John Prest
- Published in print:
- 1990
- Published Online:
- October 2011
- ISBN:
- 9780198201755
- eISBN:
- 9780191675003
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780198201755.003.0008
- Subject:
- History, British and Irish Modern History
This chapter is concerned with private bill legislation in the towns of Newport, West Cowes, and Ryde in the Isle of Wight. It focuses on the three Acts for Newport (1786), West Cowes (1816), and ...
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This chapter is concerned with private bill legislation in the towns of Newport, West Cowes, and Ryde in the Isle of Wight. It focuses on the three Acts for Newport (1786), West Cowes (1816), and Ryde (1829), where the county Highway Commissioners maintained the roads but not the pavements, and the Town Commissioners exercised jurisdiction over behaviour in the streets. The Acts were intended to repress hooliganism, the breaking of windows, and the discharge of fireworks, and popular sports, like bull-baiting, throwing at cocks, and even bowling hoops and football. They were also intended to remove artisans and labourers into workshops and yards where they would be out of sight, and to drive street vendors of all kinds into formally organised markets, where they would cease to obstruct the highway and could be regulated and taxed.Less
This chapter is concerned with private bill legislation in the towns of Newport, West Cowes, and Ryde in the Isle of Wight. It focuses on the three Acts for Newport (1786), West Cowes (1816), and Ryde (1829), where the county Highway Commissioners maintained the roads but not the pavements, and the Town Commissioners exercised jurisdiction over behaviour in the streets. The Acts were intended to repress hooliganism, the breaking of windows, and the discharge of fireworks, and popular sports, like bull-baiting, throwing at cocks, and even bowling hoops and football. They were also intended to remove artisans and labourers into workshops and yards where they would be out of sight, and to drive street vendors of all kinds into formally organised markets, where they would cease to obstruct the highway and could be regulated and taxed.
Robert W. Poole Jr.
- Published in print:
- 2018
- Published Online:
- May 2019
- ISBN:
- 9780226557571
- eISBN:
- 9780226557601
- Item type:
- book
- Publisher:
- University of Chicago Press
- DOI:
- 10.7208/chicago/9780226557601.001.0001
- Subject:
- Economics and Finance, Public and Welfare
This book examines how the model of state-owned highways came about and why it is failing. It argues for a new model that treats highways as public utilities, such as electricity and water supply. ...
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This book examines how the model of state-owned highways came about and why it is failing. It argues for a new model that treats highways as public utilities, such as electricity and water supply. Customers would pay based on how much they drive, and companies would issue revenue bonds to invest in facilities. This would lead to key decisions about highways being made on economic rather than political grounds.Less
This book examines how the model of state-owned highways came about and why it is failing. It argues for a new model that treats highways as public utilities, such as electricity and water supply. Customers would pay based on how much they drive, and companies would issue revenue bonds to invest in facilities. This would lead to key decisions about highways being made on economic rather than political grounds.
DAVID HARRISON
- Published in print:
- 2007
- Published Online:
- January 2010
- ISBN:
- 9780199226856
- eISBN:
- 9780191709760
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780199226856.003.0002
- Subject:
- History, British and Irish Modern History
The situation on the west coast main road was typical of national highways in most of medieval England. There were also bridges on secondary roads where they crossed large and small rivers. Many of ...
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The situation on the west coast main road was typical of national highways in most of medieval England. There were also bridges on secondary roads where they crossed large and small rivers. Many of the main conclusions regarding the number of bridges in medieval England are based on a study of bridges across twenty-four English rivers in three periods — the early 16th century, the third quarter of the 18th century, and the early 19th century. The data are summarised in tables, which show the number of bridges standing circa 1540; those recorded on the first large-scale county maps, most of which were published in the third quarter of the 18th century; and those on the first edition of the Ordnance Survey maps of the first half of the 19th century. The information for the 18th and 19th centuries is based on relatively accurate surveys made for mapping.Less
The situation on the west coast main road was typical of national highways in most of medieval England. There were also bridges on secondary roads where they crossed large and small rivers. Many of the main conclusions regarding the number of bridges in medieval England are based on a study of bridges across twenty-four English rivers in three periods — the early 16th century, the third quarter of the 18th century, and the early 19th century. The data are summarised in tables, which show the number of bridges standing circa 1540; those recorded on the first large-scale county maps, most of which were published in the third quarter of the 18th century; and those on the first edition of the Ordnance Survey maps of the first half of the 19th century. The information for the 18th and 19th centuries is based on relatively accurate surveys made for mapping.
