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Paul Van Seters 《Coastal management》2013,41(2):253-273
Abstract In June 1987, the U.S. Supreme Court in Nollan v. California Coastal Commission held against the California Coastal Commission. Did this legal landmark signal the rise of a new, conservative jurisprudence of takings? And if yes, did that imply the demise of what had been accomplished by the so‐called quiet revolution in land use control that swept the country in the late 1960s and early 1970s? The complexities of this case cannot be understood apart from the historical evolution of the Coastal Commission's policies through the 1970s and 1980s, particularly its coastal access policies. Because of these policies the Coastal Commission, since its inception in 1972, has been subjected to all kinds of criticism, but at the same time has been widely praised for its balanced approach. These varying assessments of the role and record of the Commission also underly the conflicting viewpoints and arguments of Justices Scalia, who wrote for the majority in Nollan, and Brennan, who filed an extremely strong dissent. The resulting legal uncertainties, added to the political setbacks suffered from a lukewarm legislature and a hostile governor, forced the Commission to temper its assertive mission of maximizing coastal access, at least for the time being. 相似文献
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王三义 《上海交通大学学报(哲学社会科学版)》2011,19(4)
奥斯曼帝国最先推行的西化改革政策就是引进西方军事技术,改造旧军队以适应新形势。无论阿布杜.哈米德一世的改革,还是塞利姆三世的改革,目的都是尽快强兵,扭转军事上的败局,带有极强的功利性,但没有取得期望的成效。不过,改革政策倡导向西方学习、引进西方先进技术,对输入外来文明有利。军事改革不成功,主要是难以把旧军队改造成新军队。每次军事改革都会触动军事贵族的利益,军事贵族与其他反素丹的力量联合,要挟甚至废黜推行改革的素丹,迫使改革措施搁浅。直到马哈茂德二世执政之后的第十九年,才彻底摧毁旧军队,为其后的改革扫除了障碍,并建立了新式军队。 相似文献
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Use of the private car is often viewed as highly problematic. It is regularly associated with global physical, social and ecological harms such as climate change and the high incidence of lifestyle diseases, including heart disease. Attempts to address these problems generally include provision for day-to-day physical mobility based on alternatives to the private car. Labelled alternative transport, these modes include public transport, walking and cycling. Yet the private car continues as the preferred way to travel in many cities. A deeper understanding of this preference can reveal under explored sites of resistance to alternative transport modes.This paper contributes to these understandings by examining the role the car as a time saving device plays in sustaining automobility. Its central proposition is that individual decisions to drive are not necessarily motivated by the desire to save time. The paper draws on empirical evidence on the journey to work in Australia’s largest city, Sydney. Using a systematic process of trip substitution analysis, a group of people were identified who could use alternative transport to get to work in the same amount of time it currently takes them to drive. These people then participated in a series of in-depth interviews where deeper attachments and motivations for private car use were explored.This approach has enabled development of the multi-layered understanding that informs the central proposition that individual decisions to drive are not necessarily motivated by the desire to save time. Instead, automobility is sustained by appeals to flexibility and autonomy, as well as the interminable pull of the sensory experience provided by the cocoon of the car. This way of thinking about resistance to alternative transport exposes a series of inconsistencies between the expectations of those planning for, and those anticipated to one day use, alternative transport. 相似文献
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An analysis of the determinants of children’s weekend physical activity participation 总被引:1,自引:0,他引:1
This paper examines the out-of-home, weekend, time-use patterns of children aged 5–17 years, with a specific emphasis on their
physical activity participation. The impact of several types of factors, including individual and household demographics,
neighborhood demographics, built environment characteristics, and activity day variables, on physical activity participation
is analyzed using a joint nested multiple discrete–continuous extreme value-binary choice model. The sample for analysis is
drawn from the 2000 San Francisco Bay Area Travel Survey. The model developed in the paper can be used to assess the impacts
of changing demographics and built environment characteristics on children’s physical activity levels. 相似文献
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Robert Cervero 《Transportation》1996,23(4):373-394
Neo-traditional designs, proponents argue, reduce dependency on the automobile and provide attractive environments for walking, bicycling, and transit riding. This paper explores the extent to which this proposition holds for seven traditional neighborhoods in the San Francisco Bay Area that evolved around early streetcar services. Matched-pair comparisons of modal shares and trip generation rates for work trips are made between these neighborhoods and newer auto-oriented suburbs, controlling for the effects of income and, to a lesser extent, existing bus service levels. Pedestrian/bicycle modal shares and trip rates tended to be considerably higher, in some cases five time as high, in transit-oriented than in the paired auto-oriented neighborhood. Transit neighborhoods also averaged around 70 more daily transit work trips per 1,000 households than auto-oriented neighborhoods, though trip rates varied considerably among neighborhood pairs. Higher residential densities were also found to have a proportionately greater impact on transit commuting in transit-oriented than in auto-oriented neighborhoods. The paper concludes that in order to yield significant transportation benefits, neo-traditional development must be coordinated with larger regional planning efforts and public policy initiatives to reduce automobile dependency. 相似文献
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