · 85,847 words

; hadn’t any money, Didn’t want to beg. So he took four spools, And an old tin can, called it jitney And the blamed thing ran. —A RHYME ABOUT JITNEYS, 1915 THE DEEP HISTORY OF RIDE SHARING On July 1, 1914, an enterprising motorist named L. P. Draper picked up a

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got around, a few other drivers in Los Angeles began doing the same thing. Cars offering rides in this way came to be known as jitneys, after a slang term for the nickel. Some drivers picked up a few riders while driving to or from their places of work. But an

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economic slowdown, which had begun in 1913, made operating a jitney an attractive option for those who had lost their job but owned a car and wanted a quick way to make a little money. A

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jitney driver, often in a Ford Model T, would typically cruise the main street of a city, looking for three or four passengers to ferry to

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and withdraw twenty-one streetcars on six lines. By this time the idea had spread to San Francisco, where at least six jitneys were operating on Market Street. The jitney craze spread rapidly as newspapers across America wrote about it, instantly prompting drivers and riders in new cities to try it. In

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Kansas City, for example, the number of jitneys went from zero to two hundred in two weeks, carrying twenty-five thousand passengers a day—and twice that number two weeks later. By the

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operating in cities across the United States. One contemporary report referred to “The Jitney Invasion.” Because most cars were open bodied, jitneys were most popular in warm, dry parts of the country. Jitneys offered convenience for riders, giving many people their first experience of car travel. With multiple fare-paying riders, they were

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much cheaper than cabs and offered an alternative to overcrowded streetcars for people who could not afford to buy a car of their own. Jitneys could be as much as twice as fast as streetcars because they did not make so many stops and, not running on rails, could maneuver

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around blockages. Some offered door-to-door service for regular customers on specific routes. Jitneys also provided service to popular destinations, such as shopping districts or sports venues, that were not served by streetcar routes. And they continued to run

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and conventional taxis had stopped operating. Streetcar companies in many cities were resented for prioritizing high returns for their investors over service to riders. So jitneys were hailed, like omnibuses before them, as emblems of freedom. They represented “a new page in the history of locomotion when convenience and economy came

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together,” declared one jitney enthusiast in the Independent newspaper in May 1915. “Nothing can stop the jitney now, no corporation, no legislation. The era of extortion and of corruption is over.” A car being used as

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a jitney in New York, 1915. That prediction proved to be wide of the mark. Streetcar companies lobbied furiously against jitneys. The Electric Railway Journal denounced them as “a menace,” “a malignant growth,” and “this Frankenstein of

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transportation.” The journal argued that jitneys should be licensed in the same way as taxicabs and subject to the same insurance

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requirements, it and suggested that jitneys should have fixed routes and rigid schedules. Municipal governments took the side of streetcar companies. One reason was that streetcar companies were often required to

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street lighting along their routes, and to pay city taxes, typically 1–2 percent of receipts. So if they were put out of business by jitneys, that would increase costs and reduce revenues for local governments. Second, streetcars’ flat-rate pricing meant that short-distance riders were subsidizing long-distance ones

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suburbs farther from city centers. Municipal governments liked this model because it allowed cities to expand by making commuting cheaper, thus increasing the taxable population. Jitneys, which generally provided short rides of two miles or so, could not offer long-distance journeys without raising their prices. That would make commuter suburbs

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less attractive places to live and hamper cities’ growth. Finally, jitneys caused an increase in traffic congestion, and in the number of road accidents. In Los Angeles in 1915, the number of accidents went up by

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22 percent, and a quarter of all accidents involved jitneys. Jitney drivers were also accused of robbery, rape, and providing getaway vehicles for criminals. The lack of regulation of

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jitney drivers made such problems difficult to police. Some of the suggestions for regulating jitneys, such as requiring them to have proper insurance, and outlawing the dangerous overloading of vehicles, made sense. But for the

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most part the rules were designed to protect streetcars by putting jitneys out of business. The jitney drivers had the backing of some newspapers. But they had little collective clout because the turnover of drivers was so rapid. A survey