DAVID HARRISON
- Published in print:
- 2007
- Published Online:
- January 2010
- ISBN:
- 9780199226856
- eISBN:
- 9780191709760
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780199226856.003.0004
- Subject:
- History, British and Irish Modern History
After more than 500 years of change, when the major river crossings were bridged and a new road system established, there followed almost 500 years of stability. The stock of bridges changed little. ...
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After more than 500 years of change, when the major river crossings were bridged and a new road system established, there followed almost 500 years of stability. The stock of bridges changed little. The dense pattern of bridges which existed in the 18th century would have been recognisable to Englishmen five centuries earlier. Similarly, the routes established by the time of the Gough Map survived almost unchanged. One of the principal characteristics of the English road system in this period is clear: travellers on major roads could be sure of dry and safe river crossings, provided that the bridges had been kept in repair. It is no exaggeration to say that where a national highway met a river there was invariably a bridge. On secondary roads, bridges were also the norm, except on the downstream sections of rivers, where ferries were common. On minor roads, while bridges across major rivers were unusual, there were numerous bridges over streams and small water courses, as well as countless fords and ferries.Less
After more than 500 years of change, when the major river crossings were bridged and a new road system established, there followed almost 500 years of stability. The stock of bridges changed little. The dense pattern of bridges which existed in the 18th century would have been recognisable to Englishmen five centuries earlier. Similarly, the routes established by the time of the Gough Map survived almost unchanged. One of the principal characteristics of the English road system in this period is clear: travellers on major roads could be sure of dry and safe river crossings, provided that the bridges had been kept in repair. It is no exaggeration to say that where a national highway met a river there was invariably a bridge. On secondary roads, bridges were also the norm, except on the downstream sections of rivers, where ferries were common. On minor roads, while bridges across major rivers were unusual, there were numerous bridges over streams and small water courses, as well as countless fords and ferries.
Rebecca Cawood McIntyre
- Published in print:
- 2011
- Published Online:
- September 2011
- ISBN:
- 9780813036953
- eISBN:
- 9780813038667
- Item type:
- chapter
- Publisher:
- University Press of Florida
- DOI:
- 10.5744/florida/9780813036953.003.0008
- Subject:
- History, American History: 19th Century
By the end of the 1920s tourism in the South had became a mass phenomenon. Even though the southern imagery was set in the public conscious by the end of First World War, the number of tourists ...
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By the end of the 1920s tourism in the South had became a mass phenomenon. Even though the southern imagery was set in the public conscious by the end of First World War, the number of tourists streaming southward was limited in the nineteenth and early twentieth centuries because of the cost and the limitations of transportation. The rise to mass tourism happened because of the mass ownership of automobiles. Automobile ownership and the concurrent proliferation of roads and roadside services not only increased the numbers of tourists to the South and the rest of the United States but gave these travelers a new flexibility in where they would spend their vacations and their money. Even during the Great Depression, many visitors came southward, and after the Second World War the numbers increased dramatically as many Americans had more discretionary income to spend on leisure and more national highways to make the drives faster and easier.Less
By the end of the 1920s tourism in the South had became a mass phenomenon. Even though the southern imagery was set in the public conscious by the end of First World War, the number of tourists streaming southward was limited in the nineteenth and early twentieth centuries because of the cost and the limitations of transportation. The rise to mass tourism happened because of the mass ownership of automobiles. Automobile ownership and the concurrent proliferation of roads and roadside services not only increased the numbers of tourists to the South and the rest of the United States but gave these travelers a new flexibility in where they would spend their vacations and their money. Even during the Great Depression, many visitors came southward, and after the Second World War the numbers increased dramatically as many Americans had more discretionary income to spend on leisure and more national highways to make the drives faster and easier.
Julian E. Zelizer
- Published in print:
- 2012
- Published Online:
- October 2017
- ISBN:
- 9780691150734
- eISBN:
- 9781400841899
- Item type:
- chapter
- Publisher:
- Princeton University Press
- DOI:
- 10.23943/princeton/9780691150734.003.0007
- Subject:
- History, American History: early to 18th Century
This chapter explores the relationships between democracy, taxation, and state-building in the post-New Deal period. It discusses the tension that has existed between state-building and national ...
