By examining transportation, agriculture, animal husbandry, industry, and commerce, this chapter explores the regional division of labor among residents of the landscape trilogy.

This chapter begins the last section, a section that explores how the police power can be used to address modern social problems. We look at a number of these wicked problems, including housing, transportation, environmental degradation, and other predicaments, and connect our conception of the police power as described earlier in this book to the use of this power proactively to confront these especially difficult problems.

The Deal New regulated banks, transportation, and energy among other industries, in the 1930s. In the 1970s, there was a mostly bipartisan effort to reduce regulation in those industries. Although Ronald Reagan is known as the deregulation president, it was Jimmy Carter that started deregulation in each of those industries. Alfred Kahn, whom Carter appointed to lead the Civil Aeronautics Board (CAB), together with recently retired Supreme Court Justice Stephen Breyer, advised Senator Ted Kennedy on how to deregulate airlines. The deregulation of truck, railroad, bus, and transportation, along with natural gas deregulation, followed. Deregulation was based on policy evidence that changes in those industries made it possible to lessen regulation and depend on markets to achieve greater efficiencies. By comparison, Congress decision to reduce regulation of savings and loan banks, based on industry lobbying, ended in disaster as S&Ls failed because of risky behavior and Congress had to bail them out. On balance, the regulation that occurred rebalanced the mix of government and markets in order to achieve a more robust economy.

After the Progressive Era of the late 19th century, the unregulated financial markets boomed, encouraging people to go into debt to buy stocks, and when an economic boom went bust, the Great Depression ensued. FDR’s New Deal was a response to the failure of markets to protect people that led to the government taking on the responsibility of preventing, or at least moderating, economic dislocations, regulating the financial and banking systems, providing jobs as an employee of last resort, and establishing a social security system to protect the elderly and disabled Americans. The missing link in these efforts was racial justice, which was largely overlooked for political reasons. While FDR’s critics accused him of betraying capitalism, he in fact saved the market system from destroying itself.

Suggestions as to the non-medical logistical issues that the event planners will encounter when planning their mass gathering event: security, transportation, communications, and hazardous materials issues.

Using consumption data, this chapter profiles in detail the arrival of China’s age of abundance, from improvements in diet, to clothing, housing, and transportation. It documents and establishes the arrival of China’s age of material abundance.

With a focus on the nineteenth century, this chapter shows the ways American essayists responded to the new possibilities of national and international travel in the modern age. Modernity offered the ideal conditions under which American travel essays could proliferate: developing infrastructures in transportation, communication, and the publication and distribution of books and periodicals; the growing commercial and imperial reach of the United States; rising literacy rates, which ensured a market for these texts; Old World tourism as a marker of elite and then middle-class identity; the status of Europe as a site of professional training; transatlantic networks of reformers; missionary activity in Asia and Africa; and hemispheric travel in the Americas. Travel writings were popular, a sign that they were performing significant cultural work. The tourist’s or expatriate’s provisional relationship to other peoples and places lent itself to the genre of the essay; this emphasis informed many travel essays. In rendering the interactions between consciousness and place, Americans pushed the boundaries of the genre, as travel essays blended with journalism, fiction, and autobiography.

In Chapter 4, we examine how perspective taking has been conceptualized in literary studies and elements of writing style affect perspective taking by the reader. We begin with an analysis of concepts commonly associated with perspective taking, including identification and transportation. In our analysis of the effect of the text on perspective taking, we distinguish two classes of features: First-order features are those that have often been assumed to produce perspective taking, such as the use of personal pronouns, providing mental access to a character, and the use of free-indirect speech. We conclude that there is little clear evidence for a simple causal relation between such features and perspective taking by the reader. Second-order features are those that, we argue, lead to elaborative processing by the reader and thus lay the foundation for perspective-taking analogies. Such features include showing versus telling styles, textual gaps, embodied descriptions, and foregrounding. We conclude the chapter with a discussion of the role of the narrator and the relation between the reader and the character.

Whig and revisionist historians alike have argued that the efforts of Samuel Romilly and James Mackintosh to reform criminal law between 1808 and 1821 were easily thwarted by a resolute Tory ministry and an ambivalent public opinion. The cause of reform was in fact more powerful than either perspective allows. Urbane public opinion lamented England’s increasingly unique adherence to a wide-ranging death penalty and viewed its victims in more compassionate terms than ever before. Conservatives clung to William Paley’s arguments that a selectively enforced “Bloody Code” was both genuinely deterrent and preferable to either preventive policing or the wider use of secondary punishments. There were limits to the logic of the positions espoused by reformers and conservatives alike. By the 1820s, however, there was good reason to believe that the reform cause was already won in the House of Commons and that victory in the Lords was at least conceivable.

