A note on trends in transit commuting in the United States relating to employment in the central business district

1986 ◽  
Vol 20 (1) ◽  
pp. 33-37 ◽  
Author(s):  
Chris Hendrickson
Author(s):  
David Gutman

This chapter explores the aftermath of the 1908 ‘Young Turk’ Revolution in the Ottoman Empire that resulted in the reinstatement of the Ottoman Constitution and the lifting of most restrictions on both domestic and international mobility. As the Chapter demonstrates, the lifting of the migration ban resulted in a sharp increase in both out-migration and return migration. At the same time, the United States and other migrant-receiving states were strengthening restrictions on immigration, stranding many Ottoman migrants in transit ports throughout Europe. Also, Istanbul was forced to balance its commitment to freedom of movement with its growing demand for military-aged men and its increasing concern about the effects of migration on the empire’s economy. The chapter concludes with the Armenian genocide, its aftermath, and the legacies of migration.


2018 ◽  
Vol 18 (3) ◽  
pp. 196-211
Author(s):  
Richard Campanella

New Orleans is justly famous for its vast inventory of historical architecture, representing scores of stylistic influences dating to the French and Spanish colonial eras. Less appreciated is the fact that the Crescent City also retains nearly original colonial urban designs. Two downtown neighborhoods, the French Quarter and Central Business District, are entirely undergirded by colonial-era planning, and dozens of other neighborhoods followed suit even after Americanization. New Orleanians who reside in these areas negotiate these colonial planning decisions in nearly every movement they make, and they reside in a state with as many colonial-era land surveying systems as can be found throughout the United States. This article explains how those patterns fell in place.


2021 ◽  
Vol 10 (3) ◽  
pp. 30-40
Author(s):  
Amalia Campos-Delgado

This paper examines Mexico’s governmentality of extracontinental migration in transit to the United States. It argues that, in the context of transit control regimes, exemption is instrumentalised as a bordering mechanism and practice in which transit states assume, react and utilise their role as a ‘transit’ country. By drawing on statistical information about migrant populations from Asia and Africa intercepted by Mexican authorities from 2010 to 2019, four arrangements are identified: (1) sporadic expulsion, (2) regularisation façade, (3) guardianship and (4) self-deportation. The analysis sheds light on the transformative and adaptive dimension of the Mexican Transit Control Regime and how this is geared towards maintaining its focus on intercepting and deterring Central American migrants in transit to the United States.


PEDIATRICS ◽  
1985 ◽  
Vol 76 (4) ◽  
pp. 567-573
Author(s):  
Frederick P. Rivara

Agriculture is the second most dangerous occupation in the United States, and unlike other occupations, children make up a significant portion of the work force. This study presents national data on the morbidity and mortality due to farm injuries to children and adolescents ≤19 years of age. Data sources used were 1979 to 1981 mortality statistics from the National Center for Health Statistics, farm injuries treated in emergency rooms as reported to National Electronic Injury Surveillance System (1979 to 1983), farm deaths investigated by the Consumer Product Safety Commission, and the 1980 census. Nearly 300 children and adolescents die each year from farm injuries, and 23,500 suffer nonfatal trauma. The fatality rate increases with age of the child; the rate for 15- to 19-year-old boys is double that of young children and 26-fold higher than for girls. More than half (52.5%) die without ever reaching a physician; an additional 19.1% die in transit to a hospital, and only 7.4% live long enough to receive inpatient care. The most common cause of fatal and nonfatal injury is farm machinery. Tractors accounted for one half of these machinery-related deaths, followed by farm wagons, combines, and forklifts. Overall, 10% of children with nonfatal injuries require hospitalization, and one in 30 children younger than age of 5 years with a farm injury is hospitalized or dies. The magnitude of the problem requires the evaluation of a number of preventive strategies including legislation and improvement of emergency care in rural areas.