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This chapter explores the relationships between democracy, taxation, and state-building in the post-New Deal period. It discusses the tension that has existed between state-building and national resistance to federal taxation and how democracy has come to be at odds with state-building as it comes into conflict with strong anti-tax sentiment. It considers how politicians have struggled to find ways to work around the limitations imposed by the urgency of raising revenue and shows that fiscal restraint has not been an insurmountable barrier. In particular, it examines the emergence of mass income taxes and social-insurance tax systems as well as the substantial state presence achieved in all areas of life, including social welfare and highway construction. The chapter explains how the history of taxation offers insights into the areas in which public policy, institutional development, and political culture intersected.Less
This chapter explores the relationships between democracy, taxation, and state-building in the post-New Deal period. It discusses the tension that has existed between state-building and national resistance to federal taxation and how democracy has come to be at odds with state-building as it comes into conflict with strong anti-tax sentiment. It considers how politicians have struggled to find ways to work around the limitations imposed by the urgency of raising revenue and shows that fiscal restraint has not been an insurmountable barrier. In particular, it examines the emergence of mass income taxes and social-insurance tax systems as well as the substantial state presence achieved in all areas of life, including social welfare and highway construction. The chapter explains how the history of taxation offers insights into the areas in which public policy, institutional development, and political culture intersected.
Danny M. Adkison and Lisa McNair Palmer
- Published in print:
- 2020
- Published Online:
- September 2020
- ISBN:
- 9780197514818
- eISBN:
- 9780197514849
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/oso/9780197514818.003.0024
- Subject:
- Law, Constitutional and Administrative Law
This chapter discusses Article XVI of the Oklahoma constitution, which concerns public roads. Building and maintaining a state highway system is a mandatory governmental function over which the state ...
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This chapter discusses Article XVI of the Oklahoma constitution, which concerns public roads. Building and maintaining a state highway system is a mandatory governmental function over which the state enjoys “sovereign immunity.” Section 1 states that “the Legislature is directed to establish a Department of Highways, and shall have the power to create improvement districts and provide for building and maintaining public roads, and may provide for the utilization of convict and punitive labor thereon.” Section 2 clarifies that the state does not attempt to preempt the federal government’s actions and rights with regard to the public highways. It also assures that this provision was not intended to take away the rights of a Native American tribe. Section 3 gives the legislature broad powers to use its discretion to make, and to generate money for, a system of levees, drains, and irrigation ditches. The state may pay for such items through taxation.Less
This chapter discusses Article XVI of the Oklahoma constitution, which concerns public roads. Building and maintaining a state highway system is a mandatory governmental function over which the state enjoys “sovereign immunity.” Section 1 states that “the Legislature is directed to establish a Department of Highways, and shall have the power to create improvement districts and provide for building and maintaining public roads, and may provide for the utilization of convict and punitive labor thereon.” Section 2 clarifies that the state does not attempt to preempt the federal government’s actions and rights with regard to the public highways. It also assures that this provision was not intended to take away the rights of a Native American tribe. Section 3 gives the legislature broad powers to use its discretion to make, and to generate money for, a system of levees, drains, and irrigation ditches. The state may pay for such items through taxation.
Robert W. Poole Jr.
- Published in print:
- 2018
- Published Online:
- May 2019
- ISBN:
- 9780226557571
- eISBN:
- 9780226557601
- Item type:
- chapter
- Publisher:
- University of Chicago Press
- DOI:
- 10.7208/chicago/9780226557601.003.0001
- Subject:
- Economics and Finance, Public and Welfare
Highway users face chronic congestion, rough roads, and deficient bridges. This chapter provides a capsule history of U.S. highway funding and management. It compares highways with other vital public ...
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Highway users face chronic congestion, rough roads, and deficient bridges. This chapter provides a capsule history of U.S. highway funding and management. It compares highways with other vital public utilities and suggests that the public utility model would be more effective in dealing with highways’ systemic problems.Less
Highway users face chronic congestion, rough roads, and deficient bridges. This chapter provides a capsule history of U.S. highway funding and management. It compares highways with other vital public utilities and suggests that the public utility model would be more effective in dealing with highways’ systemic problems.
Nicholas Rogers
- Published in print:
- 2013
- Published Online:
- October 2013
- ISBN:
- 9780300169621
- eISBN:
- 9780300189063
- Item type:
- book
- Publisher:
- Yale University Press
- DOI:
- 10.12987/yale/9780300169621.001.0001
- Subject:
- History, British and Irish Early Modern History
After the end of the War of Austrian Succession in 1748, thousands of unemployed, including soldiers and seamen, found themselves on the streets of London ready to roister and steal. This book ...