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of jitneys in one city found that 1,308 jitneys operated on its streets in eighty-nine days. Of these, around one third operated for only one day, one third for

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less than fifteen days, and only one third for more than fifteen days. In short, few jitney drivers were doing it full-time; the appeal of jitney driving was that it was flexible, letting drivers work when they wanted to. But this meant that

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jitney drivers, as a group, were no match for the well-connected streetcar firms and their business and political supporters. As a result new regulations were imposed on jitneys in every city and state where they operated, inflating their costs and

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restricting their operation in various ways. In some states, a jitney license cost the equivalent of half a full-time jitneyman’s earnings. Because such

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licenses had to be purchased annually, part-time jitney driving was effectively outlawed. Other rules prevented jitneys from driving on streets with streetcar rails, picking up passengers from streetcar stops, or passing streetcars or buses. In some cities, groups

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of jitney drivers mounted legal challenges. But by the end of 1915, anti-jitney rules had been introduced in 125 of the 175 cities

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where jitneys operated; the remaining cities followed suit the next year. Some jitney drivers switched to become taxi drivers, but most did

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not. The jitney experiment was over less than three years after it

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had begun. Banning jitneys did nothing to alleviate traffic congestion because some

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riders responded by buying their own cars, rather than going to back to streetcars. Nor did suppressing jitneys prevent streetcars from being replaced by buses, which were cheaper to operate, in the 1920s. These buses, like the streetcars before them, were operated by

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monopolies and ran on fixed routes with rigid schedules (unlike jitneys, which adjusted their routes in line with passenger demand). The rigidity of urban bus systems made car ownership a more attractive option, for those who

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during the 1950s. The decline pushed people toward private car ownership, generally with low occupancy, which is a recipe for congestion. An analysis of the jitney craze published in 1972 by two American academics, Ross Eckert and George Hilton, concluded, “The policy of putting down the

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jitneys led directly to much of what is looked upon as most unsatisfactory in contemporary urban transport.” THE ROAD TO CIVIL RIGHTS African Americans living in

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the American South were particularly affected by the demise of the jitneys. All-Black jitney routes, operated by Black drivers for Black riders, had briefly flourished in several Southern cities, providing a way for riders to avoid discriminatory Jim

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automobile in supporting civil rights campaigns, a writer in the Pittsburgh Courier declared, “The key to the movement was a key to an automobile.” FROM JITNEYS TO UBER In the early twenty-first century, the idea of offering rides to strangers in private cars has reemerged in a new guise: through

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access, and satellite-positioning systems that can pinpoint the positions of both riders and drivers. But it also draws on the earlier traditions of the jitney and of the shared minivan taxis found in many parts of the world. In Eastern European countries a shared taxi is known as a marshrutka

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, as a kia kia, which means “quick quick”; in Thailand, as a songthaew; and in the Philippines, as a jeepney, a combination of jeep and jitney. Such shared taxis generally operate on particular routes, but not on a fixed schedule, waiting until they have enough passengers before setting out. In 2008

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in Southeast Asia, and Careem in the Middle East. The ride-hailing model pioneered by Uber has proved hugely popular—and hugely controversial. As with jitneys a century earlier, ride-hailing firms have faced opposition from taxi drivers, public-transport firms, and city authorities who say the firms fail to comply

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used for other things, such as parks, playgrounds, or housing. Many of today’s arguments over ride hailing are similar to those that raged over jitneys a century ago. Once again, entrepreneurs are trying to define a new, more responsive form of transport in between private car ownership, which is expensive

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. Once again, opponents claim—with much justification—that corners are being cut on insurance, safety, and tax rules. But there is an important difference. The jitney drivers were unable to speak with a collective voice and stood little chance against regulators, streetcar trusts, and taxi companies. The ride-hailing platforms, by

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that provides benefits for drivers, riders, and cities alike. ON YOUR BIKE (AND SCOOTER) Just as the smartphone has rebooted the old idea of the jitney, it has also put a new spin on another mode of transport: the bicycle. In recent years it has boosted the popularity of bike sharing

