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American Capitalism
AC/No.1/March 2016 American Capitalism STATES, NOT NATION: THE SOURCES OF POLITICAL AND ECONOMIC DEVELOPMENT IN THE EARLY UNITED STATES Naomi R. Lamoreaux and John Joseph Wallis Johns Hopkins Institute for Applied Economics, Global Health, and Study of Business Enterprise States, Not Nation: The Sources of Political and Economic Development in the Early United States Naomi R. Lamoreaux, Yale University and NBER John Joseph Wallis, University of Maryland and NBER September 2015 Abstract: General histories of the United States focus almost exclusively on developments at the national level. Yet it is well known that most of the important changes that propelled political democratization and economic modernization in the nineteenth century occurred at the state level. The purpose of this paper is to shift the focus of attention to the states without losing sight of the larger story of which they were a part. We accomplish this goal by reexamining aspects of economic development that the states are conventionally acknowledged to have led—the creation of a banking system, the construction of transportation infrastructure, the promotion of corporations—and show that these developments were part and parcel of a more fundamental institutional shift from a “limited access” to an “open access” social order, to borrow the terminology that Douglass North, John Wallis, and Barry Weingast developed for their book Violence and Social Orders (2009). The United States was not born modern at the time of the American Revolution or even the Constitution. Rather, we contend, the institutional prerequisites for political and economic modernization took shape over the course of the first half of the nineteenth century through a series of mutually reinforcing political and economic changes that occurred at the state level. -
HHH Collections Management Database V8.0
HENRY HUDSON PARKWAY HAER NY-334 Extending 11.2 miles from West 72nd Street to Bronx-Westchester NY-334 border New York New York County New York WRITTEN HISTORICAL AND DESCRIPTIVE DATA HISTORIC AMERICAN ENGINEERING RECORD National Park Service U.S. Department of the Interior 1849 C Street NW Washington, DC 20240-0001 HISTORIC AMERICAN ENGINEERING RECORD HENRY HUDSON PARKWAY HAER No. NY-334 LOCATION: The Henry Hudson Parkway extends from West 72nd Street in New York City, New York, 11.2 miles north to the beginning of the Saw Mill River Parkway at Westchester County, New York. The parkway runs along the Hudson River and links Manhattan and Bronx counties in New York City to the Hudson River Valley. DATES OF CONSTRUCTION: 1934-37 DESIGNERS: Henry Hudson Parkway Authority under direction of Robert Moses (Emil H. Praeger, Chief Engineer; Clinton F. Loyd, Chief of Architectural Design); New York City Department of Parks (William H. Latham, Park Engineer); New York State Department of Public Works (Joseph J. Darcy, District Engineer); New York Central System (J.W. Pfau, Chief Engineer) PRESENT OWNERS: New York State Department of Transportation; New York City Department of Transportation; New York City Department of Parks and Recreation; Metropolitan Transit Authority; Amtrak; New York Port Authority PRESENT USE: The Henry Hudson Parkway is part of New York Route 9A and is a linear park and multi-modal scenic transportation corridor. Route 9A is restricted to non-commercial vehicles. Commuters use the parkway as a scenic and efficient alternative to the city’s expressways and local streets. Visitors use it as a gateway to Manhattan, while city residents use it to access the Hudson River Valley, located on either side of the Hudson River. -
Research at the University of California Transportation Center