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After the end of the War of Austrian Succession in 1748, thousands of unemployed, including soldiers and seamen, found themselves on the streets of London ready to roister and steal. This book explores the moral panic associated with the rapid demobilization aftermath the War of Austrian Succession. Through interlocking stories of duels, highway robberies, smuggling, riots, binge drinking, and even two earthquakes, it captures the anxieties of a half-decade, and assesses the social reforms contemporaries framed and imagined to deal with the crisis. Later, the book also argues that in addressing these events, contemporaries not only endorsed the traditional sanction of public executions, but also wrestled with the problem of expanding the parameters of government to include practices and institutions, we now regard as commonplace: censuses, the regularization of marriage through uniform methods of registration, penitentiaries, and police forces.Less
After the end of the War of Austrian Succession in 1748, thousands of unemployed, including soldiers and seamen, found themselves on the streets of London ready to roister and steal. This book explores the moral panic associated with the rapid demobilization aftermath the War of Austrian Succession. Through interlocking stories of duels, highway robberies, smuggling, riots, binge drinking, and even two earthquakes, it captures the anxieties of a half-decade, and assesses the social reforms contemporaries framed and imagined to deal with the crisis. Later, the book also argues that in addressing these events, contemporaries not only endorsed the traditional sanction of public executions, but also wrestled with the problem of expanding the parameters of government to include practices and institutions, we now regard as commonplace: censuses, the regularization of marriage through uniform methods of registration, penitentiaries, and police forces.
Jerome J. McGann
- Published in print:
- 1997
- Published Online:
- October 2011
- ISBN:
- 9780198236634
- eISBN:
- 9780191679315
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780198236634.003.0002
- Subject:
- Literature, Criticism/Theory
This chapter focuses primarily on a particular feature of literary works — their physical character, whether audial or visible. It points out why these feature are important in a literary point of ...
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This chapter focuses primarily on a particular feature of literary works — their physical character, whether audial or visible. It points out why these feature are important in a literary point of view and also sketches certain practical means for elucidating these textual features. At this point, most scholars know about the increased speed and analytic power that computerisation gives, and about the ‘information highway’ and its scholarly possibilities. Major changes in the forms of knowledge and information are taking place. From a literary person's point of view, however, the relevance of these changes can appear to be purely marginal: for whatever happens in the future, the literature one inherits is and will always be bookish. Scholars have invented an array of ingenious tools: facsimile editions, critical editions, and contextual materials for clarifying a work's meaning. So far as editing and textual studies are concerned, codex tools present serious difficulties. The chapter further discusses hyperediting, hypertext, and hypermedia.Less
This chapter focuses primarily on a particular feature of literary works — their physical character, whether audial or visible. It points out why these feature are important in a literary point of view and also sketches certain practical means for elucidating these textual features. At this point, most scholars know about the increased speed and analytic power that computerisation gives, and about the ‘information highway’ and its scholarly possibilities. Major changes in the forms of knowledge and information are taking place. From a literary person's point of view, however, the relevance of these changes can appear to be purely marginal: for whatever happens in the future, the literature one inherits is and will always be bookish. Scholars have invented an array of ingenious tools: facsimile editions, critical editions, and contextual materials for clarifying a work's meaning. So far as editing and textual studies are concerned, codex tools present serious difficulties. The chapter further discusses hyperediting, hypertext, and hypermedia.
William W. Buzbee
- Published in print:
- 2014
- Published Online:
- August 2016
- ISBN:
- 9780801451904
- eISBN:
- 9780801470301
- Item type:
- chapter
- Publisher:
- Cornell University Press
- DOI:
- 10.7591/cornell/9780801451904.003.0002
- Subject:
- Law, Environmental and Energy Law
This chapter maps out the origins of the Westway plan, by tracing the key events that led to its inception as well as initial reception to the project. The Westway plan was triggered on a local level ...
