Terryl C. Givens
- Published in print:
- 2007
- Published Online:
- September 2007
- ISBN:
- 9780195167115
- eISBN:
- 9780199785599
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780195167115.003.0010
- Subject:
- Religion, Religion and Society
Disapproval of theater goes back to the Puritans, and was typical in most religious traditions. Mormons built the Salt Lake Theatre soon after arrival in the Valley. Young forebad tragedy, but it ...
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Disapproval of theater goes back to the Puritans, and was typical in most religious traditions. Mormons built the Salt Lake Theatre soon after arrival in the Valley. Young forebad tragedy, but it flourished anyway. They pioneered little theater and the road show. Several pageants continue to be more evangelistic than dramatic.Less
Disapproval of theater goes back to the Puritans, and was typical in most religious traditions. Mormons built the Salt Lake Theatre soon after arrival in the Valley. Young forebad tragedy, but it flourished anyway. They pioneered little theater and the road show. Several pageants continue to be more evangelistic than dramatic.
Gareth Lloyd
- Published in print:
- 2007
- Published Online:
- May 2007
- ISBN:
- 9780199295746
- eISBN:
- 9780191711701
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780199295746.003.0009
- Subject:
- Religion, Church History
The year 1784 represents a landmark in Methodist history as John Wesley established the Conference as his successor and ordained preachers for the United States. These events, which established de ...
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The year 1784 represents a landmark in Methodist history as John Wesley established the Conference as his successor and ordained preachers for the United States. These events, which established de facto Methodist institutional independence from the Church of England, were foreshadowed by developments during the 1770s and early 1780s as separatists and Church‐Methodists agitated in support of conflicting visions of the Methodist future. These conflicts and the events of 1784 illustrate several important but understated themes of early Methodist history, such as the political nature of the Wesley brothers, the strong support for the Church of England within the ranks of laity and preachers, and how 19th century Methodist scholarship sanitized and distorted the movement's early history.Less
The year 1784 represents a landmark in Methodist history as John Wesley established the Conference as his successor and ordained preachers for the United States. These events, which established de facto Methodist institutional independence from the Church of England, were foreshadowed by developments during the 1770s and early 1780s as separatists and Church‐Methodists agitated in support of conflicting visions of the Methodist future. These conflicts and the events of 1784 illustrate several important but understated themes of early Methodist history, such as the political nature of the Wesley brothers, the strong support for the Church of England within the ranks of laity and preachers, and how 19th century Methodist scholarship sanitized and distorted the movement's early history.
Brett M. Frischmann
- Published in print:
- 2012
- Published Online:
- May 2012
- ISBN:
- 9780199895656
- eISBN:
- 9780199933280
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780199895656.003.0010
- Subject:
- Law, Environmental and Energy Law
This chapter illustrates many of the economic concepts discussed in previous chapters. First, road infrastructure exhibits the classic supply-side economic characteristics, which are commonly ...
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This chapter illustrates many of the economic concepts discussed in previous chapters. First, road infrastructure exhibits the classic supply-side economic characteristics, which are commonly discussed in transportation, public welfare, and regulatory economics. The cost structure of supply and strong natural monopoly tendencies indicate that markets will fail to provide road infrastructure efficiently and that provision by either the government or a regulated monopolist will be necessary. In the United States, government provision dominates as the solution to this problem. Second, road infrastructure exhibit the demand-side economic characteristics explored in Chapters 4 and 5. Road infrastructure is mixed infrastructure that generate massive spillovers for society by enabling users to engage in an incredibly wide variety of productive activities that yield private, public, and social goods. The case for commons management is quite strong. Not surprisingly (given government provisioning), road infrastructure is managed openly as commons. Government provisioning alleviates supply-side objections to commons management, but two major concerns remain: congestion and the generation of substantial negative externalities from environmental pollution. The chapter shows how to address these significant concerns in nondiscriminatory ways that sustain the road infrastructure commons.Less
This chapter illustrates many of the economic concepts discussed in previous chapters. First, road infrastructure exhibits the classic supply-side economic characteristics, which are commonly discussed in transportation, public welfare, and regulatory economics. The cost structure of supply and strong natural monopoly tendencies indicate that markets will fail to provide road infrastructure efficiently and that provision by either the government or a regulated monopolist will be necessary. In the United States, government provision dominates as the solution to this problem. Second, road infrastructure exhibit the demand-side economic characteristics explored in Chapters 4 and 5. Road infrastructure is mixed infrastructure that generate massive spillovers for society by enabling users to engage in an incredibly wide variety of productive activities that yield private, public, and social goods. The case for commons management is quite strong. Not surprisingly (given government provisioning), road infrastructure is managed openly as commons. Government provisioning alleviates supply-side objections to commons management, but two major concerns remain: congestion and the generation of substantial negative externalities from environmental pollution. The chapter shows how to address these significant concerns in nondiscriminatory ways that sustain the road infrastructure commons.
