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Academic publishing is not as simple as it may appear. University presses such as Oxford and Fordham range from large to small; for-profit publishers such as Wiley and Elsevier must appeal to both academics and shareholders; start-ups such as Academia.edu and WriteLatex are fulfilling smaller services; and niche publishers, such as Hurst, offer tremendous depth and breadth of specific subject areas.
Which books have changed the world? Given our news today, one might expect that books no longer have as great an impact on it. ISIS has Syria in turmoil and refugees are making their way to Europe; the United States is gearing up for an election that may determine the future for many others around the globe; China is changing in rapid and unexpected ways, with political and economic consequences rippling around the world.
We are used to lines that guide – from those that keep our words straight on the page to those that direct planes down runways or trains along tracks. Moving from lines that guide our direction to guidelines that direct our behaviour, particularly in clinical medicine, is a very exciting time.
Which books have changed the world? While thoughts range from Karl Marx's The Communist Manifesto (originally a political pamphlet) to George Orwell's 1984 (a novel), great works of scholarship are often overlooked. However, it is these great works that can change our understanding of history, culture, and ourselves.
I had settled down with a pint and a ploughman’s at The Wellington in Park Road -- the Friday lunchtime custom of LSU College academic staff -- when Paul Gardner, our convivial HoD, asked casually, if I might be interested in devising an undergraduate course in literary theory. Being young and naïve (it was around 1982), I expressed enthusiasm, and Paul said, as if casually, ‘Could you do it for Monday?’
The recently-acknowledged death of Taliban leader Mullah Muhammad Omar has prompted a raft of commentary on what this means for the movement, particularly in relation to its ability and willingness to continue engaging in peace talks. But how much can we reasonably know about how the Taliban will move forward, particularly when so much hinges on how the leadership transition unfolds?
Streetcars “are as dead as sailing ships,” said Mayor Fiorello LaGuardia in a radio speech, two days before Madison Avenue’s streetcars yielded to buses. Throughout history, New York City’s mayors have devoted much time and energy to making the transit system as efficient as possible, and able to sustain the City’s growing population. The history of New York’s transit system is a mix of well-remembered, partially forgotten, and totally obscure happenings that illustrate the grit, chaos, and emotion of the five boroughs at different points in history.
The images in this slideshow look at New York transit between 1940 and 1968 — a pivotal period when technology was developing rapidly and the City was seeing intense growth. They are taken from Andrew J. Sparberg’s book From a Nickel to a Token: The Journey from Board of Transportation to MTA.
Chrystie Street connection opens, 1967
In November 1967, work was completed on a significant new subway under Chrystie Street on the Lower East Side. Above, work proceeds on the new Grand Street Station, a part of the project. Photo credit: New York Transit Museum.
A BMT car in 1940
In June 1940, New York City’s government purchased two privately owned subway companies, one of which was the Brooklyn-Manhattan Transit Corp. (BMT). Photo credit: New York Transit Museum.
An IRT car in 1940
The other subway company purchased by the city in 1940 was the Interborough Rapid Transit Company (IRT). BMT and IRT were unified with the Independent Subway System to form one giant system. The NYC Board of Transportation operated the entire system. Photo credit: New York Transit Museum.
BMT Brooklyn trolleys in 1940
Subway unification also included the BMT’s very large trolley and bus system. Pictured here is Court Street in Downtown Brooklyn. Photo credit: New York Transit Museum.
9th Avenue El in 1940
As soon as unification occurred, some elevated lines in Manhattan and Brooklyn were closed and razed. This is Manhattan’s 9th Avenue Elevated at 110th Street, shortly before it went out of service. The double decker bus shown operated until 1953. Photo credit: New York Transit Museum.
NYC Board of Transportation bus, 1941
Mayor LaGuardia replaced a number of Brooklyn trolley routes with buses in 1941. Above is one of those new buses at Fulton Street. Photo credit: New York Transit Museum.
Third Avenue elevated closes
In May 1955, Manhattan’s Third Avenue Elevated made its final run and the structure was soon removed. Pictured is a southbound express train charging through 34th Street Station. Photo credit: New York Transit Museum.
The "nickel ride" ends in 1948
The historic 5¢ fare ended on July 1, 1948, when the subway fare was raised to 10¢. Bus and trolley fare was 7¢ while riders outside of Manhattan paid 12¢ to ride a combination of the subway and buses. Photo credit: Andrew J. Sparberg
New IRT subway car, 1957
Beginning in 1955, large numbers of new subway cars appeared. Above is a R21 IRT car on the #1 Broadway line. It’s shown at the 240th Street Yard in the Bronx. Photo credit: New York Transit Museum.