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This chapter maps out the origins of the Westway plan, by tracing the key events that led to its inception as well as initial reception to the project. The Westway plan was triggered on a local level by the crumbling infrastructure of the elevated West Side Highway (also known as the Miller Highway), which made a transportation fix inevitable. Planners and city officials quickly began to look at ways to link highway replacement with major development. The other key event in this story happened years earlier, when the federal government in the post-New Deal era became centrally involved in funding construction of interstate highways. The prospect of federal dollars that could underwrite substantial local patronage and fund urban improvements encouraged cities like New York to think big but at little local cost.Less
This chapter maps out the origins of the Westway plan, by tracing the key events that led to its inception as well as initial reception to the project. The Westway plan was triggered on a local level by the crumbling infrastructure of the elevated West Side Highway (also known as the Miller Highway), which made a transportation fix inevitable. Planners and city officials quickly began to look at ways to link highway replacement with major development. The other key event in this story happened years earlier, when the federal government in the post-New Deal era became centrally involved in funding construction of interstate highways. The prospect of federal dollars that could underwrite substantial local patronage and fund urban improvements encouraged cities like New York to think big but at little local cost.
Jessica M. Kim
- Published in print:
- 2019
- Published Online:
- September 2020
- ISBN:
- 9781469651347
- eISBN:
- 9781469651361
- Item type:
- chapter
- Publisher:
- University of North Carolina Press
- DOI:
- 10.5149/northcarolina/9781469651347.003.0007
- Subject:
- History, Latin American History
This chapter explores how interest in Mexico continued to orient Los Angles toward the borderlands and Pacific world in the 1930s and through the post-war era. Los Angeles rebuilt its cross-border ...
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This chapter explores how interest in Mexico continued to orient Los Angles toward the borderlands and Pacific world in the 1930s and through the post-war era. Los Angeles rebuilt its cross-border relationship with Mexico in the aftermath of the Mexican Revolution through the construction of a transnational highway running from Los Angeles to Mexico City. While the political borderline running horizontally between the two countries became increasingly rigid during this period, the construction of the International Pacific Highway reveals how regional elites hoped to strengthen ties through cross-border infrastructure, tourism, and trade. The Automobile Club of Southern California, precursor to the American Automobile Association, and a number of Mexican governors spearheaded the project, which they completed in 1957. Through the highway, elites in Los Angeles and in Mexico envisioned and negotiated a new regional relationship between two borderlands regions.Less
This chapter explores how interest in Mexico continued to orient Los Angles toward the borderlands and Pacific world in the 1930s and through the post-war era. Los Angeles rebuilt its cross-border relationship with Mexico in the aftermath of the Mexican Revolution through the construction of a transnational highway running from Los Angeles to Mexico City. While the political borderline running horizontally between the two countries became increasingly rigid during this period, the construction of the International Pacific Highway reveals how regional elites hoped to strengthen ties through cross-border infrastructure, tourism, and trade. The Automobile Club of Southern California, precursor to the American Automobile Association, and a number of Mexican governors spearheaded the project, which they completed in 1957. Through the highway, elites in Los Angeles and in Mexico envisioned and negotiated a new regional relationship between two borderlands regions.
David Sims
- Published in print:
- 2011
- Published Online:
- September 2011
- ISBN:
- 9789774164040
- eISBN:
- 9781617970405
- Item type:
- chapter
- Publisher:
- American University in Cairo Press
- DOI:
- 10.5743/cairo/9789774164040.003.0009
- Subject:
- Political Science, International Relations and Politics
This chapter examines the dynamics of the transportation sector in Cairo, Egypt. It mentions criticisms of the Ministry of Interior's approach to traffic management and enforcement and the poor ...
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This chapter examines the dynamics of the transportation sector in Cairo, Egypt. It mentions criticisms of the Ministry of Interior's approach to traffic management and enforcement and the poor designs of elevated highways, on-ramps, lanes, curbing, and traffic intersections. Despite all these, the city's traffic does move, and its transport systems do function, however chaotically. The average speed of traffic movement in Greater Cairo is currently estimated to be 15.8 kilometers per hour, which is higher compared to those in Mexico City, Mexico, and Bangkok, Thailand. This may be attributed to the fact that more than three-fourths of Cairo's population live within 15 kilometers of the center of Cairo and 36 percent of all journeys in the city involve walking.Less
This chapter examines the dynamics of the transportation sector in Cairo, Egypt. It mentions criticisms of the Ministry of Interior's approach to traffic management and enforcement and the poor designs of elevated highways, on-ramps, lanes, curbing, and traffic intersections. Despite all these, the city's traffic does move, and its transport systems do function, however chaotically. The average speed of traffic movement in Greater Cairo is currently estimated to be 15.8 kilometers per hour, which is higher compared to those in Mexico City, Mexico, and Bangkok, Thailand. This may be attributed to the fact that more than three-fourths of Cairo's population live within 15 kilometers of the center of Cairo and 36 percent of all journeys in the city involve walking.
