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Monday, Feb 15 2016 • 11 a.m. (ET)
Henry Petroski: "The Road Taken"
U.S. President Barack Obama delivers remarks on infrastructure in the United States with the Tappan Zee Bridge and construction for a new bridge as a backdrop at the Washington Irving Boat Club on May 14, 2014 in Tarrytown, New York. Andrew Burton/Getty Images
America's transportation infrastructure is crumbling. The scorecards for our roads and bridges have been dire over decades. This puts our country's economic health in grave danger, according to civil engineer and historian Henry Petroski. In a new book, he highlights the challenges involved in making and funding infrastructure decisions, from major undertakings like our interstates, to small details like the fonts of our road signs…and explains why it's not only up to Washington to point us in the right direction, but also states and individuals. The history and future of America's infrastructure, and an urgent call to action.
Henry Petroski Professor, civil engineering and history, Duke University; author, "To Engineer is Human: the Role of Failure in Successful Design", "The Essential Engineer: Why Science Alone Will Not Solve Our Global Problems", and "The Pencil: a History of Design and Circumstance"
MS. DIANE REHMThanks for joining us. I'm Diane Rehm. We tend not to notice the infrastructure around us until something goes wrong. A bridge collapses, a train derails or we find ourselves in traffic on badly clogged highways. But engineer and historian, Henry Petroski, says it's time to get serious about making change to our transportation structure, in part, because our country's economic health depends on it.
MS. DIANE REHMHis new book is titled "The Road Taken: The History and Future of America's Infrastructure." Henry Petroski joins me in the studio. As always, you are welcome to be part of the program. Give us a call at 800-433-8850. Send us your email to drshow@wamu.org. Follow us on Facebook or Twitter. It's good to see you again, sir.
MR. HENRY PETROSKIWell, it's good to see you, Diane.
REHMThank you. First of all, talk about how you see the state of America's infrastructure.
PETROSKIWell, I think the state of the infrastructure is poor, really, or at best, mediocre, depending on definitions, really. The American Society of Civil Engineers, of which I should reveal I am a member, rates the infrastructure, grades if formerly with a report card every four years and their latest report card, which was issued in 2013, gave the overall infrastructure of about a D, if I recall correctly.
REHMAnd on what do they base those grades?
PETROSKIWell, they base those grades on the condition of roads, bridges, airports, waterways, solid waste disposal, just about everything we would think of that is in the public domain. The fact of the matter is that they think it would take $3.6 trillion, if I recall correctly, of an investment through the year 2020, that would be over about seven years, to bring it up to acceptable standards, which would, you know, be about a C. Now, that really is a shame. Anecdotally, I drive up 95 regularly between North Carolina and Maine, for example.
PETROSKIGenerally speaking, most parts of that are in pretty good shape, but there are sections of it that are poor. There are sections of roads that approach it and, you know, depart from it that are extremely poor. I happened to be in Europe last summer driving a fair amount and I was amazed at how the infrastructure is much better. Again, it's anecdotal...
REHMReally.
PETROSKI...because -- but I did see a lot of roadwork. And a lot of roadwork that I saw in Europe seemed to be doing it correctly by most engineers' standards. In that...
REHMAll right. And before we get to correctly or not correctly, tell me how civil engineers come to that grade of D for the U.S. How much of the landscape do they actually investigate?
PETROSKIWell, they have committees, sub committees, and there are different categories. My book concentrates on roads and bridges so I'll speak to those specifically. For roads, I believe they give it a D and for bridges, I think they give it a C plus, if my memory is correct. So these committee members assess the condition by taking surveys, for example, of state department of transportation people, but also looking not only at the condition of the roads in terms of potholes or no potholes, but also in terms of the congestion or no congestion.
PETROSKIAnd as anybody who's travelled on the roads around Washington, D.C. knows...
PETROSKIEspecially 95.
PETROSKI...congestion is a big deal. So that brings the grade down, actually. So even though our roads might be in reasonable shape around the area here, if they're congested, that brings the assessment of them toward the C and D range.
REHMThe thesis of your book is really the relationship between the infrastructure of our country and economics. Explain that.
PETROSKIWell, while waiting to appear on the show, I was sitting looking out on Connecticut Avenue here in Washington, D.C. and I just informally took a survey, counting how many vehicles were obviously business-related. And that would mean trucks, principally, that have a sign on the side declaring what their associated with and my estimate was about 20 and sometimes as high as 30 percent of the vehicles passing here are business-related.