Christopher Hood, Henry Rothstein, and Robert Baldwin
- Published in print:
- 2001
- Published Online:
- November 2003
- ISBN:
- 9780199243631
- eISBN:
- 9780191599507
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/0199243638.003.0003
- Subject:
- Political Science, Comparative Politics
Uses the analytic framework developed in Ch. 2 to compare nine different risk regulation regimes, bringing out their similarities and differences. Those risks include attacks by dangerous dogs ...
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Uses the analytic framework developed in Ch. 2 to compare nine different risk regulation regimes, bringing out their similarities and differences. Those risks include attacks by dangerous dogs outside the home, exposure to radon at home and work, benzene in the air and in the workplace, paedophile offenders released from custody, local road safety, and exposure to pesticide residues in food and water. Analysis of those regimes provides empirical evidence that there are substantial differences between the regulation of different risks and even the same risks within different contexts. Those variations are not easily explained by historical ‘big picture’ theories, such as the risk society thesis. Instead, investigation of the revealed variations between regimes suggests a need for more systematic and nuanced explanations.Less
Uses the analytic framework developed in Ch. 2 to compare nine different risk regulation regimes, bringing out their similarities and differences. Those risks include attacks by dangerous dogs outside the home, exposure to radon at home and work, benzene in the air and in the workplace, paedophile offenders released from custody, local road safety, and exposure to pesticide residues in food and water. Analysis of those regimes provides empirical evidence that there are substantial differences between the regulation of different risks and even the same risks within different contexts. Those variations are not easily explained by historical ‘big picture’ theories, such as the risk society thesis. Instead, investigation of the revealed variations between regimes suggests a need for more systematic and nuanced explanations.
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.
Mark Carey
- Published in print:
- 2010
- Published Online:
- May 2010
- ISBN:
- 9780195396065
- eISBN:
- 9780199775682
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780195396065.003.0005
- Subject:
- History, Latin American History
The Control Commission of Cordillera Blanca Lakes, which was established in 1951 to prevent glacial lake outburst floods caused by climate change and glacier retreat in the Andes, had far-reaching ...
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The Control Commission of Cordillera Blanca Lakes, which was established in 1951 to prevent glacial lake outburst floods caused by climate change and glacier retreat in the Andes, had far-reaching effects on the economic development of Ancash and the Callejón de Huaylas. Engineers who examined glacial lakes brought development interests that had long inspired Peruvian policymakers and developers. They hoped to exploit Andean natural resources to promote national economic development and modernization. Glacial lake flood prevention programs provided a springboard for the expansion of hydroelectricity, road building, tourism, and wage labor. This process whereby disaster spurred economic development is referred to as "disaster economics," which the Lakes Commission carried out after 1951. Economic development directly and indirectly followed the science, technology, engineering, and policies implemented after catastrophes to prevent additional disasters, thereby revealing the social construction of science and engineering.Less
The Control Commission of Cordillera Blanca Lakes, which was established in 1951 to prevent glacial lake outburst floods caused by climate change and glacier retreat in the Andes, had far-reaching effects on the economic development of Ancash and the Callejón de Huaylas. Engineers who examined glacial lakes brought development interests that had long inspired Peruvian policymakers and developers. They hoped to exploit Andean natural resources to promote national economic development and modernization. Glacial lake flood prevention programs provided a springboard for the expansion of hydroelectricity, road building, tourism, and wage labor. This process whereby disaster spurred economic development is referred to as "disaster economics," which the Lakes Commission carried out after 1951. Economic development directly and indirectly followed the science, technology, engineering, and policies implemented after catastrophes to prevent additional disasters, thereby revealing the social construction of science and engineering.
Mike Anson and Gerald Crompton
- Published in print:
- 2009
- Published Online:
- September 2009
- ISBN:
- 9780199226009
- eISBN:
- 9780191710315
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780199226009.003.0016
- Subject:
- Business and Management, Business History
Since 1945 the United Kingdom has seen a tremendous increase in the movement of both people and goods, something that has been critical to the performance of the economy. This chapter examines the ...
