From manufacturing to centralized industry: the case of the province of Pisa from the 19th to the 20th century

This article aims to highlight the particular socio-economic situation of the Province of Pisa from the nineteenth to the first half of the twentieth century; in this area, heavily populated and heterogeneous for morphological and geopedological characteristics, there has been a widespread industrialization; centralized industry coexisted with artisan production and proto-industry, until the formation of industrial districts. The paper examines some productive sectors and various factories, as hydraulic mills, crushers, brick kilns, textile mills, tanneries, manufactures of furniture; small and medium industries coexist with a number of large-scale centralized industries, such as Saint Gobain glassworks, or the Piaggio motorworks, and some chemical and pharmaceutical industr

Pedestrian crosswalks integration with pedestrian sites

Thesis (Master)--Izmir Institute of Technology, City and Regional Planning, Izmir, 2002Includes bibliographical references (leaves: 126-133)Text in English; Abstract: Turkish and Englishxii, 133 leavesDevelopments and changes in transportation systems caused disharmony in urban patterns in general while they have resulted in rapid access opportunities, because both pedestrian and vehicle needs have equally been imposed on existing of urban patterns. Different countries have different approaches for designing the circulation system in the cities depending on their socio-economic structures and political systems. In the developed countries pedestrians are not neglected, on the contrary, they are considered as much as vehicles. Opposed to this, in the developing countries, the pedestrian needs are ignored with respect to security, comfort, convenience, aesthetic, and continuity aspects. Particularly, the disabled are effected heavily from this ignorance. The aim of this study is to develop an optimisation of design criteria for safe pedestrian crossings that link pedestrian areas; and to test these criteria though made a design projects on Adana. The methodology used in the study consists of three steps: Theoretical, analytical, and pragmatical. Theoretical step consists of literature survey, analytical step includes analysis of the selected problem areas as pedestrian crossing, and finally pragmatic step proposes a way of problem system for the pedestrian crossings on D-400 National road in Adana. In this respect, Türkkuşu Junction was selected which has the high volume both vehicle and pedestrian for design

Domestic Reshufflings, Such as Transport and Coal, Do Not Explain the Modern World

Transportation improvements cannot have caused anything close to the factor of 16 in British economic growth. By Harberger’s (and Fogel’s) Law, an industry that is 10% of national product, improving by 50 percent on the 50% of non-natural routes, results in a mere one-time increase of product of 2.5% (= .1 x .5 x .5), when the thing to be explained is an increase of 1500%. Nor is transport rescued by “dynamic” effects, which are undermined by (1.) the small size of the static gain to start them off and (2.) the instable economic models necessary to make them nonlinear dynamic. The same holds for many other suggested causes of the modern world: enclosure, for example, or the division of labor or the Kuznets-Williamson Hypothesis of reallocation from agriculture to industry, country to town. Wider geographical arguments, such as Diamond’s or Sachs’, turn out to be ill-timed to explain what we wish to explain. And “resources,” such as oil or gold, have both the Harberger Problem and the timing problem. Not even coal---the favorite of Wrigley, Pomeranz, Allen, and Harris---can survive the criticism that it was transportable and substitutable. The factor-bias arguments of Allen have the old problem of the Habbakuk Hypothesis, namely, that all factors are scarce. Even if we add up all the static and quasi-dynamic effects of resources, they do not explain Britain’s lead, or Japan’s or Hong Kong’s catching up.British economic growth, transportation, coal, growth hypotheses, industrial revolution

Domestic Market Integration

The paper looks into the level of integration of commodity markets in India, across centres and states using consumer price data. It measures the extent to which domestic markets for goods in India are integrated, and recommends policy options to facilitate integration. The paper addresses questions : Are domestic markets for goods integrated across states? Has market integration increased over time? What are the policy options to facilitate integration? The paper tests the methodology proposed by Bradford and Lawrence (2004) on the consumer prices of goods in major states across India. This is then repeated using consumer price data at two points in time (1994 and 2004), allowing an assessment of whether Indian markets have integrated over time. Market integration is also tested for individual commodities across markets. The annual consumer prices for commodities were compiled from the Labour Bureau series of average monthly consumer prices of commodities for Industrial workers across 70 constituent centres in 18 states and monthly data was compiled from the Indian Labour Journal, a monthly publication from Labour Bureau, Ministry of Labour Government of India. Authors are thankful to Labour Bureau, Shimla for providing data on consumer prices at the disaggregated level.Market Integration, Consumer Prices, Primary Food, Manufactured Goods, India

Domestic Market Integration

The paper looks into the level of integration of commodity markets in India, across centres and states using consumer price data. It measures the extent to which domestic markets for goods in India are integrated, and recommends policy options to facilitate integration. The paper addresses questions: Are domestic markets for goods integrated across states? Has market integration increased over time? What are the policy options to facilitate integration? The paper tests the methodology proposed by Bradford and Lawrence (2004) on the consumer prices of goods in major states across India. This is then repeated using consumer price data at two points in time (1994 and 2004), allowing an assessment of whether Indian markets have integrated over time. Market integration is also tested for individual commodities across markets. The annual consumer prices for commodities were compiled from the Labour Bureau series of average monthly consumer prices of commodities for Industrial workers across 70 constituent centres in 18 states and monthly data was compiled from the Indian Labour Journal, a monthly publication from Labour Bureau, Ministry of Labour Government of India. Authors are thankful to Labour Bureau, Shimla for providing data on consumer prices at the disaggregated level. This study was commissioned by The World Bank as the background paper on market integration in The World Bank Development Policy Review: Inclusive Growth and Service Delivery: Building on India's Success. July 2006Market Integration, Consumer Prices, Primary Food, Manufactured Goods, India

Special Libraries, May 1925

Volume 16, Issue 5https://scholarworks.sjsu.edu/sla_sl_1925/1004/thumbnail.jp

Biomass energy production in Louisiana: a GIS study on the supply chain

One major drawback of biomass fuel is its bulky nature and the resulting high cost of transporting the fuel to the facility where the energy is being produced. Hence, supply chain of biomass residues plays a crucial role in determining the financial viability of bioenergy production. Transporting biomass for energy purposes more than 50 miles (80 km) is not considered economically feasible in most conditions. In the wood energy scenario, the maximum distance is more often restricted to distances of less than 200 km between production and consumption (via road). A study was done to determine logging residues and agricultural residues production for the 64 parishes in Louisiana and to compare the three different modes of transportation (freight) for wood biomass, namely rail, road and water. The average annual production for logging residues in the state from 2000 to 2010 was estimated around 3,073,978 bone dry tons (BDT) and for agricultural crop residue it was approximately 6,773,985 BDT annually (2005- 2011). The greatest production of logging residues was in the western and northern parishes of Louisiana, away from the population centers. The road network was the most extensive means of transportation. For long distances (greater than about 150 km), the Mississippi/Red River complexes could provide a very cheap source of transportation, followed by rail, but they had their own set of logistical problems. The river or rail networks were limited for the major logging residues producers (such as Winn, Vernon, Bienville, Union, etc.) and utilizing parishes. For agricultural residues, north-eastern and central parishes like Morehouse, Madison, Franklin, East Carroll and Pointe Coupee were the major producers. Soybean, rice, corn and sugarcane constituted the majority of the agricultural residue production. All the major agricultural parishes were in close proximity to ports in the state, which opened them to the waterway system