Research at the University of California Transportation Center SPRING 1998 NUMBER 12 CONTENTS A CCESS No. 12 Spring 1998 2 Travel by Design? RANDALL CRANE 8 Traditional Shopping Centers RUTH L. STEINER 14 Simulating Highway and Transit Effects JOHN D. LANDIS 20 Cars for the Poor KATHERINE M. O’REGAN & JOHN M. QUIGLEY 26 Will Electronic Home Shopping Reduce Travel? JANE GOULD & THOMAS F. GOLOB 32 Recent Papers in Print The University of California Transportation Center, founded in 1988, facilitates research, education, and public service for the entire UC system. Activities have centered on the Berkeley, Davis, Irvine, Los Angeles, Riverside, and Santa Barbara campuses. University of California Transportation Center 108 Naval Architecture Building Berkeley, CA 94720–1720 Tel: 510-643-5454 Fax: 510-643-5456 [email protected] http://socrates.berkeley.edu/~uctc Copyright © 1998 The Regents of the University of California Authors of papers reporting on UCTC research are solely responsible for their content. This research was sponsored by the US Department of Transportation and the California Department of Transportation, neither of which is liable for its content or use. Front cover: Paris EDITORIAL Traditions and Neotraditions long-standing tradition has city planners in the role of a few of them. They describe changing commute patterns as creative designers of towns and cities. Perhaps that jobs move from central cities to suburbs. They ask how rail A role is best illustrated in the new town plans of Great transit might affect land use patterns. In turn, they ask how Britain with their carefully designed settings for modern life, Neotraditional land use patterns might affect daily travel complete with decent housing, spacious parks, nearby job behavior—how they might promote walking to shops, transit sites, and high-quality public facilities and services. -
New York Central RR High
West Side TKThe rise ? and fall of Manhattan s High Line by Joe Greenstein 1934: nearly complete, the two-track High Line will lift trains out of nearby Tenth Avenue. New York Central © 201 Kalmbach Publishing Co. This material may not be reproduced in any form without permission from the publisher. www.TrainsMag.com itm r* .. : 1 . 1 4tl * * ': 1* *'::. ,. * j ** % t * * m ? " '' % * m > wmg m ': ** ' f<P 4 5$ :f/Y ? \ if -\ fi n '% ft 2001: wildflowers grace the moribund High Line Al above Long Island's car yard at 30th Street. silent, an old rail road viaduct still winds its State-of-the-art St. John's Park Terminal way down Manhattan's West anchored the south end of the High Line. Side. Once a bustling New York Central freight line, it hasGhostlynot seen a train for 20 and of the railbank a federal to this years, conservancy, preserve unique vestige of Man most New Yorkers barely notice the program that converts unused rail hattan's industrial past. Indeed, in view drab structure. But the "High Line" has rights-of-way to recreational trails, with of recent catastrophic events here, the sparked an impassioned debate between the understanding that railroads may idea of paying homage to the city's it is an his reclaim them. In to those who think important someday opposition transportation history has taken on a is the Chelsea torical legacy worth preserving, and this idea Property Owners new poignancy. "It's a once-in-a-lifetime those who view it as an ugly impedi Group, which views the High Line as a opportunity," he said. -
The Case for Discrimination
THE CASE FOR DISCRIMINATION THE CASE FOR DISCRIMINATION WALTER E. BLOCK LVMI MISES INSTITUTE I owe a great debt of gratitude to Lew Rockwell for publishing this book (and for much, much more) and to Scott Kjar for a splendid job of editing. © 2010 by the Ludwig von Mises Institute and published under the Creative Commons Attribution License 3.0. http://creativecommons.org/licenses/by/3.0/ Ludwig von Mises Institute 518 West Magnolia Avenue Auburn, Alabama 36832 mises.org ISBN: 978-1-933550-81-7 CONTENTS FORE W ORD B Y LLE W ELLYN H. ROCK W ELL , JR. vii PRE F ACE .. .xi PART ONE : DISCRIMINATION IS EVERY wh ERE . 1 1. Discrimination Runs Rampant . 3 2. Affirmative Action Chickens Finally Come Home to Roost. .6 3. Racism Flares on Both Sides. .9 4. Exclusion of Bisexual is Justified. 