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Since 1945 the United Kingdom has seen a tremendous increase in the movement of both people and goods, something that has been critical to the performance of the economy. This chapter examines the key themes of transport policy during this period. It begins with the nationalisation of much of land transport, which promised much, but deteriorated amidst organizational uncertainty and was, in many ways, a missed opportunity for integration. Consideration is then given to the specific problems of the railways and the various efforts to produce a viable business, mainly by pruning the network and services. By contrast, the expansion of the road system and the growth in private road use, both passenger and freight, has been largely untrammelled. The effects of the privatization programme in the 1980s and 1990s have been severely felt in the public transport sector, most notably, of course, it the case of railways. None of the supposed benefits of railway privatization have been achieved, the public cost of supporting services has spiralled dramatically, and the appropriate organizational structure has been far from clear. Much of post-war transport policy has been concerned far less with co-ordination, and more with the mainly incoherent efforts to predict and provide for growth. While increasing awareness of environmental issues and sustainability may well stimulate some improvements in this direction, the conclusion is not optimistic that, based on past experience, there is much hope for a sustainable and integrated future for transport.Less
Since 1945 the United Kingdom has seen a tremendous increase in the movement of both people and goods, something that has been critical to the performance of the economy. This chapter examines the key themes of transport policy during this period. It begins with the nationalisation of much of land transport, which promised much, but deteriorated amidst organizational uncertainty and was, in many ways, a missed opportunity for integration. Consideration is then given to the specific problems of the railways and the various efforts to produce a viable business, mainly by pruning the network and services. By contrast, the expansion of the road system and the growth in private road use, both passenger and freight, has been largely untrammelled. The effects of the privatization programme in the 1980s and 1990s have been severely felt in the public transport sector, most notably, of course, it the case of railways. None of the supposed benefits of railway privatization have been achieved, the public cost of supporting services has spiralled dramatically, and the appropriate organizational structure has been far from clear. Much of post-war transport policy has been concerned far less with co-ordination, and more with the mainly incoherent efforts to predict and provide for growth. While increasing awareness of environmental issues and sustainability may well stimulate some improvements in this direction, the conclusion is not optimistic that, based on past experience, there is much hope for a sustainable and integrated future for transport.
Jianjun Mei
- Published in print:
- 2003
- Published Online:
- January 2012
- ISBN:
- 9780197263037
- eISBN:
- 9780191734007
- Item type:
- chapter
- Publisher:
- British Academy
- DOI:
- 10.5871/bacad/9780197263037.003.0001
- Subject:
- History, Cultural History
This lecture discusses some preliminary observations on the early cultural relationship between China and Central Asia in the light of the most recent archaeological discoveries from Northwest China. ...
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This lecture discusses some preliminary observations on the early cultural relationship between China and Central Asia in the light of the most recent archaeological discoveries from Northwest China. It considers three main issues: the role of outside influences in the beginnings and early development of bronze metallurgy in China, the shift to the ‘Steppe Road’, and the two-way traffic of cultural influence along the prehistoric ‘Silk Road’. The lecture also tries to show that early cultural interaction between China and Central Asia was the crucial drive for the growth of civilisations in both regions.Less
This lecture discusses some preliminary observations on the early cultural relationship between China and Central Asia in the light of the most recent archaeological discoveries from Northwest China. It considers three main issues: the role of outside influences in the beginnings and early development of bronze metallurgy in China, the shift to the ‘Steppe Road’, and the two-way traffic of cultural influence along the prehistoric ‘Silk Road’. The lecture also tries to show that early cultural interaction between China and Central Asia was the crucial drive for the growth of civilisations in both regions.
Reinhard Strohm (ed.)
- Published in print:
- 2019
- Published Online:
- January 2020
- ISBN:
- 9780197266564
- eISBN:
- 9780191889394
- Item type:
- book
- Publisher:
- British Academy
- DOI:
- 10.5871/bacad/9780197266564.001.0001
- Subject:
- Music, Ethnomusicology, World Music
The book, derived from the Balzan musicology project ‘Towards a global history of music’, describes cultural traditions and communication patterns of music, dance and theatre in the world region ...
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The book, derived from the Balzan musicology project ‘Towards a global history of music’, describes cultural traditions and communication patterns of music, dance and theatre in the world region between India and the Mediterranean in the last 2000 years. The new metaphor of the ‘Music Road’—the western half of the ‘Silk Road’—refers to the travels of musical songs, instruments and ideas across both space and time. The book has an introduction and 16 chapters, each by a different author. Highlighted are the following cultural traditions: ancient Gandhāra (first centuries ce); traditions of the Alexander legend; the musical philosophy and practice of Muslim societies; colonial India and the West; Greek music and nationalism (19th–20th centuries); travelling music-theatre companies in the Eastern Mediterranean; the ‘Gypsy rhapsody’ in European art music. The keynote chapter by Martin Stokes reviews the work of Villoteau and Lachmann, advocating a fusion of historical thought and ethnomusicology. The book offers case studies not only on music per se, but also on fine art, dance, musical theatre, on the theology, philosophy, historiography and literature of music, and on East–West relations in the musical practice of colonial and modern times. It is argued in the introduction and implied elsewhere that the musical culture of this world region, and its interactions with the West, have always been on the move, that its diversities and disruptions are counterbalanced by numerous internal and external linkages, and that the reifying term of ‘orientalism’ might be replaced by ‘the East–West imagination’.Less
The book, derived from the Balzan musicology project ‘Towards a global history of music’, describes cultural traditions and communication patterns of music, dance and theatre in the world region between India and the Mediterranean in the last 2000 years. The new metaphor of the ‘Music Road’—the western half of the ‘Silk Road’—refers to the travels of musical songs, instruments and ideas across both space and time. The book has an introduction and 16 chapters, each by a different author. Highlighted are the following cultural traditions: ancient Gandhāra (first centuries ce); traditions of the Alexander legend; the musical philosophy and practice of Muslim societies; colonial India and the West; Greek music and nationalism (19th–20th centuries); travelling music-theatre companies in the Eastern Mediterranean; the ‘Gypsy rhapsody’ in European art music. The keynote chapter by Martin Stokes reviews the work of Villoteau and Lachmann, advocating a fusion of historical thought and ethnomusicology. The book offers case studies not only on music per se, but also on fine art, dance, musical theatre, on the theology, philosophy, historiography and literature of music, and on East–West relations in the musical practice of colonial and modern times. It is argued in the introduction and implied elsewhere that the musical culture of this world region, and its interactions with the West, have always been on the move, that its diversities and disruptions are counterbalanced by numerous internal and external linkages, and that the reifying term of ‘orientalism’ might be replaced by ‘the East–West imagination’.