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electric cars, with their many different types of plug and charger, are only marginally less confusing. CHAPTER 10 For the history of the jitney, see Eckert and Hilton, “The Jitneys”; Schwantes, “The West Adapts the Automobile”; McShane, Down the Asphalt Path; and Norton, Fighting Traffic. For green books and the role of

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. Dickinson, H. W., and Titley, A. Richard Trevithick: The Engineer and the Man. Cambridge: Cambridge University Press, 2011. Eckert, R., and Hilton, G. W. “The Jitneys.” The Journal of Law & Economics, vol. 15, no. 2 (October 1972): 293–325. Fogelson, R. M. Downtown: Its Rise and Fall, 1880-1950. New Haven

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: What the All-American Meal is Doing to the World. London: Penguin, 2007. Schwantes, C. A. “The West Adapts the Automobile: Technology, Unemployment, and the Jitney Phenomenon of 1914–1917.” Western Historical Quarterly, vol. 16, no. 3 (July 1985): 307–326. Shelton, T. “Automobile Utopias and Traditional Urban Infrastructure: Visions of

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, here rises in fatalities, here, here, here Africa, and wheeled vehicles, here, here, here, here African Americans cars as means of avoiding segregation, here and jitneys, here travel guides for motorists, here Alexander the Great, here American Automobile Association (AAA), here American Dream, here assembly line production of cars, and parts

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affordable car for all, here, here assembly line production, here end of production, here and ethanol as motor fuel, here innovative design of, here as jitneys, here price decline with increased production, here, here sales of, here unchanging design of, as liability, here, here, here victory in New York to Seattle

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, here, here internet of motion, here see also mobility as a service (MaaS) Iranian Revolution, and oil shock of 1979, here jaywalking, campaign against, here jitneys, here, here Kadesh, Battle of (1274 B.C.E.), here, here King, Martin Luther, Jr., here League of Nations, and traffic standards, here Le Corbusier

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, here bike sharing, here car ride-sharing services, here civil rights movement and, here electric scooter sharing, here improved, and need for cars, here, here jitneys of early 20th century, here, here and micromobility, here in mobility as a service (MaaS), here opposition to, here, here, here, here and rider data

Road to Nowhere: What Silicon Valley Gets Wrong About the Future of Transportation

by Paris Marx  · 4 Jul 2022  · 295pp  · 81,861 words

not restricted to tracks, could take more liberty with routes, and, naturally, could generate a quick source of income for drivers. These services were called jitneys, and they started in Los Angeles before quickly spreading throughout the western United States and Canada in early 1915, and then to the east coast

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in the months that followed. Jitneys were not a traditional taxi service where the driver picks up a passenger and charges a fare based on some combination of mileage, time, and

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. They could even be compared to the minibuses that are more common today in the Global South. While there were multiple vehicle models used by jitney drivers, the most common was a Model T touring car that could seat four or five passengers and could accommodate even more people if they

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dollar depending on demand and whether the passenger wanted to be dropped at their doorstep. The highest prices were charged during storms or streetcar strikes. Jitney drivers rarely belonged to larger companies. There were some groups that operated multiple vehicles, but most drivers were independent and some would only take fares

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money on their regular commutes. Seen through the modern libertarian lens that drives thinking among adherents to free market economics and strands of technological utopianism, jitneys may seem like an innovative business undertaken by entrepreneurial individuals to fill a gap in the transportation system of the early twentieth century, but that

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requires one to ignore many of the effects of these services. Jitneys were not an equitable transport service. They relied on workers who were struggling as a result of the recession, and were “often yesterday’s unemployed

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, or clerk.”1 Due to the cost of the vehicle, depreciation, and various other costs such as fuel and maintenance, it was unlikely that many jitney drivers were actually making a profit, and as a result there was a high turnover. The real beneficiaries of these drivers’ precarity were the customers