12 5. Catholic Kneelers . 14 6. Human Rights Commissions Interfere with Individual Rights. 16 7. Watch Your Language. .21 8. Sexist Advertising and the Feminists . 24 9. No Males Need Apply. .27 10. We Ought to Have Sex Education in the Schools. 29 11. Another Role for Women . 32 12. Female Golfer. 35 13. Silver Lining Part IV: Term Limits and Female Politicians. 38 14. Arm the Coeds. .42 15. Free Market Would Alleviate Poverty and Strengthen Family Relations. 46 16. Racism: Public and Private. 49 17. Stabbing the Hutterites in the Back. .52 PART TW O : TH E ECONOMICS O F DISCRIMINATION . .75 18. Economic Intervention, Discrimination, and Unforeseen Consequences. 77 19. Discrimination: An Interdisciplinary Analysis. 117 20. -
New Jersey Historic Roadway Study B) Design
You Are Viewing an Archived Copy from the New Jersey State Library You Are Viewing an Archived Copy from the New Jersey State Library Table of Contents TABLE of CONTENTS Acknowledgements . i Preface . vii I. Introduction . 1 II. Approach . 3 III. Methodology . 5 A. Stage I: Develop Historic Overview . 5 B. Stage II: Establish Historic Signifi cance . 5 C. Stage III: Identifi cation of Signifi cant Roadways . 6 D. Integrity Thresholds . 11 IV. Terms . 13 V. Roadways that Span Multiple Eras . 15 VI. Historic Contexts and Signifi cant Roads . 17 A. Early Roads Era (ca. 1621 - ca. 1815) . 17 1. Introduction . 17 2. Early Roads Era Historic Context . 17 a) Background . 17 b) Nature of Early Roads Era Traffi c . 23 c) Early Roads Era Road Technology . 23 d) Early Roads Era Administrative Innovation . 24 e) Conclusion . 25 3. Early Roads Era Signifi cant Routes . 26 a) Criteria for Signifi cance . 26 b) Signifi cant Routes . 26 4. Early Roads Era Associated Resources . 29 5. Early Roads Era Integrity Thresholds . 30 a) Location . 30 b) Design . 30 c) Materials . 30 d) Workmanship . 30 e) Setting . 30 f) Feeling . 31 g) Association . 31 6. Early Roads Era Timeline . 31 7. Research Questions . 33 B. Internal Improvements Era (ca. 1790 - ca. 1889) . 34 1. Introduction . 34 2. Internal Improvements Era Historic Context . 35 a) Background . 35 b) Nature of Internal Improvements Traffi c . 39 c) Technology . 39 d) Internal Improvements Era Administrative Innovation . 40 e) Conclusion . 41 3. Internal Improvements Era Signifi cant Routes . 42 a) Criteria for Signifi cance . 42 b) Signifi cant Routes . -
Urban Catalyst Francin Supervised Research Project Submitted to Prof
URBAN CATALYST KATE-ISSIMA FRANCIN URBAN CATALYST Supervised Research Project Submitted to Prof. Raphaël Fichler School of Urban Planning McGill University May 2015 Cover page: Pathway on High Line in West Chelsea, between West 24th and West 25th Streets, looking South. Source: Iwan Baan,High Line Section 2 (2011) URBAN CATALYST By Kate-Issima Francin Supervised Research Project Submitted to: Professor Raphaël Fichler In partial fulfillment of the Masters of UrbanPlanning degree School of Urban Planning McGill University May 2015 ABSTRACT Figure 1. Section of High Line Park: Gansevoort Slow Stair i Source: Iwan Baan,The High Line Section 1, (2009). Land suitable for development has become be used, and the urban catalyst strategy as increasingly scarce and expensive in most a means of improving the physical conditions post-industrial North American and Euro- of an area, spurring urban change at a larger pean cities. As a result, underutilized areas scale and therefore improving the quality of that had previously been overlooked have life of individuals. The study concludes that become important assets in the urban de- well-thought and well-designed urban cat- velopment process, and planners must find alysts can promote quality urban design by alternative to traditional urban transformation connecting the old and the new, improving approaches which relied on massive public place identity, and stimulating more coher- investments. Urban catalysts appear to be ent development. Urban catalysts should be interesting tools to improve the quality of the at the core of a collaborative and integrated built environment, and hence, the quality of planning and design process. -