Tim Winter
- Published in print:
- 2019
- Published Online:
- May 2020
- ISBN:
- 9780226658216
- eISBN:
- 9780226658490
- Item type:
- book
- Publisher:
- University of Chicago Press
- DOI:
- 10.7208/chicago/9780226658490.001.0001
- Subject:
- History, Asian History
China’s Belt and Road Initiative aims to connect continents and integrate Eurasia via a multitude of collaborations spanning trade and infrastructure, culture and finance. Launched in 2013, it ...
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China’s Belt and Road Initiative aims to connect continents and integrate Eurasia via a multitude of collaborations spanning trade and infrastructure, culture and finance. Launched in 2013, it incorporates more than sixty countries and two-thirds of the world’s population. But what does it mean to revive the Silk Roads for the twenty-first century? Built around the concept of heritage diplomacy, Geocultural Power explores this question, arguing that through the Silk Roads China is reviving a theater of geopolitics and great power accumulation, and the idea of a harmonious Asia that prospers from international trade and cross-cultural dialogue. Until now Belt and Road has been discussed as a geopolitical and geoeconomic project. This book introduces geocultural power to the analysis of international affairs. Through the Silk Roads of the twenty-first century China becomes the new author of Eurasian history, and the architect of the bridge between East and West. Belt and Road bundles geopolitical ambition and infrastructure with a carefully curated shared heritage to produce a grand narrative of transcontinental connectivity: past, present and future. Geocultural Power: China’s Quest to Revive the Silk Roads for the twenty-first century makes a major contribution to our understanding of the uses of history and culture, and offers a unique reading of an initiative that will influence world affairs for years to come. It will be of interest to those working in world and regional history, international relations and diplomacy studies, heritage and museum studies, globalization, archaeology and Asian studies more broadly.Less
China’s Belt and Road Initiative aims to connect continents and integrate Eurasia via a multitude of collaborations spanning trade and infrastructure, culture and finance. Launched in 2013, it incorporates more than sixty countries and two-thirds of the world’s population. But what does it mean to revive the Silk Roads for the twenty-first century? Built around the concept of heritage diplomacy, Geocultural Power explores this question, arguing that through the Silk Roads China is reviving a theater of geopolitics and great power accumulation, and the idea of a harmonious Asia that prospers from international trade and cross-cultural dialogue. Until now Belt and Road has been discussed as a geopolitical and geoeconomic project. This book introduces geocultural power to the analysis of international affairs. Through the Silk Roads of the twenty-first century China becomes the new author of Eurasian history, and the architect of the bridge between East and West. Belt and Road bundles geopolitical ambition and infrastructure with a carefully curated shared heritage to produce a grand narrative of transcontinental connectivity: past, present and future. Geocultural Power: China’s Quest to Revive the Silk Roads for the twenty-first century makes a major contribution to our understanding of the uses of history and culture, and offers a unique reading of an initiative that will influence world affairs for years to come. It will be of interest to those working in world and regional history, international relations and diplomacy studies, heritage and museum studies, globalization, archaeology and Asian studies more broadly.
Jean Meyer
- Published in print:
- 2000
- Published Online:
- October 2011
- ISBN:
- 9780198202141
- eISBN:
- 9780191675188
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780198202141.003.0005
- Subject:
- History, Military History
This chapter examines the condition of roads, armies, and the organization of space in European states during the period from the 13th to the 18th centuries. During this period, the state was the ...
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This chapter examines the condition of roads, armies, and the organization of space in European states during the period from the 13th to the 18th centuries. During this period, the state was the instigator, instrument, and servant of the sciences of distance. It supplied the finances and materials, and directed research as servant-master. This chapter explores the improvements in communication, fortification and frontiers, and the control of the state interior.Less
This chapter examines the condition of roads, armies, and the organization of space in European states during the period from the 13th to the 18th centuries. During this period, the state was the instigator, instrument, and servant of the sciences of distance. It supplied the finances and materials, and directed research as servant-master. This chapter explores the improvements in communication, fortification and frontiers, and the control of the state interior.