Transit strike, 1966
In January 1966, a twelve day citywide transit strike occurred, beginning on the first day mayor John Lindsay took office. Above, pickets are seen at the 207th Street and Broadway subway station. Photo credit: TWU Local 100 Archives
IRT West Side Line is rebuilt, 1957-‘59
In 1957-‘59, the Transit Authority rebuilt seven stations on the IRT West Side Line (todays 1, 2, and 3 trains) to accommodate 10 car trains. Shown above is 96th Street before it was modified, showing the separate local platforms that were closed in 1959. Photo credit: New York Transit Museum.
R42 car fleet ordered, 1968
On March 1, 1968, the Metropolitan Transportation Authority (MTA) became the parent body for the New York City Transit Authority, an arrangement which continues today. The first subway cars the new agency ordered were the R42 class; the R42 was the first car class 100% equipped with A/C. About 50 R42s are still in service in 2015. Photo credit: New York Transit Museum.
Heading image: New IRT subway car, 1957. New York Transit Museum. Used with permission.
The centenary of the capture of Basra offers an opportunity to reflect on the nature and impact of the first Western military intervention in Iraq, nine decades before the city once again became the focal point of British activity in the country between 2003 and 2009. The small-scale operation envisaged by British political and military planners in October 1914 morphed into one of the most protracted military campaigns outside of the European theatre of the Great War. It combined gross initial mismanagement and eventual humiliation with landmark military successes such as the occupation of Baghdad in March 1917 and the first flawed attempt at imposing an external state-building agenda in Iraq. More than 40,000 British and Indian soldiers lost their lives and were commemorated on a memorial displayed prominently near Basra until 1997, when it was moved by order of Saddam Hussein to an isolated desert outpost.
On the evening of 21 November 1914, two gunboats advanced toward Basra with detachments of Indian forces belonging to the 104th Wellesley Rifles and the 117th Mahrattas of 16th Brigade of the Indian Army’s 6th Division. Sent ashore to restore order following the outbreak of looting in the town, the capture of Basra was among the first major British successes in the Great War then entering its fourth month. Two days later, the British flag was raised over the town and a headline in the Daily Mail proclaimed proudly ‘Another Red Patch on the Map.’ Much to the delight of British officers with the Indian force, the English Club was found undisturbed by the looting that took place after the Ottoman withdrawal, and well-stocked with lager beer.
Soon after the outbreak of the First World War in August 1914, reports had begun to reach British officials in London that the Ottoman Army had started to mobilise in Baghdad and was seizing British property in the city. In fact, the Ottoman Army had started a general mobilisation on 3 August, and three days later the authorities in Baghdad proclaimed martial law, even though the Ottomans did not formally declare war until late-October. By mid-September, Ottoman troops in Basra were preparing defensive positions along the Shatt al-Arab waterway, and limited (though unsuccessful) attempts had been made to enlist the major tribal groupings around Baghdad.
The news from Mesopotamia alarmed Sir Edmund Barrow, the Military Secretary at the India Office in London. His office, along with the Government of India, was responsible for the British-protected sheikhdoms of Kuwait, Bahrain, and the Trucial States (today the United Arab Emirates) in the Persian Gulf. Barrow feared the Ottomans’ actions might damage British prestige in the region and sway the loyalty of local tribal sheikhs, upon whose collaboration rested British commercial, political and strategic supremacy in the Gulf. Accordingly, he suggested sending a military force to the Shatt al-Arab at the northern head of the Gulf to repair local prestige and reassure any wavering local allies of British support. Furthermore, it would demonstrate British military might to regional observers, protect the Anglo-Persian Oil Company’s installations and pipeline at Abadan on the eastern (Persian) shore of the Gulf, and cover the landing of any reinforcements which might subsequently be required. At this stage, and in striking contrast to the importance that Mesopotamia’s oil potential assumed by 1918, British interests were primarily motivated by issues of prestige, rather than the strategic control of oil-producing areas.
