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Journal ArticleDOI

The port of New York

01 Apr 1983-Technology and Culture (University of Chicago Press)-Vol. 24, Iss: 2, pp 289
About: This article is published in Technology and Culture.The article was published on 1983-04-01. It has received 15 citations till now. The article focuses on the topics: Port (computer networking).
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Journal ArticleDOI
TL;DR: In this article, the authors present a continuation of and a complement to those published in the Urban History Yearbook 1974-91 and Urban History 1992-2002, and an index of towns on pp. 504-507.
Abstract: This bibliography is a continuation of and a complement to those published in the Urban History Yearbook 1974–91 and Urban History 1992–2002. The arrangement and format closely follows that of previous years. There is an index of towns on pp. 504–507. The list of abbreviations identifies only those periodicals from which articles cited this year have been taken.

294 citations

Journal ArticleDOI
TL;DR: In this article, the authors examined the price of vacant land in New York City between 1835 and 1900 and found that average nominal land prices at the central business district increased at an average annual rate of over 3% per year, growing particularly around the time of the Civil War before declining as the century came to an end.
Abstract: We preview new archival evidence on the price of vacant land in New York City between 1835 and 1900. Before the Civil War, the price of land per square foot fell steeply with distance from New York's City Hall located in the central business district (CBD). After the Civil War, the distance gradient flattened and the fit of a simple regression of the log of land price per square foot on distance from the CBD declined markedly. Our most remarkable finding is that average nominal land prices at the CBD increased at an average annual rate of over 3% per year between 1835 and 1895, growing particularly rapidly around the time of the Civil War before declining as the century came to an end.

91 citations

Journal ArticleDOI
01 Jan 1984-Isis
TL;DR: The classification system for the annual Critical Bibliography is based on that developed by George Sarton in 1913 and revised by committee in 1953 and contains references to histories of science in general and to historiographical, philosophical, sociological, and humanistic aspects of science.
Abstract: The classification system for the annual Critical Bibliography is based on that developed by George Sarton in 1913 and revised by committee in 1953. In the first two sections will be found references to histories of science in general and to historiographical, philosophical, sociological, and humanistic aspects of science. Section C indexes general books and articles relating to specific sciences. Section D contains all references that relate to the sciences in specific historical periods. Preference is given to the latter, so that historians interested in a particular science, biology, for example, must look in both the general section on the biological sciences (24) as well as the biological section under each of the historical periods.

63 citations

Journal ArticleDOI
TL;DR: In this paper, the authors focus on the evolution of the port of Montreal from its formal beginnings in 1830, through a period of rapid industrialisation up to World War I (1914).
Abstract: Introduction In Montreal, as in most port cities, the waterfront has long been the primacy interface between the city and the markets of the world. Over the last two centuries or so, since the onset of industrialisation, cityports across the globe have been compelled, over and over again, to redevelop their waterfronts. The focus in this paper is on the (re)development of the port of Montreal from its formal beginnings in 1830, through a period of rapid industrialisation up to World War I (1914). The purpose was to elucidate how and why the primitive pre-industrial waterfront was repeatedly adapted and transformed into a 'modern' port district. A port is a place where land and water-borne transport systems converge, where cargo and passenger traffic are exchanged across a waterfront (Figure 1). The efficiency of a port, and the health of the urban economy as a whole, is represented by its ability to maximise traffic through this physical space at minimum cost and with minimum delay. The waterfront, therefore, is at once both an interface and an impediment to exchange; its physical configuration may contribute to the efficiency of the port or may form costly spatio-temporal barriers. It has been suggested that the flow of goods and people through a city, like the circulation of blood in the human body, is channelled and constrained by the physical dimensions of its 'vascular system', that is, the entire network of streets, canals, channels, Harbours, tracks, piers, bridges and elevators (Gilliland 1999). In this paper, I argue that for cities to survive and grow, they must, again and again, accelerate circulation and expand the capacity of the urban vascular system; in particular, they must periodically redimension the entire waterfront time-space. While previous studies have described the historical development of individual physical components of the port of Montreal, such as the Lachine Canal (Desloges and Gelly 2002), St Lawrence River ship channel (Corley 1967) and grain elevators (GRHPM 1981), this paper offers a new perspective on port development in that it considers the entire port as a comprehensive circulatory system and examines the (re)development of various components in relation to others. [FIGURE 1 OMITTED] Beyond a detailed examination of the physical transformation, or morphogenesis, of the waterfront, this paper attempts to elucidate the formative and adaptive processes underlying its evolution. To understand the processes that continually reshape the landscape of the port, we need to turn our attention to the compelling logic of the urban economy--that is, the revolutionary historical and geographical dynamics of capitalism. Prevailing studies in transport geography view the contemporary redevelopment of cityports across the globe as the spatial outcome of processes of economic restructuring, symptoms of the ever-increasing globalisation of maritime transport (Slack 1975, 1995, 1999; Hoyle and Pinder 1981; Hoyle et al. 1988; Kilian and Dodson 1995, 1996; Malone 1996; Meyer 1999; Rodrigue 1999; Slack et al. 2002). Drawing insights from 'spatialised' interpretations of the rhythm of capital accumulation (Harvey 1985, 1989, 2001; Smith 1990), I formulate a complementary conceptual approach that recognises the circulation of capital as the driving force behind the morphogenesis of the Montreal waterfront. My central thesis is that periodic innovations in transport methods were preconditions for the redimensioning of the Montreal waterfront in the industrial era, and these changes were adopted in response to the perennial demands of local investors to reduce the turnover time of capital. The turnover time (or time necessary to reconstitute the value) of a given capital is equal to the time devoted to production and circulation (exchange) of commodities. The longer the turnover time of a capital, the smaller its surplus value; therefore, by accelerating circulation through more efficient and effective means of transport, investors are able to increase profits. …

23 citations

Journal ArticleDOI
TL;DR: In recent years, a new generation of historians has reawakened interest in the railroads, often by adopting perspectives alien to the traditions of first-generation railroad history as mentioned in this paper.
Abstract: Railroad history has survived a near-death experience. Once at the leading edge of business history and the Chandlerian synthesis, this sub-discipline largely fell out of favor with academic audiences, becoming the province of the railfan. In recent years, however, a new generation of historians has reawakened interest in the railroads, often by adopting perspectives alien to the traditions of first-generation railroad history. A prolific Don Hofsommer has not only contributed to this reinvigoration of an academic discipline, he has also incorporated some of the best recent railway history into volumes targeted at amateur historians. Each book embodies a different approach to the construction of railroad history and although their level of relevance to academic historians varies considerably, they offer compelling insights into the diversity of approach and audience that characterizes modern railroad history. This variety reflects the

13 citations