MRD codes with maximum idealizers

Left and right idealizers are important invariants of linear rank-distance codes. In the case of maximum rank-distance (MRD for short) codes in $\mathbb{F}_q^{n\times n}$ the idealizers have been proved to be isomorphic to finite fields of size at most $q^n$. Up to now, the only known MRD codes with maximum left and right idealizers are generalized Gabidulin codes, which were first constructed in 1978 by Delsarte and later generalized by Kshevetskiy and Gabidulin in 2005. In this paper we classify MRD codes in $\mathbb{F}_q^{n\times n}$ for $n\leq 9$ with maximum left and right idealizers and connect them to Moore-type matrices. Apart from generalized Gabidulin codes, it turns out that there is a further family of rank-distance codes providing MRD ones with maximum idealizers for $n=7$, $q$ odd and for $n=8$, $q\equiv 1 \pmod 3$. These codes are not equivalent to any previously known MRD code. Moreover, we show that this family of rank-distance codes does not provide any further examples for $n\geq 9$.Comment: Reviewers' comments implemented, we changed the titl

User-made immobilities: a transitions perspective

In this paper we aim to conceptualize the role of users in creating, expanding and stabilizing the automobility system. Drawing on transition studies we offer a typology of user roles including user-producers, user-legitimators, user-intermediaries, user-citizens and user-consumers, and explore it on the historical transition to the automobile regime in the USA. We find that users play an important role during the entire transition process, but some roles are more salient than others in particular phases. Another finding is that the success of the transition depends on the stabilization of the emerging regime that will trigger upscaling in terms of the numbers of adopters. The findings are used to reflect on potential crossovers between transitions and mobilities research

Rhythmanalysing marathon running: ‘A drama of rhythms’

© 2017, © The Author(s) 2017. This paper draws on Lefebvre’s rhythmanalysis to investigate the multiple rhythms of the Berlin Marathon, exemplifying and expanding understandings about the rhythms of places and mobilities. First, we discuss how isorhythmic order is imposed on the city and event by race organizers. Secondly, we show that a marathon depends upon the preparatory training or ‘dressage’ performed by the thousands who have made themselves ‘race-ready’. Thirdly, we explore the changing individual and collective rhythms that continuously emerge according to contingencies and stages of the race to compose an unfolding drama of rhythms that includes both arrhythmic and eurhythmic experiences

Highway Improvements and Land Development Patterns in the Greater Twin Cities Area, 1970-1997: Measuring the Connections

This report uses statistical methods to measure the relationships between improvements in highway transportation and patterns of land development in suburban and exurban areas of the greater Twin Cities. The methods used measure the timing and levels of residential, commercial, industrial, and esidential land development as indicators of the strength and causality of those relationships. The report investigates the key question of leads and lags between highway improvement and land development. Findings of the report suggest that the impact of major highway improvements on land development patterns took one form in the 1970s, another in the 1980s, and still other forms in the 1990s. Findings also illustrate how the lead-lag relationships differ by development type. Although statistical relationships describing correlations of leads, lags, and contemporaneous change were found to be highly significant, the measures of those relationships seldom were constant. They changed from one time period to the next, from one type of development to another, and from one location to another within specific time periods.Local Road Research BoardSmith, Laura J.; Adams, John S.; Cidell, Julie; Vandrasek, Barbara J.. (2003). Highway Improvements and Land Development Patterns in the Greater Twin Cities Area, 1970-1997: Measuring the Connections. Retrieved from the University Digital Conservancy, https://hdl.handle.net/11299/847

House Price Changes and Capital Shifts in Real Estate Values in Twin Cities-Area Housing Submarkets