Sociology ◽  
2019 ◽  
Author(s):  
Christina Jackson

Urban inequality is a multidisciplinary field that incorporates political economists, geographers, sociologists, anthropologists, and historians, who describe the existence of unequal opportunities in urban spaces. Inequality manifests in a growing gap between the rich and poor and the dominance of unequal opportunities and access across the urban landscape. Vulnerable communities, including the poor and racial and ethnic groups, can be the most impacted by inequality. While inequality exists everywhere, American urban inequality is traditionally understood as being more concentrated in spaces in proximity to a city’s central business district. Efforts toward privatization, increasing global investment, and urban redevelopment reflect trends in replacing social welfare with private capital, increasing the vulnerability of urban inhabitants, but also providing a glaring illustration of who is most effected. Given this, what has developed in urban spaces with cumulative racial, economic, and gendered disadvantages is a mix of cultural norms, but also survival strategies, networks, and resistance. Political economists and geographers are useful at describing how economic engines of cities influence urban policy, and in turn disproportionately negatively affect neighborhoods with less social capital. Sociologists, anthropologists, and historians are useful in recounting the specific historical processes by which segregation and deindustrialization, to name a few factors, led to the stigmatization of urban spaces. What develops are specific frames and connections to unequal spaces that result in new cultural norms and new relationships in city neighborhoods as they face transitions with increasing private development.


1997 ◽  
Vol 1571 (1) ◽  
pp. 208-217 ◽  
Author(s):  
John W. Schumann

Metro areas relying on automobile-based transport are increasingly congested. Some alternatives to gridlock are being implemented; others languish without political acceptance. Congestion is more than a suburban issue. Both intersuburban and radial travel woes are growing and must be addressed. Agencies should start with bus improvements, then add rail where appropriate. Experience shows that, unlike purely radial systems, transit networks with many transfer opportunities offer options to users in more travel markets and, as a result, attract more riders. In the United States, rail is often viewed as serving just the central business district (CBD) and being incapable of accommodating suburban trips. In fact, radial rail lines can provide attractive options for trips to new centers near suburban rail stations, in addition to CBD trips. Rail systems become regional connections, linked via timed transfers at transit centers with bus and paratransit feeders and circulators. Clock headways and integrated fares complete a seamless multimodal, multidestinational system serving the CBD as well as emerging regional centers. Such systems work best as part of a comprehensive program for sustainable urban development, consciously planned by committed, far-sighted political leaders who build public consensus to implement a regional vision for community patterns that encourage a rich variety of lifestyle and mobility choices. Key to effecting such transport systems are ( a) competent transit management that seeks out and serves a variety of niche markets, and ( b) coordinated transportation and land use decision making that values transit links to major destinations and compact communities.


Author(s):  
Junseo Bae ◽  
Kunhee Choi

Level-of-service has been widely used to measure the operational efficiency of existing highway systems categorically, based on certain ranges of traffic speeds. However, this existing method is generic for investigating urban traffic characteristics. Hence, there is a crucial knowledge gap in capturing the unique traffic speed conditions during a certain temporal duration, in a common spatial area that includes different land use clusters. This study fills this gap by modeling the link between traffic speeds and land use clusters during certain time periods, along with the given level-of-service criteria. As a case study, this study adopted the central business district in Los Angeles in the United States. A total of 1780 traffic sensor speed data on Interstate 10 East adjacent to the central business district of Los Angeles was collected and clustered by the land use designated by the zoning regulations of the city of Los Angeles. The proposed traffic time–speed curve model that integrates different land uses in a large urban core was then developed and validated statistically, using historical real-world traffic data. Finally, an illustrative example was presented to demonstrate how the proposed model can be implemented to measure critical time periods and corresponding speeds per land-use cluster, responding to the designated level-of-service criteria. This study focused on making recommendations for government transportation agencies to employ an appropriate method that can estimate critical time periods affecting the existing operational status of a highway segment in different land-use clusters within a common spatial area, while promoting an effective application of a set of traffic sensor speed data.


Author(s):  
Dipesh J. Patil

Abstract: The concept of the Central Business District is somewhat new due to that there is a lack of Central Business Districts in India. In the early ages when the concept was introduced at that time this concept was mainly focused on the United States of America and the European countries which are developed now. To increase the development speed of the country Central Business Districts should be introduced to create more job opportunities which will help to decrease the unemployment rate of the country. In Vasai-Virar Municipal Area, there is a lack of commercial spaces, affecting the city's employment opportunities. The idea of the Central Business District will help to develop the city and increase the revenue of the municipality. Vasai-Virar Central Business District will soon be established as a strong alternative to Mumbai and an economically developed or developing city in terms of employment and will help create sustainable employment opportunities for the economically backward Vasai-Virar and the people living nearby. This project mainly focuses on the potential of Central Business District development in Vasai-Virar city to overcome the unemployment and revenue generation options for Municipality. Keywords: Central Business District, Unemployment, Mumbai Metropolitan Region, Vasai-Virar city, Commercial and Trade activity


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