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: businessmen, people “with a high valuation of time,” and some younger people; as fares increased at peak times, taking a jitney was largely unaffordable to lower-income residents.2 As jitneys pulled riders from streetcars and, in some cities, caused traffic that delayed them, streetcars began losing money. Unlike

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jitneys, which originally paid little in taxes or fees, the private streetcar companies of the time had significant obligations written into their municipal franchise agreements. Some

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businesses who did not want shopping patterns to be disrupted. But there was another big issue that accelerated the need to do something about jitneys. For their time, jitneys were fast. They could get a rider to their destination far quicker than a streetcar—that was the main benefit riders were paying

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were not the only vehicles navigating the streets; there were still plenty of people using them, and jitneys created a new hazard. In Los Angeles, collisions had increased 22 percent by March 1915 and jitneys were involved in 26 percent of all traffic accidents.3 This trend was replicated in every city

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where jitneys operated. They also had a reputation for being used for abductions, robberies, and rapes. Through 1915 and

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1916, cities across the United States regulated jitneys by requiring them to carry insurance, get proper licensing, pay taxes, and observe

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other requirements that varied by city. There were estimated to be 62,000 jitneys in service at their peak in 1915, but by October 1918 there were fewer than 5,900 remaining, and their numbers continued to decline. The

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jitney was dead, but that did not mean the streetcar returned to its dominant position. The popularity of automobiles continued to grow, especially in the aftermath

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essential for the future of urban transportation. But he did not start with his rapidly growing company; he started with the story of the jitney. In Kalanick’s telling, jitneys were an innovative, entrepreneurial service choked out by “the trolley guys, the existing transportation monopoly.”4 He argued that the regulation of

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jitneys ultimately killed a shared future of mobility in favor of one that centered around personal ownership—which would come to dominate mobility in the twentieth

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century. But there are problems with Kalanick’s framing. First, the Uber co-founder left out the downsides of jitneys: how they took advantage of precarious labor, caused a surge of traffic accidents, and denied local governments the tax revenue and services they could expect

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from the streetcars. There were plenty of other reasons for local governments to act in the face of jitneys; the social and fiscal costs of the new service were simply too high and jitneys did not have enough political clout to stop new regulations from being applied. Second, the dominant means of

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transportation at the time was not the personal vehicle, but the streetcar. So, with jitneys regulated out of existence, one would have expected streetcars to re-establish their dominance over urban transportation, but that was not exactly what happened. Streetcars

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could reap far more profit from selling a vehicle or two to nearly every family in the United States than they would make from shared jitney services or anything similar, especially at a time when the full implications of a transportation system based around personal ownership of automobiles were not clear

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. Kalanick made many bold claims about the benefits that Uber could bring to cities, but they were as naïve or deceptive as his argument that jitneys could have fundamentally altered the direction of urban mobility. In Kalanick’s telling, the “uberization” of transportation would make taking an Uber cheaper than owning

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defeated so it could be stopped from snuffing out this better future and so avoid a repeat of the streetcar “monopoly’s” strangulation of the jitney. There is no doubt that the narrative Kalanick wove was an attractive one. We were taught to believe that technological solutions alone could address difficult

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over residents and workers. But that narrative ignored the history of the taxi industry, and why those regulations were established in the first place. After jitneys disappeared from North American streets, it did not actually mean that “shared” mobility was dead. Taxis plied the streets of cities and towns across the

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Great Depression of the thirties hit. With the unemployment rate soaring, some of the people who found themselves out of work did exactly what the jitney drivers had done a decade and a half earlier: they started driving as “cut rate” taxis. There were 84,000 taxis on US streets before

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: it becomes easier to find a ride and the price of that ride is lower because there is a lot of competition. But, like with jitneys, the effects were not all positive. As the number of taxis increased, it also made congestion in city centers like Manhattan much worse. Personal vehicles

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were not cheap or convenient enough, so they had to blow up the existing system and regulatory framework to serve themselves. Yet, like with the jitneys and the taxis of the 1930s, this is not just a story about the customer or the street. There are also drivers involved; if tech

