Victims of Circumstance: the Execution of German Deserters by Surrendered German Troops Under Canadian Control in Amsterdam, May 1945

On the morning of 13 May 1945, five days after the formal capitulation of Hitler’s Wehrmacht, a German military court delivered death sentences on two German naval deserters, Bruno Dorfer and Rainer Beck. The trial occurred in an abandoned Ford assembly plant on the outskirts of Amsterdam, a site used by the Canadian army for the concentration of German naval personnel. Later that same day, a German firing squad, supplied with captured German rifles anda three-ton truck from the Seaforth Highlanders of Canada and escorted by Canadian Captain Robert K. Swinton, executed the two German prisoners of war a short distance outside the enclosure. Dorfer and Beck were among the last victims of a military legal system distorted by the Nazi state. At the time no one, Canadian or German, questioned the justice of the event. This tragic incident demonstrated a disturbing degree of cooperation between Canadian military units and the defeated German military. Why did German deserters like Dorfer and Beck continue to die after the end of the war? The executions were a matter of convenience. The Canadian military allowed the German military structure to function after the capitulation. Under this questionable arrangement, the German armed forces in Holland disarmed, concentrated, and evacuated themselves. To accomplish the gigantic task in an orderly and disciplined way, Canadian military authorities mistakenly relied on the vanquished German military leadership. German commanders and military judges continued to apply an irregular military law against deserters; and Canadian restrictions on these actions remained limited and hesitant. In this situation, larger political and strategic considerations worked against deserters like Dorfer and Beck. Canadian reactions, during and twenty-one years after the execution, reflected a sad record of indifference and callousness for these unfortunate victims of latent Nazism

Modelling the regional economic impacts of road pricing in an interregional general equilibrium framework

In Denmark in recent years there has been a substantial debate both popular and academic concerning the consequences of introducing road pricing - both the regional consequences and whether road pricing gives a double dividend by reducing environmental externalities and by financing a tax reform where the incentive to work is increased through reduction in income tax rates. In this paper, the discussion on road pricing in Denmark is summarised: In the last 10 years, tax reforms have moved the tax burden to environmental taxation and away from income taxation. The argument has been the "double dividend", where environmental tax reforms both induce environmental improvements and provide welfare gains from a reduction in income tax rates increasing labour supply and production. Lately, the existence of a double dividend has been questioned and it has been argued that only environmental reforms reducing the relative welfare from leisure time activities and increasing the benefits from working will give a double dividend. Next the distributional problems from road pricing are discussed. The point of departure is different road pricing schemes, which have been proposed in Denmark and the discussion of double dividend, where road pricing can be used to change the relative prices between working and leisure time activities. Finally, an applied interregional general equilibrium model for Danish municipalities, LINE is presented. The first results from the calculation with the model are presented and methods to model the double dividend are presented.

The General Interregional Price Model

In the input-output tradition regional and interregional spill-over and feedback effects are related to changes in the real economic activities. However, the effects of changes in costs and prices on real economic activity have usually been neglected, despite the fact that the redistributive effects from this dual element in the intra- and interregional economy might be considerable and have effects on economic activity, which are comparable with the quantity effects. CGE-models on the other hand have explicitly addressed this issue using non-linear functions to overcome theoretical problems related to the use of fixed coeffients, permitting for example a more satisfactory treatment of substitution between factors of production or commodities as well as the effects of changing costs on patterns of trade and other forms of interaction. Following the input-output tradition, a structural model for the formation of prices in a local economy involving the price determination through local economic interaction such as commuting and shopping an interregional interaction, such as trade the general interregional price model is derived. The equations of the general interregional price model are presented together with the solution of the model. The theoretical changes examined include a set of new geographical concepts and in the context of an interregional SAM the development of the two-by-two-by-two approach, involving two sets of actors (production units and institutional units), two types of markets (commodities and factors) and two locations (origin and destination). Finally, a simultaneous solution to the combined general interregional quantity and price model based upon the most simple link is outlined.

All the Factors of Victory: Admiral Joseph Mason Reevesand the Origins of Carrier Airpower,

Admiral Joseph Reeves was an impor- tant influence on the development of American naval aviation during the interwar period, but like many other se- nior officers who served in peacetime, he has not received the attention he de- serves. Thomas Wildenberg, building upon his previous work on dive bomb- ing in the U.S. Navy prior to the Battle of Midway, strives to honor Admiral Reeves with a scholarly biography fo- cused on his professional life and contributions

Modelling Transport in an Interregional General Equilibrium Model with Externalities

In this working paper the regional impacts of road pricing on cars are analysed taking into account externality effects from transportation on wages and productivity. In the paper the direct impacts from changes in transport costs on level of wages and productivity (=direct externality effects) have been estimated. The direct and derived impacts of road pricing have been analysed with AKF’s local economic model LINE and include the impacts on regional production, income and employment. LINE is an interregional general equilibrium model, which uses an interregional social accounting matrix (SAM-K) and a regional transport satellite account as the basis for modelling. Additionally, data from a GIS-system (Technical University of Copenhagen) on transport costs have been included to estimate the demand for transport commodities and increase in transport demand and costs due to road pricing. The direct effects on level of wages and productivity have been included into the model together with all the direct effects on commodity prices from road pricing. In the working paper the total impacts of road pricing have been subdivided into 2 components: 1) The wage effects of reducing income net of commuting of increasing transport cost by introduction of road pricing, 2) the labour contraction effect from increasing wages through increase in commuting cost and 3) the negative productivity effects of introducing road pricing. In total the impacts of road pricing are substantial. Regions with high level of average commuting cost (suburban areas in Greater Copenhagen) suffers most, whereas the centre of Copenhagen suffers least because of short commuting distances. In rural areas impacts are on or just below average because low level of road pricing.