Bernard Schweizer
- Published in print:
- 2010
- Published Online:
- January 2011
- ISBN:
- 9780199751389
- eISBN:
- 9780199894864
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780199751389.003.0003
- Subject:
- Religion, Philosophy of Religion
Contrasting Swinburne’s carefree misotheistic candor, Zora Neal Hurston remained cryptic about her conflicted relationship with God. Partly because she was black and female, readers tend to overlook ...
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Contrasting Swinburne’s carefree misotheistic candor, Zora Neal Hurston remained cryptic about her conflicted relationship with God. Partly because she was black and female, readers tend to overlook indications of misotheism, even when they seem plain. Few, if any, critics have taken the words “all gods who receive homage are cruel. All gods dispense suffering without reason” in Their Eyes Were Watching God as potentially targeting Yahweh as well as any other gods. Instead, critics have either ignored such passages in her work or tried to explain them away. This chapter offers fresh readings of Hurston’s acclaimed works, and it draws on private writings, letters, and memoirs to fill in the picture of Hurston’s latent misotheism. Finally, the author reveals a surprising web of concealed references to writers ranging from Epicurus to Proudhon and Nietzsche, to bolster his claim that Hurston was indeed as hostile to God as the thinkers who influenced her.Less
Contrasting Swinburne’s carefree misotheistic candor, Zora Neal Hurston remained cryptic about her conflicted relationship with God. Partly because she was black and female, readers tend to overlook indications of misotheism, even when they seem plain. Few, if any, critics have taken the words “all gods who receive homage are cruel. All gods dispense suffering without reason” in Their Eyes Were Watching God as potentially targeting Yahweh as well as any other gods. Instead, critics have either ignored such passages in her work or tried to explain them away. This chapter offers fresh readings of Hurston’s acclaimed works, and it draws on private writings, letters, and memoirs to fill in the picture of Hurston’s latent misotheism. Finally, the author reveals a surprising web of concealed references to writers ranging from Epicurus to Proudhon and Nietzsche, to bolster his claim that Hurston was indeed as hostile to God as the thinkers who influenced her.
David Michael Newbery
- Published in print:
- 2005
- Published Online:
- October 2005
- ISBN:
- 9780199278596
- eISBN:
- 9780191602856
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/0199278598.003.0007
- Subject:
- Economics and Finance, Financial Economics
Designing an efficient set of road user taxes and charges involves charging for scarce road space, setting corrective taxes for environmental externalities, and possibly employing additional taxes to ...
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Designing an efficient set of road user taxes and charges involves charging for scarce road space, setting corrective taxes for environmental externalities, and possibly employing additional taxes to improve the overall efficiency and equity of the tax system. As illustrated with data from the UK, congestion costs comprise the largest part of the efficient road user charge, with road damage costs and externalities a relatively small part. The best approach to internalising congestion costs is a cordon toll, although its efficient design turns out to be very complex. Road fuel taxes should probably be set at a level that accounts for the average long-run marginal cost of inter-urban roads for typical cars, with the vehicle excise duty set to adjust total payments by type of vehicle. Furthermore, the external cost of emissions of greenhouse gases, nitrogen oxides, and particulates can be reduced through tailpipe emission standards as well as met by differentially higher excises on, say, leaded than on unleaded petrol. An ad valorem tax on the component of car insurance that covers accident costs would internalise accident externalities. The study calculates the pure road charge and green tax elements in the UK at 0.60 euros/litre for petrol and 0.67 euros for diesel. If this applied generally across the EU, the Netherlands and Germany would be charging petrol at about the right rate and only the UK would be overcharging it. All countries except the UK are probably undercharging diesel. Overall, a strong argument can be made for revenue-neutral adjustments in total revenue from road use to improve efficiency by shifting over to better-targeted congestion taxes, such as cordon tolls and road pricing.Less
Designing an efficient set of road user taxes and charges involves charging for scarce road space, setting corrective taxes for environmental externalities, and possibly employing additional taxes to improve the overall efficiency and equity of the tax system. As illustrated with data from the UK, congestion costs comprise the largest part of the efficient road user charge, with road damage costs and externalities a relatively small part. The best approach to internalising congestion costs is a cordon toll, although its efficient design turns out to be very complex. Road fuel taxes should probably be set at a level that accounts for the average long-run marginal cost of inter-urban roads for typical cars, with the vehicle excise duty set to adjust total payments by type of vehicle. Furthermore, the external cost of emissions of greenhouse gases, nitrogen oxides, and particulates can be reduced through tailpipe emission standards as well as met by differentially higher excises on, say, leaded than on unleaded petrol. An ad valorem tax on the component of car insurance that covers accident costs would internalise accident externalities. The study calculates the pure road charge and green tax elements in the UK at 0.60 euros/litre for petrol and 0.67 euros for diesel. If this applied generally across the EU, the Netherlands and Germany would be charging petrol at about the right rate and only the UK would be overcharging it. All countries except the UK are probably undercharging diesel. Overall, a strong argument can be made for revenue-neutral adjustments in total revenue from road use to improve efficiency by shifting over to better-targeted congestion taxes, such as cordon tolls and road pricing.