Tr a N S P O Rtation Research at the University of California
Tr a n s p o r tation Research at the University of California F A L L 2 0 0 0 N U M B E R 1 7 C O N T E N T S A C C E S S NO. 1 7 F A L L 2 0 0 0 2 Brooklyn’s Boulevards ELIZABETH MACDONALD 9 A Question of Timing ROSELLA PICADO 1 4 Taking Turns: Rx for Congestion CARLOS DAGANZO 2 0 What Can a Trucker Do? AMELIA REGAN 2 6 The Road Ahead: Managing Pa v e m e n t s SAMER MADANAT 4 0 TH E AC C E SS AL M A N AC: The Parking of Nations DONALD SHOUP AND SETH STA R K 3 0 Papers in Pr i n t 3 7 Order Fo r m 3 8 Back Issues The University of California Tr a n s p o rtation Center, founded in 1988, facilitates re s e a rch, education, and public service for the entire UC system. Activities have centered on the Berkeley, Davis, Irvine, Los Angeles, Riverside, and Santa Barbara campuses. University of California Tr a n s p o r tation Center B e r k e l e y, CA 94720–1782 Fax: 5 1 0 - 6 4 3 - 5 4 5 6 a c c e s s @ u c l i n k 4 . b e r k e l e y. e d u h t t p : / / s o c r a t e s . b e r k e l e y. -
States, Not Nation: the Sources of Political and Economic
States, Not Nation: The Sources of Political and Economic Development in the Early United States Naomi R. Lamoreaux, Yale University and NBER John Joseph Wallis, University of Maryland and NBER Abstract: General histories of the United States focus almost exclusively on developments at the national level. Yet it is well known that most of the important changes that propelled political democratization and economic modernization in the nineteenth century occurred at the state level. The purpose of this paper is to shift the focus of attention to the states without losing sight of the larger story of which they were a part. We accomplish this goal by reexamining aspects of economic development that the states are conventionally acknowledged to have led—the creation of a banking system, the construction of transportation infrastructure, the promotion of corporations—and show that these developments were part and parcel of a more fundamental institutional shift from a “limited access” to an “open access” social order, to borrow the terminology that Douglass North, John Wallis, and Barry Weingast developed for their book Violence and Social Orders (2009). The United States was not born modern at the time of the American Revolution or even the Constitution. Rather, we contend, the institutional prerequisites for political and economic modernization took shape over the course of the first half of the nineteenth century through a series of mutually reinforcing political and economic changes that occurred at the state level. These prerequisites emerged first in a small handful of states where, for highly contingent reasons, seemingly intractable problems implementing democracy were solved by changing the institutions governing the interaction of politics and economics. -
WEST CHELSEA HISTORIC DISTRICT Designation Report
WEST CHELSEA HISTORIC DISTRICT Designation Report New York City Landmarks Preservation Commission July 15, 2008 Cover: Terminal Warehouse Company Central Stores (601 West 27th Street) (foreground), Starrett-Lehigh Building (601 West 26th Street) (background), by Christopher D. Brazee (2008). West Chelsea Historic District Designation Report Essay researched and written by Christopher D. Brazee & Jennifer L. Most Building Profiles & Architects’ Appendix by Christopher D. Brazee & Jennifer L. Most Edited by Mary Beth Betts, Director of Research Photographs by Christopher D. Brazee Map by Jennifer L. Most Commissioners Robert B. Tierney, Chair Pablo Vengoechea, Vice-Chair Stephen F. Byrns Christopher Moore Diana Chapin Margery Perlmutter Joan Gerner Elizabeth Ryan Roberta Brandes Gratz Roberta Washington Kate Daly, Executive Director Mark Silberman, Counsel Sarah Carroll, Director of Preservation TABLE OF CONTENTS WEST CHELSEA HISTORIC DISTRICT MAP........................................................................... 1 TESTIMONY AT THE PUBLIC HEARING ................................................................................ 