This report explores the movement of average prices and price changes for single-unit houses between 1970 and 1995 in three housing submarkets that radiate outward from downtown Minneapolis and downtown St. Paul. The report investigates one way of measuring gains and losses in housing values that might be traced in part to processes of economic growth, tax policy, and the outward movement of jobs, incomes, and the capital represented by housing assets. The report theorizes that these capital shifts are the result of the capitalized value of tax expenditures and property tax differentials between city and suburb, the impacts of utility pricing schemes, and the nature of consumer demand for housing. Additional factors that drive flux in this general pattern of outward movement of capital include energy and consumer price fluctuations, general economic conditions, significant inmigration, and perceptions about both public safety and school quality in different parts of the metropolitan region. The result of this dynamic is that some households realize unearned capital gains simply by virtue of their location, while others find themselves holding a depreciating asset due to factors beyond their control.Minnesota Department of TransportationAdams, John S.; Cidell, Julie; Hansen, Laura J.; Vandrasek, Barbara J.. (2002). House Price Changes and Capital Shifts in Real Estate Values in Twin Cities-Area Housing Submarkets. Retrieved from the University Digital Conservancy, https://hdl.handle.net/11299/672

Synthesizing Highway Transportation, Land Development, Municipal and School Finance in the Greater Twin Cities Area, 1970-1997

As the Twin Cities emerged as capital of the Upper Midwest region, the pre-World War II highway system serving the Twin Cities linked the area with its region, and provided direction to suburban expansion. Residential development in greenfield areas initially enjoys low local property taxes, but soon the newly arriving households expect and demand a full range of municipal services that must be supplied and paid for, either by the newcomers themselves, or by shifting some portion of incremental capital and operating costs to current residents, which can lead to political tension. The resources available to school districts from local tax sources depend upon the tax capacity supplied by local development, a process that is regulated by local units of government. Major highway infrastructure and improvements have both led and lagged the development process. The location of major routes influences developer decisions on where to place new housing. Major office developments cluster at major transportation nodes, but many important nodes support little or no office development. Industrial development appears to be tied closely to transportation routes in the earlier periods, but in later years the close connection appears to fade. The benefits of land development and transportation improvements accumulate disproportionately within one set of geographical areas, while many of the costs are imposed through time and space on others.Minnesota Department of Transportatio

Development Impact Fees for Minnesota? A Review of Principles and National Practices

Over the last two decades, local governments throughout the country have been looking for additional sources of revenue. Cuts in federal and state intergovernmental revenues, historically high interest rates, changes in tax-exempt bond markets, and voter resistance to increased taxes have forced governments to increase their reliance on fees and user charges. Local governments face a dilemma of escalating demands for public facilities and services caused by new development without having sufficient revenues to finance these demands. Existing residents are resistant to higher taxes and fees to fund the services and improvements required by new residents. In addition to problems of growth, many communities are struggling to finance backlog needs to bring aging or nonexistent systems of infrastructure up to modern standards. As a consequence of these problems, there is considerable interest in impact fees, which are charges to developers for off-site infrastructure improvements made necessary by the new development. Impact fees are viewed as a way for growth to "pay its way." In light of the economic pressures on local governments, it is clear why they have turned to impact fees. For growing jurisdictions, impact fees represent a vast store of potential revenue that can be tapped at less political cost than other sources. This practice does not mean, however, that impact fees are always the best solution or the wisest solution for infrastructure finance when taking account of social equity considerations and the need to maintain long-term community support for capital spending programs. Impact fees pose several considerations simultaneously: legal, economic, technical, administrative, policy, and financing alternatives. When faced with a proposed future fee scheme, builders, business people, property owners, and future home buyers should study all sides of the issue at once, not just the legal or economic questions. Impact fees raise fundamental social questions such as: Who really pays? How is the fee calculated? Where does the money go? How and where is the money spent? Who really benefits from the new or expanded public facilities? What is the impact of the fees on housing costs for new and for existing residents?Minnesota Department of TransportationAdams, John S.; Cidell, Julie; Hansen, Laura J.; Jung, Hyun-Joo; Ryu, Yeon-Taek; Vandrasek, Barbara J.. (1999). Development Impact Fees for Minnesota? A Review of Principles and National Practices. Retrieved from the University Digital Conservancy, https://hdl.handle.net/11299/1034