Valerie Allen and Ruth Evans
- Published in print:
- 2016
- Published Online:
- May 2016
- ISBN:
- 9780719085062
- eISBN:
- 9781526104267
- Item type:
- chapter
- Publisher:
- Manchester University Press
- DOI:
- 10.7228/manchester/9780719085062.003.0001
- Subject:
- Literature, 16th-century and Renaissance Literature
This chapter opens with a consideration of Jacques Derrida’s intersection of the histories of roads and writing as forms of inscription (tracks, traces, or paths, on the landscape and on the page). ...
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This chapter opens with a consideration of Jacques Derrida’s intersection of the histories of roads and writing as forms of inscription (tracks, traces, or paths, on the landscape and on the page). These shared cultural histories of roads and writing suggest new ways of conceptualizing the study of the medieval road as material object and as difference: just as the road is the imposition of form on matter, so is writing the imposition of form on nature. In the next section, discussion moves to the question of road nomenclature in medieval Britain. Where ‘road’ serves well enough to denote the universal set of modern commuter routes, medieval terminology is more particularized, more in tune with the contours of the material environment. Some caution is thus necessary in treating medieval roads as a ‘system’. The chapter then argues for a consideration of the medieval road less as a physical entity than as a right of passage: as function rather than physical structure. We then turn to consider how the legacy of Roman roads in medieval Britain and the powerful fiction of the king’s four roads served the social imaginary both in law and literature. In the last section, we offer summaries of the individual book chapters of the volume.Less
This chapter opens with a consideration of Jacques Derrida’s intersection of the histories of roads and writing as forms of inscription (tracks, traces, or paths, on the landscape and on the page). These shared cultural histories of roads and writing suggest new ways of conceptualizing the study of the medieval road as material object and as difference: just as the road is the imposition of form on matter, so is writing the imposition of form on nature. In the next section, discussion moves to the question of road nomenclature in medieval Britain. Where ‘road’ serves well enough to denote the universal set of modern commuter routes, medieval terminology is more particularized, more in tune with the contours of the material environment. Some caution is thus necessary in treating medieval roads as a ‘system’. The chapter then argues for a consideration of the medieval road less as a physical entity than as a right of passage: as function rather than physical structure. We then turn to consider how the legacy of Roman roads in medieval Britain and the powerful fiction of the king’s four roads served the social imaginary both in law and literature. In the last section, we offer summaries of the individual book chapters of the volume.
Jeffrey Magee
- Published in print:
- 2005
- Published Online:
- May 2008
- ISBN:
- 9780195090222
- eISBN:
- 9780199871469
- Item type:
- chapter
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780195090222.003.0007
- Subject:
- Music, Popular
Although famous for its performances at the Roseland Ballroom and on recordings, Fletcher Henderson's band spent a good deal of time playing in other kinds of venues, such as theaters and on the ...
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Although famous for its performances at the Roseland Ballroom and on recordings, Fletcher Henderson's band spent a good deal of time playing in other kinds of venues, such as theaters and on the road. Henderson's band was noted for driving cars, instead of riding buses, on its far-flung road trips, and black musicians in cars — sometimes expensive ones — drew attention, and ran into trouble and danger on the road. Meanwhile, a paradigm shift in the music business revealed Henderson's approach of arranging tours as out of step with the new model of agency represented by Duke Ellington's manager, Irving Mills. These experiences shaped the band's music making. Recordings such as “Hop Off” and “King Porter Stomp” show how the band took stock arrangements and streamlined them into solo-riff pieces that were notably suited to a band on the move.Less
Although famous for its performances at the Roseland Ballroom and on recordings, Fletcher Henderson's band spent a good deal of time playing in other kinds of venues, such as theaters and on the road. Henderson's band was noted for driving cars, instead of riding buses, on its far-flung road trips, and black musicians in cars — sometimes expensive ones — drew attention, and ran into trouble and danger on the road. Meanwhile, a paradigm shift in the music business revealed Henderson's approach of arranging tours as out of step with the new model of agency represented by Duke Ellington's manager, Irving Mills. These experiences shaped the band's music making. Recordings such as “Hop Off” and “King Porter Stomp” show how the band took stock arrangements and streamlined them into solo-riff pieces that were notably suited to a band on the move.