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answer is that the interests that have coalesced around it may have a bigger goal in mind. Let us return to the story of the jitney: the cut-rate taxis that arose in 1914, but were quickly regulated in 1915 and 1916, and had effectively disappeared a couple of years later

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, but they also got in the way of the dominant streetcars whose operators did not want jitneys disrupting existing transport patterns. Local governments heard the concerns of streetcar operators and pedestrians, but also realized how jitneys threatened the revenues and services provided by streetcars. The regulations they brought in were designed to

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ensure jitneys provided public benefit and did not curtail other road users’ rights. But because many of the

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any money at all, the individual drivers and small franchises could not cope with the regulatory burden and gave way to other forms of mobility. Jitneys sought to carve out their own space, separate from the existing transport options—but failed. They were disorganized drivers with limited support among the establishment

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Riofrancos, “What Green Costs.” 4. Uber’s Assault on Cities and Labor 1 Carlos A. Schwantes, “The West Adapts the Automobile: Technology, Unemployment, and the Jitney Phenomenon of 1914–1917,” Western Historical Quarterly 16:3, 1985, p. 314. 2 Ross D. Eckert and George W. Hilton, “The

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Jitneys,” Journal of Law and Economics 15:2, 1972, p. 296. 3 Ibid. 4 Travis Kalanick, “Uber’s Plan to Get More People into Fewer Cars,”

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The Death and Life of Great American Cities, 26–7 Japan, innovation in, 45 Jarvis, Charlie, 193 jaywalkers, 124–7, 215–6 Jennings, Lois, 42 jitneys, 89–91, 92, 108–9 Jobs, Steve, 36–7, 42, 44 Jump, 166–8 Kalanick, Travis, 5, 92–4, 97, 105, 113, 116 Kamoto Copper

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–51 Los Angeles, CA auto dominance in, 212 Bird in, 169 freeway plan, 22 housing prices in, 212–3 Interstate Highway System in, 140–1 jitneys in, 89–91 ride-hailing services in, 99 Louisville, Kentucky, Bird in, 169 Lower Manhattan Expressway, 26 Lutz, Bob, 70 Lycos, 55 Lyft, 99–100

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, 220 in North America, 218–9 transportation bus system, 21, 215, 219 computerized planning systems for, 130 flying cars, 151–2, 159 history of, 7 jitneys, 89–91, 92, 108–9 Navlab autonomous vehicles, 119–20 present-day dominance of, 34–5 taxi services, 95–6, 101–2, 104–5, 107

Machinery of Freedom: A Guide to Radical Capitalism

by David Friedman  · 2 Jan 1978  · 328pp  · 92,317 words

is the more efficient use of our present multibillion dollar investment in roads and automobiles. I call it jitney transit; it can most easily be thought of as something between taxicabs and hitch-hiking. Jitney stops, like present-day bus stops, would be arranged conveniently about the city. A commuter heading into

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town with an empty car would stop at the first jitney stop he came to and pick up any passengers going his way. He would proceed along his normal route, dropping off passengers when he passed

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with the usual forms of mass transport. Furthermore, cars already exist and are being driven hither and yon in great numbers; the additional cost of jitney transit is merely the cost of setting up the stops and arranging price schedules and the like. Would commuters be willing to carry passengers? Given

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$4,000 a year — no mean sum. He would also convert his automobile, for tax purposes, into a business expense. There are two difficulties with jitney transit. The first is safety; the average driver is not eager to pick up strangers. This might be solved by technology. The firm setting up

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the jitney stops could issue magnetically coded identification cards to both drivers and potential passengers; in order to get such a card, the applicant would have to

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look for. The cost of such security measures would be trivial compared to the cost of any of the current mass transit schemes. Four hundred jitney stops would blanket Chicago, with one every half mile in each direction. If the sign and the card reader cost $2,500 for each stop

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other difficulty is political. Many large cities have regulations of one sort or another to control cabs and cab drivers; these would almost certainly prohibit jitney transit. Changes in such regulations would be opposed by bus drivers, cab drivers, and cab companies. Local politicians might be skeptical of the value of