Crystal S. Anderson
- Published in print:
- 2013
- Published Online:
- March 2014
- ISBN:
- 9781617037559
- eISBN:
- 9781621039327
- Item type:
- book
- Publisher:
- University Press of Mississippi
- DOI:
- 10.14325/mississippi/9781617037559.001.0001
- Subject:
- Film, Television and Radio, Film
This book explores the cultural and political exchanges between African Americans, Asian Americans, and Asians over the last four decades. To do so, it examines such cultural productions as novels ...
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This book explores the cultural and political exchanges between African Americans, Asian Americans, and Asians over the last four decades. To do so, it examines such cultural productions as novels (Frank Chin’s Gunga Din Highway [1999], Ishmael Reed’s Japanese By Spring [1992], and Paul Beatty’s The White Boy Shuffle [1996]); films (Rush Hour 2 [2001], Unleashed [2005], and The Matrix trilogy [1999–2003]); and Japanese animation (Samurai Champloo [2004]), all of which feature cross-cultural conversations. In exploring the ways in which writers and artists use this transferal, the author traces and tests the limits of how Afro-Asian cultural production interrogates conceptions of race, ethnic identity, politics, and transnational exchange. Ultimately, the book reads contemporary black/Asian cultural fusions through the recurrent themes established by the films of Bruce Lee, which were among the first—and certainly most popular—works to use this exchange explicitly. As a result of such films as Enter the Dragon (1973), The Chinese Connection (1972), and The Big Boss (1971), Lee emerges as both a cross-cultural hero and global cultural icon who resonates with the experiences of African American, Asian American, and Asian youth in the 1970s. His films and iconic imagery prefigure themes that reflect cross-cultural negotiations with global culture in post-1990 Afro-Asian cultural production.Less
This book explores the cultural and political exchanges between African Americans, Asian Americans, and Asians over the last four decades. To do so, it examines such cultural productions as novels (Frank Chin’s Gunga Din Highway [1999], Ishmael Reed’s Japanese By Spring [1992], and Paul Beatty’s The White Boy Shuffle [1996]); films (Rush Hour 2 [2001], Unleashed [2005], and The Matrix trilogy [1999–2003]); and Japanese animation (Samurai Champloo [2004]), all of which feature cross-cultural conversations. In exploring the ways in which writers and artists use this transferal, the author traces and tests the limits of how Afro-Asian cultural production interrogates conceptions of race, ethnic identity, politics, and transnational exchange. Ultimately, the book reads contemporary black/Asian cultural fusions through the recurrent themes established by the films of Bruce Lee, which were among the first—and certainly most popular—works to use this exchange explicitly. As a result of such films as Enter the Dragon (1973), The Chinese Connection (1972), and The Big Boss (1971), Lee emerges as both a cross-cultural hero and global cultural icon who resonates with the experiences of African American, Asian American, and Asian youth in the 1970s. His films and iconic imagery prefigure themes that reflect cross-cultural negotiations with global culture in post-1990 Afro-Asian cultural production.
Robert W. Poole Jr.
- Published in print:
- 2018
- Published Online:
- May 2019
- ISBN:
- 9780226557571
- eISBN:
- 9780226557601
- Item type:
- chapter
- Publisher:
- University of Chicago Press
- DOI:
- 10.7208/chicago/9780226557601.003.0003
- Subject:
- Economics and Finance, Public and Welfare
19th-century highways were mostly private turnpikes. The “good roads” movement led to some early 20th-century federal funding. Tolls were used mostly by public toll authorities. The 1956 Interstate ...
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19th-century highways were mostly private turnpikes. The “good roads” movement led to some early 20th-century federal funding. Tolls were used mostly by public toll authorities. The 1956 Interstate Highways legislation greatly increased the federal role in funding and regulation.Less
19th-century highways were mostly private turnpikes. The “good roads” movement led to some early 20th-century federal funding. Tolls were used mostly by public toll authorities. The 1956 Interstate Highways legislation greatly increased the federal role in funding and regulation.