PETROSKINow, what are they doing? To generalize, business-relation vehicles are bringing raw materials to factories. They're taking goods that have been manufactured at those factories and distributing them. They may be making repairs locally. They're providing services. If our roads are in bad shape, well, let's say they just have a lot of potholes, well then, those trucks will need service more regularly and that's expensive so that would be a cost of doing business so that would impact on the profit of the business and therefore on the economy.
PETROSKIEven if the roads are in very good shape, as I've indicated, if they're congested, then deliveries are slowed. That has to be factored in. The driver has to be paid for time that the driver's not really being productive really. So all of these things, relating to the infrastructure go into affecting the economy. The airplanes are very often filled with a lot of business people. Business people are flying here and there for meetings and if the airports are not functioning efficiently, those people are not being productive in their time spent.
PETROSKISo there is an interrelationship and this has always been recognized.
REHMSo, actually, pardon me, as you're watching Connecticut Avenue today, today happens to be a holiday here in Washington so you saw really a minimal amount of traffic than that which is usually on Connecticut Avenue during the day.
PETROSKIYes, I appreciated that.
PETROSKII was thinking about that. That made it easier to count.
REHMYeah, of course. And what about bridges? Bridges, too, must involve a great deal of economic burden.
PETROSKIYes. Well, certainly. Bridges are just extensions of roads and very often the bridges are the pinch points on roads that if a bridge is weak, that can limit the weight of a truck that can use it, for example. There was a case up in Maine, the Waldo-Hancock Bridge, it was a suspension bridge. About 10 years ago, it was discovered to be deteriorating at a rate faster than expected. It had to be limited, the weight of trucks that could cross it. That meant that those trucks had to detour about 60 miles out of their way on roads that didn't have a high speed limit so it could be of the order of two hours that a truck driver would have to go all the way up the Penobscot River and then down again, just to get across the river where the bridge was located.
REHMAnd think about that bridge in Minneapolis that simple went down.
PETROSKIYes. Well, that's an excellent example. There's a bridge that stood for, what, 40 or 50 years and it was not suspected, generally, although it should've been, because it was inspected and in that case, it appears that the inspection was not done properly in that it didn't catch the weaknesses that were signs that the bridge was in danger of collapsing.
REHMI think an awful lot of people are going to dwell on that last statement you've made because one has to wonder how much of bridge failure could simply be human oversight or human lack of paying attention to details that were important.
PETROSKIWell, that's right. Human interaction, human oversight, human involvement is key. We really rely on human involvement throughout the infrastructure, throughout our whole political process and for everything that's involved in our engagement as citizens, really. So that is a very important point and it's also not a new issue. One of the things I wanted to achieve in this book was to look back and see if these are truly new factors that, you know, oh, well, they used to do it the right way or -- in the good old days.
PETROSKIWell, the good old days, there was an awful lot of corruption. There was an awful lot of incompetence. So what we have today is more or less a continuation of what was. It's not something new. And, in fact, you know, when somebody's charged with inspecting a bridge that's so key to the infrastructure of, say, a city like Minneapolis, that person can -- and I'm not going to judge whether rightly or wrongly, but that person can be under pressure because that person can realize that if he gives the bridge a bad grade, that could close the bridge and certain people don't want that kind of responsibility.
PETROSKIThey shouldn't be in that position, of course, if they don't want that kind of responsibility.
REHMOr pointing out the deficiency in the bridge would mean the expenditure of a lot of money.
PETROSKIYes, that's right. Yes, ultimately, it is a money factor.
REHMHenry Petroski, his new book titled "The Road Taken: The History and Future of America's Infrastructure." Short break here. Your calls, your comments when we come back. Stay with us.
REHMWelcome back. Henry Petroski is with me. He is the author of the brand new book, "The Road Taken: The History and Future of America's Infrastructure. Henry, we've gotten a number of emails questioning the refusal of Congress to raise gas taxes for money for infrastructure. How do you see both the history of that and that going forward?
PETROSKIWell, the history of it is that Congress has been reluctant to raise taxes generally and, in particular, the gasoline tax because it's such a visible thing. And, of course, now that the gas price is so low, most people would be able to tolerate a reasonable increase.
REHMIt would be a good time to do it.
PETROSKIIt would. But it's a presidential election year is the explanation of why they're not doing it. Well, nevertheless, that's an important topic. The federal -- the money that we pay in gas taxes, that goes into what's called a Highway Trust Fund. And it's dedicated to roads and bridges, which makes sense. The gasoline that we're buying, we're using for driving cars and trucks across those roads and bridges.