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a mass transit system whose construction failed to siphon billions of dollars through their hands. Jitneys are not, as it happens, a new idea. They are a common form of transportation in much of the world. In the U.S. they

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that city or elsewhere, are not a powerful lobby. Perhaps I am being too ambitious. Before investing any money, even a measly million dollars, in jitney transit, we might test more modest proposals. As a first step, how about providing airports with signs for the various parts of town; passengers could

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these books describe what really happened during the Industrial Revolution and how it got reported by historians. Ross D. Eckert and George W. Hilton, 'The Jitneys', Journal of Law and Economics XV (October 1972), pp. 293-325. This article is the historical background for Chapter 16. It describes the brief flourishing

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of jitneys in America and how the trolly companies, unable to win on the economic market, succeeded in legislating the jitneys out of existence. Arthur A. Ekirch, Jr., The Decline of American Liberalism, rev. ed., (New York

Caribbean Islands

by Lonely Planet

( Click here ) » Kamalame Cay ( Click here ) Itineraries THREE DAYS Explore Pirates of Nassau, the National Art Gallery and Fort Fincastle in downtown Nassau, grab a jitney for beach-bar cocktails, hike over the Paradise Island bridge to gawk at Atlantis’ shark tanks, and snooze on Cabbage Beach. ONE WEEK Add a

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Woodes Rogers Walk and the Paradise Island Ferry Terminal for BS$6, round-trip. Bus Nassau and New Providence are well served by minibuses called jitneys, which run from 6am to 8pm, although there are no fixed schedules. No buses run to Paradise Island, only to the connecting bridges (the Paradise

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central listing. Check with the Bahamas Ministry of Tourism Welcome Centre ( Click here ) for specifics, look at the destinations marked on the front of the jitney , or try one of these common routes: Buses 10 & 10A Cable Beach, Sandyport Bay and Lyford Cay Buses 1, 7 & 7A Paradise Island bridges Car

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(see 4) 11Travellers' RestC2 Shopping Crystal Palace Casino(see 8) Nassau Who needs Red Bull when there’s downtown Nassau? This cacophonous blur of bouncing jitneys , hustling cabbies, bargaining vendors, trash-talking pirates and elbow-knocking shoppers, is a guaranteed pick-me-up for even the sleepiest of cruise-ship day

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& BAY STREET For those stepping off a quiet cruise ship, Bay St may seem to teeter on the verge of absolute chaos. Scooters, trucks and jitneys hurtle through the center of town on this narrow artery, dodging throngs of tourists looking for duty-free deals. But there’s more to downtown

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distance apart, such as North and South Bimini, Mangrove Cay and South Andros, and Crooked and Acklins Islands. Bus Nassau and Freeport Have dozens of jitneys (private minibuses) licensed to operate on preestablished routes. Out Islands There’s not much public transportation, as the taxi drivers’ union is too powerful. Likewise

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between the two villages (about 9km round-trip) by going out on one road and returning on the other. Otherwise, there’s sometimes an inexpensive jitney (private minibus) that runs between the villages. Petites-Anses has a good bakery and pastry shop, and both Petites-Anses and Grande Anse have a

Kiln People

by David Brin  · 15 Jan 2002  · 625pp  · 167,097 words

golems, commuting to work each morning fresh from their owners' kilns. It's an austere realm, both tattered and colorful as zeroxed laborers file off jitneys, camionetas, and buses, their brightly colored bodies wrapped in equally bright and equally disposable paper clothes. We had to finish our raid before that daily

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blow to Beta's piracy enterprise. So why did I feel a sense of incompletion? Strolling away from the traffic noise -- a braying cacophony of jitney horns and bellowing dinos -- I found myself confronting an alley marked by ribbons of flickertape, specially tuned to irritate any natural human eye. "Stay Out

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grottos. A fluorescent-lit catacomb is no proper world for human beings. So now malls are set aside for the new servant class. Us clayfolk. Jitneys and scooters zip around the vast parking structure, conveying fresh dittos to clients all over town. And not just any dittos. Most bear specialized colors