Teo Ballvé
- Published in print:
- 2020
- Published Online:
- September 2020
- ISBN:
- 9781501747533
- eISBN:
- 9781501747564
- Item type:
- chapter
- Publisher:
- Cornell University Press
- DOI:
- 10.7591/cornell/9781501747533.003.0002
- Subject:
- Anthropology, Latin American Cultural Anthropology
This chapter shows how the main force behind the making of this frontier was the city of Medellín's neocolonial designs on the region. During the first half of the twentieth century, Medellín's urban ...
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This chapter shows how the main force behind the making of this frontier was the city of Medellín's neocolonial designs on the region. During the first half of the twentieth century, Medellín's urban elites, mostly white and famously conservative, set out to subjugate Urabá and its overwhelmingly Afro-Colombian population. The historical–geographical contours of Urabá's production as a frontier zone was driven by a profoundly racist set of cultural politics emanating from the city. Following a classic metropole–satellite relation, the frontier emerged via Medellín's attempt to bring the gulf region into the city's cultural, political, and economic orbit, and the construction of the Highway to the Sea was a central part of this process. The relationship turned into a form of uneven development: the accumulation of wealth by a small elite in Medellín was systematically linked to the accumulation of exploitation and poverty in Urabá. For locals, the violent relations between land, labor, and capital at the heart of this internal colonialism came to define the frontier as a lived experience.Less
This chapter shows how the main force behind the making of this frontier was the city of Medellín's neocolonial designs on the region. During the first half of the twentieth century, Medellín's urban elites, mostly white and famously conservative, set out to subjugate Urabá and its overwhelmingly Afro-Colombian population. The historical–geographical contours of Urabá's production as a frontier zone was driven by a profoundly racist set of cultural politics emanating from the city. Following a classic metropole–satellite relation, the frontier emerged via Medellín's attempt to bring the gulf region into the city's cultural, political, and economic orbit, and the construction of the Highway to the Sea was a central part of this process. The relationship turned into a form of uneven development: the accumulation of wealth by a small elite in Medellín was systematically linked to the accumulation of exploitation and poverty in Urabá. For locals, the violent relations between land, labor, and capital at the heart of this internal colonialism came to define the frontier as a lived experience.
Ocean Howell
- Published in print:
- 2015
- Published Online:
- May 2016
- ISBN:
- 9780226141398
- eISBN:
- 9780226290287
- Item type:
- chapter
- Publisher:
- University of Chicago Press
- DOI:
- 10.7208/chicago/9780226290287.003.0008
- Subject:
- History, Cultural History
In the period immediately following World War II, the federal government made tremendous investments in urban renewal and highway infrastructure. Many of the city's largest downtown-based ...
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In the period immediately following World War II, the federal government made tremendous investments in urban renewal and highway infrastructure. Many of the city's largest downtown-based corporations formed a lobbying group--the San Francisco Planning and Urban Renewal Association (SPUR)--that succeeded in controlling how and where this money would be spent. The downtown planning regime's priorities were freeways and the eradication of “blight.” The Mission District was slated for three freeways, though officials judged that two of them would cause too much damage to land values and tax revenues. The planning regime also quietly planned two Bay Area Rapid Transit (BART) stations for the Mission. Neighborhood groups had little success influencing the process, but planning energies were not moribund. Indeed, the neighborhood planning traditions that dated back to the Progressive Era survived in remarkably similar form.Less
In the period immediately following World War II, the federal government made tremendous investments in urban renewal and highway infrastructure. Many of the city's largest downtown-based corporations formed a lobbying group--the San Francisco Planning and Urban Renewal Association (SPUR)--that succeeded in controlling how and where this money would be spent. The downtown planning regime's priorities were freeways and the eradication of “blight.” The Mission District was slated for three freeways, though officials judged that two of them would cause too much damage to land values and tax revenues. The planning regime also quietly planned two Bay Area Rapid Transit (BART) stations for the Mission. Neighborhood groups had little success influencing the process, but planning energies were not moribund. Indeed, the neighborhood planning traditions that dated back to the Progressive Era survived in remarkably similar form.
Alan Cooper
- Published in print:
- 2016
- Published Online:
- May 2016
- ISBN:
- 9780719085062
- eISBN:
- 9781526104267
- Item type:
- chapter
- Publisher:
- Manchester University Press
- DOI:
- 10.7228/manchester/9780719085062.003.0003
- Subject:
- Literature, 16th-century and Renaissance Literature
In the twelfth and thirteenth centuries English royal lawyers developed new doctrine to reverse a process that had undermined the status of highways. They sought to preserve the highways’ utility ...
