Rapid Transit and Community Power: West Oakland Residents Confront BART

Regional transportation planning shaped minority activism in the mid-1960s. The Bay Area Rapid Transit (BART) system encouraged West Oakland activists to create a strong local identity. BART supporters valued regional mobility and blamed ghetto poverty on the inaccessibility of suburban jobs. Minority activists blamed BART for harming the ghetto poor by encouraging job migration to the suburbs, and for displacing residents. As compensation, they demanded that BART hire minority workers and increase relocation payments. While West Oakland activists largely failed to influence BART, the newly unified community did gain local control of schools and urban poverty programs.     

Mode Choice,Commuting Cost,and Urban Household Behavior*

Abstract. In this paper, we extend the partial equilibrium urban model of DeSalvo (1985) to include mode choice. DeSalvo demonstrated that the urban model of Muth (1969) was robust to the extension to leisure choice. We show that the model is robust to mode choice as well. In addition, we derive the comparative static results that commuters choose higher speed modes for longer commutes, at higher wage rates, with greater tastes for housing, and with lower housing prices. Also, for a given distance commuted, we derive the comparative static result that commuters chose shorter duration commutes at higher wage rates. Whereas it is typically assumed that marginal commuting cost is positive and non‐increasing with distance, we derive these results. Moreover, we derive the results that marginal commuting cost rises with an exogenous increase in housing price and falls with increased tastes for housing. We also explore the effects of exogenous commuting‐cost changes on the endogenous variables of the model. The remaining comparative static results on housing consumption and location are qualitatively the same as in DeSalvo.     

Whose Burden?

Book reviewed in this article:
Allan Megill, Karl Marx: The Burden of Reason (Why Marx Rejected Politics and The Market)     

An overview of bitumen trade in the Near East from the Neolithic (c.8000 BC) to the early Islamic period

The aim of the paper is to summarise the present state of knowledge concerning bitumen trade in the Near East from the Palaeolithic (70,000 BP) to the Early Islamic period. During the Palaeolithic and Early Neolithic period, bitumen utilisation was mostly concentrated in settlements close to oil seeps. From the Ubaid 3 period, bitumen from the Mosul area became more important and was traded as far as the southern Persian Gulf. The Uruk period is a turning point for Mesopotamian history as settlements evolved into city‐states. These cities had a great need for raw materials, and this marks the beginning of large‐scale exploitation of Hit bitumen. This bitumen was traded at settlements along the Euphrates, where a large trade network was established. Hit bitumen entered the Persian Gulf at the turn of the second millennium (Dilmun period). Bitumen from Iraq (Mosul and Hit) became predominantly used in most settlements along the southern coast of the Gulf. During this period Iranian bitumen was also exported and this supply tended to increase, especially during the Partho‐Sasanian period. Dead Sea bitumen had its own exchange network, which was concentrated across present‐day Israel and Egypt where it was extensively used for mummification.     

The 9th‐Century‐AD Belitung Wreck,Indonesia: analysis of a resin lump

The 9th‐century‐AD Belitung wreck was discovered in 1998 in the Java Sea. Construction techniques rapidly confirmed that it was unlike any known Chinese or Southeast Asian vessel. The uncertainty about its origins was resolved in 2008 by timber identifications: it was constructed in the Middle East (probably Oman or Yemen). This paper, on the characterization of a dammar resin lump collected in the vicinity of the wreck, supplies additional evidence confirming the probable re‐stitching of the vessel somewhere in Asia. © 2010 The Authors