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time left. I spotted the intersection of Fourth and Main ... still too far from Pal's to reach him by foot. There were camionetas and jitneys on Main Street. Or I could stick out my talented green thumb and try to hitch. But where? Then I remembered. The Church of the

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was a soft melody that he kept humming while holding the driver-side door for me, then as he jogged away, hurrying to catch a jitney cab back to headquarters. I adjusted the pilot seat and Platinum Kaolin gave me a portaphone with a secure comm number to call, if anything

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... Fortunately, there was a lot of traffic coming and going to the battle range, everything from big supply carryalls and triple-decker tour buses to jitneys and sportcycles. Air travel's tightly restricted though, and the site is far enough from the city that sending a ditto all this way makes

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town via an extended network of airless tubes, shuttling to any address like so many self-targeted Internet packets, automatically and at hardly any cost. Jitney and brontolorry drivers complained that the completed portions of the project were already spoiling their most lucrative routes. Spates of sabotage occasionally delayed work, reminding

The Docks

by Bill Sharpsteen  · 5 Jan 2011  · 326pp  · 29,543 words

the dock, where clerks counted the boxes and confirmed that the cargo matched the manifest. A jitney, a truck with a small cab, waited to take the cargo away to the warehouse for temporary storage. Jitneys, sometimes called Fordsoms, had magneto engines that made an incredible racket when revved up, but they

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, able to pull a four-wheeler loaded with cargo. To support the load, the four-wheelers had heavy rubber wheels and were connected to the jitney with a hook called a stinger, named for the obvious pain it would inflict if it landed on someone’s foot. Once they took the

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cargo to the warehouse, the jitney drivers brought back an empty four-wheeler for another load. It may have been a simple process in theory, but it was backbreaking enough to

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the dock, the cargo couldn’t go anywhere until it had been hauled off the pallet onto the dock by longshoremen and then onto a jitney’s four-wheeler by Teamsters, who had jurisdiction at the time over loading and unloading trucks and trains. ╯ ╯ ╯ ╯ ╯ The Hold

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a full-time clerk whose main ambition was to stay alive, always an issue for a clerk standing amid the swinging cargo loads and rushing jitneys. He also had to wonder whether this was such a great deal: back then, clerks barely worked during the slow winter times, and he had

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, 99; 1934 strike, 104; Joseph Ryan, 108; San Pedro local, 103 306â•… /â•… Index Jacob’s ladder, 7, 13, 235 Japan, 26 Jenkins, Arthur, 105 jitney, 190 Joint Marine Strike Committee, 109 Joint Port Labor Relations Committee, 132 Joint Terrorism Task Force, 241 Jurong Shipyard, Singapore, 9 “just in time” inventory

Straight to Hell: True Tales of Deviance, Debauchery, and Billion-Dollar Deals

by John Lefevre  · 4 Nov 2014  · 243pp  · 77,516 words

with his parents, I don’t object. The weekend festivities kick off in local style—a private jitney from the hotel to the Hobbit House. Not to be confused with the Hampton Jitney, a Manila jitney is a semi-open-air hybrid between a taxi and a bus, constructed from old World War

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to their soul-crushing jobs, while crammed into an aluminum cattle car and forced to endure sweltering heat, shocking pollution, and agonizing traffic. Tonight, the jitney is like a Disney ride tour of the Valley of Ashes for a dozen investment bankers, most of whom clear seven-figure bonuses. When our

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in Makati, home (to this day) of midget wrestling, boxing, tossing and all-around belittling. Having been abruptly asked to leave, it’s time to jitney over to Burgos Street, the reddest street in the red-light district that is Manila. This is primarily the reason we’re staying in Makati

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to buy some plastic cups and Ping-Pong balls, which are unsurprisingly easy to find in Makati. I make sure she knows to invite our jitney driver back with her to come in and help himself. The Philippines is 98.5% Catholic, but he doesn’t seem to require much convincing