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In the twelfth and thirteenth centuries English royal lawyers developed new doctrine to reverse a process that had undermined the status of highways. They sought to preserve the highways’ utility and assert their connection to the king. The new doctrine drew from Roman law and allowed the royal government to take practical steps to clear roads of obstructions (known as "purprestures"), dismantle illegal tolls, and require landholders to perform maintenance. These new rules may be traced in such treatises as Glanvill, Bracton and Fleta, in the court rolls, and in statutes. By the end of the reign of Edward I (1272–1307), the idea "once a highway, always a highway" was established as an enduring legal principle.Less
In the twelfth and thirteenth centuries English royal lawyers developed new doctrine to reverse a process that had undermined the status of highways. They sought to preserve the highways’ utility and assert their connection to the king. The new doctrine drew from Roman law and allowed the royal government to take practical steps to clear roads of obstructions (known as "purprestures"), dismantle illegal tolls, and require landholders to perform maintenance. These new rules may be traced in such treatises as Glanvill, Bracton and Fleta, in the court rolls, and in statutes. By the end of the reign of Edward I (1272–1307), the idea "once a highway, always a highway" was established as an enduring legal principle.
William W. Buzbee
- Published in print:
- 2014
- Published Online:
- August 2016
- ISBN:
- 9780801451904
- eISBN:
- 9780801470301
- Item type:
- chapter
- Publisher:
- Cornell University Press
- DOI:
- 10.7591/cornell/9780801451904.003.0002
- Subject:
- Law, Environmental and Energy Law
This chapter maps out the origins of the Westway plan, by tracing the key events that led to its inception as well as initial reception to the project. The Westway plan was triggered on a local ...
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This chapter maps out the origins of the Westway plan, by tracing the key events that led to its inception as well as initial reception to the project. The Westway plan was triggered on a local level by the crumbling infrastructure of the elevated West Side Highway (also known as the Miller Highway), which made a transportation fix inevitable. Planners and city officials quickly began to look at ways to link highway replacement with major development. The other key event in this story happened years earlier, when the federal government in the post-New Deal era became centrally involved in funding construction of interstate highways. The prospect of federal dollars that could underwrite substantial local patronage and fund urban improvements encouraged cities like New York to think big but at little local cost.
Less
This chapter maps out the origins of the Westway plan, by tracing the key events that led to its inception as well as initial reception to the project. The Westway plan was triggered on a local level by the crumbling infrastructure of the elevated West Side Highway (also known as the Miller Highway), which made a transportation fix inevitable. Planners and city officials quickly began to look at ways to link highway replacement with major development. The other key event in this story happened years earlier, when the federal government in the post-New Deal era became centrally involved in funding construction of interstate highways. The prospect of federal dollars that could underwrite substantial local patronage and fund urban improvements encouraged cities like New York to think big but at little local cost.
Daniel M. Albert
- Published in print:
- 2006
- Published Online:
- September 2009
- ISBN:
- 9780195150698
- eISBN:
- 9780199865185
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780195150698.003.17
- Subject:
- Public Health and Epidemiology, Public Health, Epidemiology
This chapter sets the science of safety within a historical context, revealing how permeable the boundary between science and society has been in dealing with auto safety. Over the 20th century the ...
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This chapter sets the science of safety within a historical context, revealing how permeable the boundary between science and society has been in dealing with auto safety. Over the 20th century the focus of improving safety has sometimes emphasized regulating cars, while at other times controlling drivers. Initially, the democratization of car ownership led to a focus on the driver; after World War II there arose more concern with crash survivability, and automobile and road design. Toward the end of the 20th century, concern for unsafe drivers—drunk-driving, unsafe and undertrained teenage drivers, aggressive driving, and so forth—reemerged as an important factor in reducing vehicular death and injury.Less
This chapter sets the science of safety within a historical context, revealing how permeable the boundary between science and society has been in dealing with auto safety. Over the 20th century the focus of improving safety has sometimes emphasized regulating cars, while at other times controlling drivers. Initially, the democratization of car ownership led to a focus on the driver; after World War II there arose more concern with crash survivability, and automobile and road design. Toward the end of the 20th century, concern for unsafe drivers—drunk-driving, unsafe and undertrained teenage drivers, aggressive driving, and so forth—reemerged as an important factor in reducing vehicular death and injury.