Wood Conservation at the Gray Fossil Site in Northeastern Tennessee

The Gray Fossil Site in northeastern Tennessee preserves materials from a 5-million-year-old ecosystem, including wood from nearby trees. When excavated, the wood is saturated due to a modern local high water table. Moisture in the wood prevents further dendroecological research, which would provide important, annual-scale climate information from tree rings visible in the wood. In order to analyze climate-sensitive wood variables, wood samples must be dried with minimal cracking prior to further research. To test the best method for drying wood samples, a variety of methods were studied. Cotton string, wrapped firmly around a sample, and a sandbox, comprised of a sample surrounded equally on all sides by sand within a five gallon container, were both be used to test the effects of minimizing expansion and contraction during drying. A vacuum oven, a microwave, and a refrigerator were used to monitor the rate at which the wood dries under different temperature conditions, and a control sample was dried in a fume hood as a comparison. An alcohol replacement test provided data on the rate of non-water evaporation. Drying methods were evaluated by measuring the drying speed of each sample and the degree of visible surface cracking. Of the methods tested, wrapping wood samples in cotton string at an even pressure, then allowing the sample to dry in a fume hood is the best practice for drying the wood from the Gray Fossil Site. The string resulted in the least cracking, and one of the shorter drying times without destroying the sample, as the vacuum oven and microwave tests did. This work not only provides a comparison of standard drying methods for saturated fossils of the non-wood varieties, but lays the groundwork for further studies examining the wood, tree rings, and climate at the Gray Fossil Site

Modelling the regional economic impacts of road pricing in an interregional general equilibrium framework

In Denmark in recent years there has been a substantial debate both popular and academic concerning the consequences of introducing road pricing - both the regional consequences and whether road pricing gives a double dividend by reducing environmental externalities and by financing a tax reform where the incentive to work is increased through reduction in income tax rates. In this paper, the discussion on road pricing in Denmark is summarised: In the last 10 years, tax reforms have moved the tax burden to environmental taxation and away from income taxation. The argument has been the "double dividend", where environmental tax reforms both induce environmental improvements and provide welfare gains from a reduction in income tax rates increasing labour supply and production. Lately, the existence of a double dividend has been questioned and it has been argued that only environmental reforms reducing the relative welfare from leisure time activities and increasing the benefits from working will give a double dividend. Next the distributional problems from road pricing are discussed. The point of departure is different road pricing schemes, which have been proposed in Denmark and the discussion of double dividend, where road pricing can be used to change the relative prices between working and leisure time activities. Finally, an applied interregional general equilibrium model for Danish municipalities, LINE is presented. The first results from the calculation with the model are presented and methods to model the double dividend are presented

The General Interregional Quantity Model

The paper gives a mathematical presentation of the interregional general equilibrium model LINE, which is a sub-regional economic model for Danish municipalities. LINE is an extended version of a simple national general equilibrium model, where space and SAM-actors have been included. The basic structure of the model includes a real circle, showing the conventional Keynesian demand chain, where production is determined by demand, income by production, and private consumption by income. In this circle regional and interregional spillover and feed-back effects and interaction between SAM-actors are included. Further, the basic structure includes a cost-price circle, showing the determination of prices of production by the costs of production, including costs of intermediate consumption, wages and salaries and profits. Sector prices are then transformed to commodity prices by place of production, to commodity prices at place of commodity market place and to private consumption at place of residence. Finally, LINE is closed through a number of links between the real circle and cost-price circle, including equations for the behaviour of the consumers and producers. Given the analytical solution to LINE, it is possible to evaluate the regional impacts of changes in exogenous variables, such as the transport system or policy instruments. Using model multipliers obtained from the analytical solution the impacts of changes in regional demand and its structure, changes in regional productivity, changes in regional labour market and other regional economic changes are examined. Of special interest are the impacts of changes in regional accessibility, which in the new economic geography literature, is an important factor determining regional development

The General Interregional Price Model

In the input-output tradition regional and interregional spill-over and feedback effects are related to changes in the real economic activities. However, the effects of changes in costs and prices on real economic activity have usually been neglected, despite the fact that the redistributive effects from this dual element in the intra- and interregional economy might be considerable and have effects on economic activity, which are comparable with the quantity effects. CGE-models on the other hand have explicitly addressed this issue using non-linear functions to overcome theoretical problems related to the use of fixed coeffients, permitting for example a more satisfactory treatment of substitution between factors of production or commodities as well as the effects of changing costs on patterns of trade and other forms of interaction. Following the input-output tradition, a structural model for the formation of prices in a local economy involving the price determination through local economic interaction such as commuting and shopping an interregional interaction, such as trade the general interregional price model is derived. The equations of the general interregional price model are presented together with the solution of the model. The theoretical changes examined include a set of new geographical concepts and in the context of an interregional SAM the development of the two-by-two-by-two approach, involving two sets of actors (production units and institutional units), two types of markets (commodities and factors) and two locations (origin and destination). Finally, a simultaneous solution to the combined general interregional quantity and price model based upon the most simple link is outlined