The Rise and Fall of American Growth: The U.S. Standard of Living Since the Civil War (The Princeton Economic History of the Western World)

by Robert J. Gordon  · 12 Jan 2016  · 1,104pp  · 302,176 words

public transit, but the initial threat of the automobile to the established fixed-rail regime was already widespread by 1910 in the form of the “jitneys,” unlicensed taxicabs which operated in a free-for-all to cruise the routes of the streetcars and pick up passengers, especially those loaded with packages

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. The streetcar operators were particularly irked to see that the jitneys paid no taxes and faced no regulations.115 The first motor bus arrived on New York’s 5th Avenue in 1905, but the development of

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. 113. A detailed U.S. highway map dated October 23, 1940, appears in Kaszynski (2000, p. 133). 114. Greene (2008, p. 174). 115. Details about jitneys come from Miller (1941/1960, p. 150–53). 116. Details about the Fageol motor coach are in Miller (1941/1960, pp. 154–56). 117. In

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), 90, 294 Japan, 562 The Jazz Singer (film), 201, 202 Jefferson, Thomas, 210 Jell-O (firm), 73 jet aircraft, 393, 398–99 JetBlue (firm), 598 jitneys, 160 Jobs, Steve, 452, 567 Johns Hopkins Medical School, 233 Johnson, Lyndon B., 419 joint replacement surgery, 466 Jolson, Al, 201 Jorgenson, Dale, 543, 636

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times before they reach the consumer.” 1914 Atlanta street scene 1924 Atlanta street scene Impeded by traffic congestion, streetcar service slowed. Private unlicensed autos called “jitneys” sped in front of streetcars, offering somewhat cheaper rides and greater flexibility. Many people began to consider the streetcars a nuisance, blaming them rather than

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the rapid and noteworthy growth in all phases of its life, is the underlying cause of the present acute situation.” The Beeler report recommended banning jitneys, building more viaducts over the rail lines, and adding motor coach service (buses) to extend streetcar lines. Some of these suggestions were implemented, though they

…

janitors, rental car employees, and other low-paid workers at the nearby Atlanta airport, the world’s busiest and the largest employer in Georgia. Private jitney buses, charging relatively high fees, began to ferry Clayton residents to work. According to 2010 census data, the average per capita income of the 267

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Jackson Hill, 78 James M. Cox Foundation, 56, 160, 279 Jamestown Properties, 174–175 Jews, 75–76 Jim Crow, 69, 71, 78, 87, 191, 251 jitneys, 40, 250 Johnson, Walter Lee, 79 Johnston, Arian, 221 Johnston, Chuck and JoElyn, 220–222 Johnston, Kathryn, 218, 271 Judicial in Rem, 276 Kaiser Permanente

Frommer's Caribbean 2010

by Christina Paulette Colón, Alexis Lipsitz Flippin, Darwin Porter, Danforth Prince and John Marino  · 2 Jan 1989

, ar t, straw goods, woodcar vings, rums, liqueurs, and cigars. You can also take a tour ar ound the working plantation in a tractor-drawn jitney 398 to see the tropical fruit trees and coffee plants; the knowledgeable guides will explain the various processes necessary to produce the fine fruits of

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9am–midnight. Golf Course. A visit to this pr operty is an educational, r elaxing, and enjo yable experience. On a leisurely tour by covered jitney through the scenic beauty of P rospect, you’ll readily see why this section of Jamaica is called “the garden parish of the island.” You

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($80 per person for 1 1/2 hr.) is av ailable for adults on thr ee scenic trails at Prospect. Dolphin Cove Tours runs a jitney bus tour to the plantation fr om the center of Ocho Rios Monday to Saturday at 10:30am, 2pm, and 3:30pm. Rte. A3, 5km

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y ou can pur chase at either airport when you pick up your rental car. BY BUS Minibuses (with names like L ucian Love) and jitneys connect Castries with such main towns as Soufrière for $2.60 and Vieux Fort $1.90. They’re cheap, but they’re generally overcrowded and

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