The 16th Indian Brigade sailed from Bombay on 16 October 1914 in a convoy headed to Egypt and then on to France to reinforce Indian troops being sent to the Western Front. However, the Brigade was ordered to detach itself from the convoy and make its way to Bahrain, where it arrived on 23 October. Once there, it encountered unexpectedly stiff local unease at its presence, which forced the 5000 men and 1200 animals to remain on their cramped troopships in hot and oppressive conditions. With the declaration of war with the Ottoman Empire imminent, 16th Brigade sailed northward to the Shatt al-Arab at the head of the Persian Gulf and prepared for an attack on the Faw Peninsula south-east of Basra. At 6am on the morning of 6 November 1914, HMS Odin fired the first shots of the campaign as it bombarded the local Ottoman fort and landed 600 men on the peninsula. The Brigade proceeded to Abadan (in Persian territory) on 9 November, where it disembarked with some difficulty, and, two days later, beat off an Ottoman counter-attack to confirm their foothold.
The British declaration of war with the Ottoman Empire on 5 November 1914 led the British military authorities in India to rapidly dispatch a second infantry brigade (the 18th) to reinforce 16th Brigade. It arrived at Abadan on 14 November. Two days later, the Cabinet in London authorised the capture of Basra on the condition that the Arab political situation and general military conditions were favourable. A sharp engagement took place at Salih on 17 November in a downpour that turned the desert ‘into a veritable sea of mud’ and claimed nearly 500 British and Indian and over 1000 Ottoman casualties. This unexpectedly costly success paved the way for the final advance to Basra, completing the initial objective of what became known as Indian Expeditionary Force D. Even at this formative stage, the seeds of local resistance were being sown as a fatwa issued by the Ottoman Sultan calling for jihad against the British occupiers was read out in every Sunni mosque in Mesopotamia. The Shiite clergy of Najaf were among the first to declare their support in response to an urgent appeal from their counterparts in Basra.
The successful capture of Basra did not lead to a halt in military operations in Mesopotamia. Instead, and largely for reasons of prestige, the campaign expanded rapidly throughout 1915. This left Indian Expeditionary Force D dangerously over-exposed across mutually unsupportable positions and dependent on a supply and transport network that creaked at the seams before breaking down completely early in 1916. Subsequent military operations in Mesopotamia until November 1918 spawned a potent array of political and economic grievances that culminated in the mass uprising against British rule known as the al-Thawra al-‘Iraqiya al-Kubra (the Great Iraqi Revolution) in 1920. A century later, with one-third of Iraq under the control of an Islamic State bent on redrawing the map of the modern Middle East that emerged from the war, the legacy of decisions made during and immediately after the First World War continue to cast their long shadow over the region.
New York City, five boroughs boasting nine million people occupying an ever-expanding concrete jungle. The industrial hand has touched almost every inch of the city, leaving even the parks over manicured and uncomfortably structured. There is, however, a lesser known corner that has been uncharacteristically left to regress to its natural state. North Brother Island, a small sliver of land situated off the southern coast of the Bronx, once housed Riverside Hospital, veteran housing, and ultimately a drug rehabilitation center for recovering heroin addicts. In the 1960s the island, once full with New Yorkers, became deserted and nature has been slowly swallowing the remaining structures ever since. Christopher Payne, the photographer behind North Brother Island: The Last Unknown Place in New York City, was able to access the otherwise prohibited to the public island, and document the incredible phenomenon of the gradual destruction of man’s artificial structures.
North Brother Island: The Last Unknown Place in New York City: Photographs by Christopher Payne, A History by Randall Mason, and Essay by Robert Sullivan (A Fordham University Press Publication). Christopher Payne, a photographer based in New York City, specializes in the documentation of America’s vanishing architecture and industrial landscape. Trained as an architect, he has a natural interest in how things are purposefully designed and constructed, and how they work. Randall Mason is Associate Professor and Chair of the Graduate Program in Historic Preservation at the University of Pennsylvania’s School of Design. He worked previously at the Getty Conservation Institute, University of Maryland, and Rhode Island School of Design. Robert Sullivan is the author of numerous books, including The Meadowlands: WildernessAdventures at the Edge of a City; Rats: Observations on the History and Habitat of the City’s Most Unwanted Inhabitants; The Thoreau You Don’t Know: The Father of Nature Writers on the Importance of Cities, Finance, and Fooling Around; A Whale Hunt, and, most recently, My American Revolution. His stories and essays have been published in magazines such asNew York, The New Yorker, and A Public Space. He is a contributing editor to Vogue.
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We are used to lines that guide – from those that keep our words straight on the page to those that direct planes down runways or trains along tracks. Moving from lines that guide our direction to guidelines that direct our behaviour, particularly in clinical medicine, is a very exciting time.
The post Guidelines appeared first on OUPblog.