S. LADSTÄTTER and A. PÜLZ
- Published in print:
- 2007
- Published Online:
- January 2012
- ISBN:
- 9780197264027
- eISBN:
- 9780191734908
- Item type:
- chapter
- Publisher:
- British Academy
- DOI:
- 10.5871/bacad/9780197264027.003.0016
- Subject:
- Classical Studies, Archaeology: Classical
The third century marked a profound change in the urban landscape of Ephesus and proved to exert a profound influence on the city's later development. There is conclusive evidence for catastrophic ...
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The third century marked a profound change in the urban landscape of Ephesus and proved to exert a profound influence on the city's later development. There is conclusive evidence for catastrophic disasters when the city was afflicted by a series of earthquakes which led to a temporary downturn in its economic circumstances. These destructive earthquakes not only had long-term consequences for the city's appearance, but also affected the very foundations of urbanism. This chapter traces the history of Metropolis Asiae after the earthquakes of the third and fourth centuries. The archaeological evidence proves that rebuilding took place and within public areas, such as agorae or buildings along the roads and included fountains and baths. The work was not limited only to the reconstruction of buildings but efforts were made to restore the splendid appearance of the city, reflecting the restoration of its high urban status and commercial importance. This chapter also describes the city's numerous churches that graphically attest to the growing importance of Christianity as the state religion.Less
The third century marked a profound change in the urban landscape of Ephesus and proved to exert a profound influence on the city's later development. There is conclusive evidence for catastrophic disasters when the city was afflicted by a series of earthquakes which led to a temporary downturn in its economic circumstances. These destructive earthquakes not only had long-term consequences for the city's appearance, but also affected the very foundations of urbanism. This chapter traces the history of Metropolis Asiae after the earthquakes of the third and fourth centuries. The archaeological evidence proves that rebuilding took place and within public areas, such as agorae or buildings along the roads and included fountains and baths. The work was not limited only to the reconstruction of buildings but efforts were made to restore the splendid appearance of the city, reflecting the restoration of its high urban status and commercial importance. This chapter also describes the city's numerous churches that graphically attest to the growing importance of Christianity as the state religion.
Steven Sidebotham
- Published in print:
- 2011
- Published Online:
- March 2012
- ISBN:
- 9780520244306
- eISBN:
- 9780520948389
- Item type:
- book
- Publisher:
- University of California Press
- DOI:
- 10.1525/california/9780520244306.001.0001
- Subject:
- Classical Studies, Asian and Middle Eastern History: BCE to 500CE
The legendary overland silk road was not the only way to reach Asia for ancient travelers from the Mediterranean. During the Roman Empire's heyday, equally important maritime routes reached from the ...
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The legendary overland silk road was not the only way to reach Asia for ancient travelers from the Mediterranean. During the Roman Empire's heyday, equally important maritime routes reached from the Egyptian Red Sea across the Indian Ocean. The ancient city of Berenike, located approximately 500 miles south of today's Suez Canal, was a significant port among these conduits. This book, written by the archaeologist who excavated Berenike, uncovers the role the city played in the regional, local, and “global” economies during the eight centuries of its existence. The book analyzes many of the artifacts, botanical and faunal remains, and hundreds of the texts the author and his team found in excavations, providing a profoundly intimate glimpse of the people who lived, worked, and died in this emporium between the classical Mediterranean world and Asia.Less
The legendary overland silk road was not the only way to reach Asia for ancient travelers from the Mediterranean. During the Roman Empire's heyday, equally important maritime routes reached from the Egyptian Red Sea across the Indian Ocean. The ancient city of Berenike, located approximately 500 miles south of today's Suez Canal, was a significant port among these conduits. This book, written by the archaeologist who excavated Berenike, uncovers the role the city played in the regional, local, and “global” economies during the eight centuries of its existence. The book analyzes many of the artifacts, botanical and faunal remains, and hundreds of the texts the author and his team found in excavations, providing a profoundly intimate glimpse of the people who lived, worked, and died in this emporium between the classical Mediterranean world and Asia.
Paul U. Unschuld
- Published in print:
- 2009
- Published Online:
- May 2012
- ISBN:
- 9780520257658
- eISBN:
- 9780520944701
- Item type:
- chapter
- Publisher:
- University of California Press
- DOI:
- 10.1525/california/9780520257658.003.0017
- Subject:
- Anthropology, Medical Anthropology
The ruler of Qin conquered his opponents in the year 221 bc and was able to rule over a unified China and called himself the “First Emperor of Qin.” He was able to create an integrated whole out of ...