Recent historians usually see Home Secretary Robert Peel as a committed opponent of real criminal law reforms, content to hang large numbers of people. He did indeed enter office determined to diffuse reform momentum in parliament and succeeded in doing so, but only for a time. In fact, in pursuing the two reforms that William Paley deemed crucial to relinquishing the “Bloody Code” – preventive policing and more deterrent secondary punishments – Peel behaved like someone who believed his concessions might not hold back the tide of urbane public opinion for long. This was also apparent in his alterations to sentencing practices at assizes and his increasingly careful attention to execution levels in London. Even his consolidation measures were of more genuinely humane consequence than is usually recognized. Indeed, so adaptable to urbane opinion did Peel seem to his older, more determinedly conservative colleagues that by 1830 he inspired their distrust.

Although the execution crowd is a common mind’s-eye image of Victorian England, we still have much to learn or to reconsider about nineteenth-century executions. The Whig governments of the 1830s are rightly seen as far more restrained in using the gallows than their Tory predecessors, but they in fact sustained a surprisingly vigorous, residual “Bloody Code” – centred on violent crimes against property – until 1837. The prevailing conviction amongst historians that the removal of executions within prison walls in 1868 averted a move towards the complete abolition of execution is not supported by the actual character of the attempts to achieve this in parliament. The change of 1868 really did stem from concerns about the execution crowd and the complicity of urbane elites in their extent. To an under-appreciated degree, however, journalists kept the work of the gallows before the public eye through the turn of the twentieth century.

Nineteenth-century European casinos tapped into new transportation and communication networks, and they were flexible enough to take advantage of the changing political map of Europe. The casinos found success amid these large structural transformations affecting the continent. They projected a new type of sociability that exuded a sense of exclusivity and democracy at once. The casino was also an environment that embraced social mixture. The casino attracted a transnational and polyglot clientele. Nineteenth-century casinos were physical expressions of contemporary ideas about fate and agency. The nineteenth-century casino also occasioned a prolonged discussion of the body, feeling, and mind, and there is a wide recognition of culture’s impact on the body. Seeing the effect that gambling had on players, nineteenth-century observers could consider how the self, the environment, and behavior all related to one another.

A simple Cobb-Douglas production function illustrates how supply shocks affect relative returns and, thereby, a society’s degree of economic inequality, whether measured as the rental-wage ratio, the share of income going to the top few percentiles of the distribution, or the Gini coefficient. Illustrative examples of positive and negative shocks to the supply of labor, land, physical capital, and human capital are presented and their main causes adduced. Trade also matters. An unanticipated opening or closing of trade routes can effectively change a factor’s supply or the availability of external markets for products that use that factor intensively. Unforeseen innovations in transportation and communication, or the discovery of new trade routes, open new sources and markets; wartime blockades often close them. Both historically have given rise to extreme supply shocks.

A world-changing influenza came to the Mackenzie River in 1928, killing up to 10 per cent of the population in less than two months. A century later, stories about 1928 continue to be shared in the North and are combined here with archival materials that detail state, medical, and community responses. This chapter tells the story of the 1928 epidemic in depth. The narrative follows the spread of the influenza virus aboard the main trade post supply ship, the SS Distributor, and then out on the land through treaty gatherings and the normal social life of summer, all irrevocably disrupted.

This chapter considers the concept of animal welfare in a zoo context. Welfare is defined and the various methods that may be used to assess welfare in zoos are discussed. Abnormal behaviours are described with particular reference to the prevalence of stereotypic behaviours in some taxa and their treatment. Condition scoring is described for a number of taxa, along with the use of non-invasive methods of measuring stress. The importance of reducing transportation stress and avoiding capture myopathy are discussed.

The sharing economy has changed the nature of how we procure goods and services, with implications for physical resources and emissions that affect our environment and our health. Through an examination of sharing across three sectors – transportation, housing, and goods – this chapter describes how sharing platforms influence the physical economy. In some cases, sharing appears to fulfil its promise of reducing material consumption and emissions through pooled demand, but in other cases, systems-level effects can lead to increases in resource demands, emissions, and environmental impacts. Based on these potential trade-offs, we advocate for four measures that improve the environmental outcomes of sharing platforms: (1) Design algorithms to emphasize proximity; (2) Encourage low-carbon transportation options for sharing transactions; (3) Model the system and mitigate unintended effects; and (4) Focus sharing on transactions with the highest environmental benefits. Finally, there are additional opportunities for sharing platforms to effect positive environmental change through research, by harnessing their data to answer important environmental engineering and policy questions.