2 WEST CHELSEA HISTORIC DISTRICT BOUNDARIES ......................................................... 2 SUMMARY.................................................................................................................................... 4 THE HISTORICAL AND ARCHITECTURAL DEVELOPMENT OF THE WEST CHELSEA HISTORIC DISTRICT .................................................................................................................. -
Case Study: Road Pricing in Practice David Levinson University of California, Berkeley
CALIFORNIA PATH PROGRAM INSTITUTE OF TRANSPORTATION STUDIES UNIVERSITY OF CALIFORNIA, BERKELEY Case Study: Road Pricing in Practice David Levinson University of California, Berkeley California PATH Research Report UCB-ITS-PRR-97-38 This work was performed as part of the California PATH Program of the University of California, in cooperation with the State of California Business, Transportation, and Housing Agency, Department of Transportation; and the United States Department of Transportation, Federal Highway Administration. The contents of this report reflect the views of the authors who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the State of California. This report does not constitute a standard, specification, or regulation. Report for MOU 275 November 1997 ISSN 1055-1425 Road Pricing in Practice Levinson Case Study: Road Pricing in Practice funded as part of MOU 275 by David M. Levinson Institute of Transportation Studies McLaughlin Hall, Rm. 109 University of California at Berkeley Berkeley, CA 94720 home (address mail here): David M. Levinson 1822 Francisco St. #11 Berkeley, CA 94703 [email protected] http://www.ce.berkeley.edu/~dmlevins/ (510) 848-3057 ABSTRACT The history of turnpikes from their first deployment in the 17th century through their decline in the 19th century, and some restoration in the 20th century is analyzed with a view to understanding the systematic causes of these changes. Key factors posited to explain both the rise and decline include the length of trips using the roads, the size of the governing jurisdiction, the degree of excludability, and the transactions costs of collection - which dictate the size and scope of the free rider problem associated with financing. -
Petition for Writ of Certiorari
No. 14- IN THE Supreme Court of the United States WEST CHELSEA BUILDINGS LLC, 22-23 CORP., 26-10 CORP., TENTH AVENUE REALTY ASSOCIATES LP AND SOMATIC REALTY, LLC, Petitioners, v. UNITED STATES, Respondent. ON PETITION FOR A WRIT OF CERTIORARI TO THE UNITED STATES COURT OF APPEALS FOR THE FEDERAL CIRCUIT PETITION FOR A WRIT OF CERTIORARI BRADFORD R. CLARK MARK F. ( T HOR) HEARNE, II 2000 H Street, N.W. Counsel of Record Washington, DC 20052 MEGHAN S. LARGENT (202) 994-2073 LINDSAY S.C. BRINTON STEPHEN S. DAVIS CHRISTOPHER J. PAOLELLA ARENT FOX, LLP J. DAVID REICH 112 S. Hanley Road REICH & PAOLELLA LLP Clayton, MO 63105 111 Broadway, Suite 2002 (314) 296-4000 New York, NY 10006 [email protected] (212) 804-7090 Counsel for Petitioners 254560 A (800) 274-3321 • (800) 359-6859 i QUESTIONS PRESENTED 1. When the resolution of a novel or unsettled issue of New York law would allow the Federal Circuit to avoid deciding a difficult question of federal constitutional law, may the Federal Circuit summarily (and without explanation) decline to certify the issue to the New York Court of Appeals contrary to the principles of judicial federalism and constitutional avoidance underlying this Court’s decisions in Railroad Comm’n of Texas v. Pullman, 312 U.S. 496 (1941), and Arizonians for Offi cial English v. Arizona, 520 U.S. 43 (1997)? 2. When the United States takes an easement from New York landowners pursuant to the National Trails System Act Amendments of 1983, Pub. L. No. 98-11, 16 U.S.C.