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The ruler of Qin conquered his opponents in the year 221 bc and was able to rule over a unified China and called himself the “First Emperor of Qin.” He was able to create an integrated whole out of states that for the most part had been culturally and economically independent. He ordered a common script, common track width (on roads), and common weights and measures, thereby laying the foundation for a lasting exchange of goods and people in his kingdom that was necessary to support the huge new cities in distant parts of the country. The new state organism offered China an experience of being an organism consisting of several units, where each unit contributed to the well-being of the whole. For some philosophers of the time, the effect of this new economic and social organism on their worldview was so profound that they could not avoid internalizing the model as a whole, extending it even to their understanding of the body. The body organism in the new medicine was nothing but the state organism transferred onto the body.Less
The ruler of Qin conquered his opponents in the year 221 bc and was able to rule over a unified China and called himself the “First Emperor of Qin.” He was able to create an integrated whole out of states that for the most part had been culturally and economically independent. He ordered a common script, common track width (on roads), and common weights and measures, thereby laying the foundation for a lasting exchange of goods and people in his kingdom that was necessary to support the huge new cities in distant parts of the country. The new state organism offered China an experience of being an organism consisting of several units, where each unit contributed to the well-being of the whole. For some philosophers of the time, the effect of this new economic and social organism on their worldview was so profound that they could not avoid internalizing the model as a whole, extending it even to their understanding of the body. The body organism in the new medicine was nothing but the state organism transferred onto the body.
David Harrison
- Published in print:
- 2007
- Published Online:
- January 2010
- ISBN:
- 9780199226856
- eISBN:
- 9780191709760
- Item type:
- book
- Publisher:
- Oxford University Press
- DOI:
- 10.1093/acprof:oso/9780199226856.001.0001
- Subject:
- History, British and Irish Modern History
Medieval bridges are remarkable achievements of design and engineering comparable with the great cathedrals of the period, and are also proof of the great importance of road transport in the middle ...
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Medieval bridges are remarkable achievements of design and engineering comparable with the great cathedrals of the period, and are also proof of the great importance of road transport in the middle ages, and of the size and sophistication of the medieval economy. This book rewrites their history from early Anglo-Saxon England right up to the Industrial Revolution, providing insights into many aspects of the subject. Looking at the role of bridges in the creation of a new road system, which was significantly different from its Roman predecessor and which largely survived until the 20th century, the book examines their design. Often built in the most difficult circumstances — broad flood plains, deep tidal waters, and steep upland valleys — these bridges withstood all but the most catastrophic floods. The book also investigates the immense efforts put into their construction and upkeep, ranging from the mobilisation of large work forces by the old English state to the role of resident hermits and the charitable donations which produced bridge trusts with huge incomes. The evidence presented in this book shows that the network of bridges, which had been in place since the 13th century, was capable of serving the needs of the economy on the eve of the Industrial Revolution. This has profound implications for our understanding of pre-industrial society, challenging accepted accounts of the development of medieval trade and communications, and bringing to the fore the continuities from the late Anglo-Saxon period to the 18th century.Less
Medieval bridges are remarkable achievements of design and engineering comparable with the great cathedrals of the period, and are also proof of the great importance of road transport in the middle ages, and of the size and sophistication of the medieval economy. This book rewrites their history from early Anglo-Saxon England right up to the Industrial Revolution, providing insights into many aspects of the subject. Looking at the role of bridges in the creation of a new road system, which was significantly different from its Roman predecessor and which largely survived until the 20th century, the book examines their design. Often built in the most difficult circumstances — broad flood plains, deep tidal waters, and steep upland valleys — these bridges withstood all but the most catastrophic floods. The book also investigates the immense efforts put into their construction and upkeep, ranging from the mobilisation of large work forces by the old English state to the role of resident hermits and the charitable donations which produced bridge trusts with huge incomes. The evidence presented in this book shows that the network of bridges, which had been in place since the 13th century, was capable of serving the needs of the economy on the eve of the Industrial Revolution. This has profound implications for our understanding of pre-industrial society, challenging accepted accounts of the development of medieval trade and communications, and bringing to the fore the continuities from the late Anglo-Saxon period to the 18th century.
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/9780199226856.003.0012
- Subject:
- History, British and Irish Modern History
This book has traced the history of bridges and other river crossings in England over the last 2,000 years. It began with the impressive programme of construction undertaken by the Romans. The ...
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This book has traced the history of bridges and other river crossings in England over the last 2,000 years. It began with the impressive programme of construction undertaken by the Romans. The remnants of a few of their finest structures can still be seen. The history of bridges has very important implications for our understanding of transport and, more generally, of society in pre-industrial England. It provided insights into many subjects: the road system, the amount of traffic using it, the extent of internal trade, the development of the economy, and even the nature of the state. It has also highlighted the problems caused by historians' specialisation in relatively narrow periods, giving insights on how to overcome the drawback that most works on road transport and internal trade in pre-industrial England have encountered.Less
This book has traced the history of bridges and other river crossings in England over the last 2,000 years. It began with the impressive programme of construction undertaken by the Romans. The remnants of a few of their finest structures can still be seen. The history of bridges has very important implications for our understanding of transport and, more generally, of society in pre-industrial England. It provided insights into many subjects: the road system, the amount of traffic using it, the extent of internal trade, the development of the economy, and even the nature of the state. It has also highlighted the problems caused by historians' specialisation in relatively narrow periods, giving insights on how to overcome the drawback that most works on road transport and internal trade in pre-industrial England have encountered.