PETROSKINow, there have been some interesting surprises. There has been a promotion of electric vehicles, hybrid vehicles, more efficient -- fuel efficient cars. Of course, those use less gasoline. Hence, less revenue at the gas pump. And this has created a problem for the so-called Highway Trust Fund, which needs about $50 billion a year by current standards. And I think the revenue is only in the $30 to $40 billion range. So in recent years, it's had to be supplemented by the federal government. So why they didn't raise the taxes to make up that -- the current rate, which is 18.4 cents per gallon of gasoline, has not changed since 1993, I believe it is, even though we've had some inflation and what was a penny then doesn't buy what a penny does today.
REHMHere's an email from Tucker, who say, as a millennial, my vote for president is heavily influenced by a candidate who values the progression of smart infrastructure to enter the 21st century. He goes on to say, Bernie Sanders pledges a $1 trillion investment for infrastructure and creating jobs. Separate those two things, infrastructure and creating jobs.
PETROSKIWell, part of the argument is that if we invest in infrastructure -- meaning fixing roads, building new bridges, let's say, paving another lane on a heavily-used highway -- that obviously takes people to do it, therefore, it's jobs. But it's not clear how long those jobs would last. Because projects, by their very nature, are not permanent. So those would be...
REHMBut don't we have enough projects to last for many years?
PETROSKIWell, theoretically, we do, actually. That's correct. Because, for example, if you pave a road with asphalt and you bring it up to, you know, wonderful standards -- that, depending on the use of that road, how heavily it's traveled and so forth, it might need to be repaved in 10, 15, 20 years, whatever. Bridges are designed with a lifetime in mind. Fifty years is -- used to be a standard for a typical highway bridge. It's going to last for 50 years. Well, obviously, at the end of 50 years, it has to be replaced.
PETROSKIThe federal government generally doesn't think in terms of 50-year durations however. So it becomes a little complicated to do the calculations.
REHMTo do the calculation, I see.
PETROSKIAnd to pledge a trillion dollars, you have to drill-down to find out exactly what that means. Does that mean for a year? Does that mean over 10 years? Does that mean over an administration? They're obviously different. And as I indicated earlier, the American Society of Civil Engineers would like to see $3.6 trillion over seven years.
REHMAnd do you believe that that $3.6 trillion over seven years would really deal with all the problems in infrastructure apparent now?
PETROSKIProbably, it could. It probably could, if those that have been identified now are in fact real problems. One of the difficulties with the infrastructure, if we really, you know, start getting down to dimes and dollars, is that there's a lot of money spent that isn't needed now or that is fraudulently spent.
REHMSuch as?
PETROSKISuch as, contracts, for example, are -- you get a favorable treatment if you're a contractor -- let's say, you're a big contractor and you say you're going to partner with a minority-owned business. You will get that contract over somebody that isn't. Now, that's good and it's well intended. And it should work to everybody's advantage.
REHMBut.
PETROSKIBut it's exploited. And there are examples and they've been adjudicated. These are not theoretical cases.
REHMGive me an example.
PETROSKIAn example, the contractor with billion -- excuse me -- millions of dollars -- tens of millions of dollars in paving contracts, said that he was partnering with a minority-owned business. His evidence was that the -- he had magnetic signs of the minority-owned business on his trucks. And he was producing fraudulent invoices from the minority-owned business and paying them to an account that was really his own account, ultimately. So that's an example. And, you know, it's on...
REHMI mean, are there many examples like that?
PETROSKII think more than we would probably like to admit. And this is nothing new, either. There was a book written in 1940 called "Magic Highways." And it was connected with the General Motors Futurama exhibit at the World's Fair -- that 1939 World's Fair. And the statement made in that book was that we spend twice as much money on highways than what we get out of them, meaning that we were paying basically a 50 percent graft and corruption premium. And that's been also exhibited in cases where a new road's going to go through some place the land values get artificially inflated.
REHMLet's talk about the Eisenhower Era and the construction of roadways during that period. How significant was that? Are they primarily the roads now that need rebuilding?
PETROSKIWell, the Eisenhower -- Eisenhower is generally credited with the Interstate Highway System, of course. And he does deserve some credit. Back in 1919, Eisenhower was a young lieutenant colonel in the Army and he participated in a transcontinental highway convoy to demonstrate that the Army could get from New York -- or from Washington, D.C., to San Francisco and show its readiness. It took them 60 days. The roads were in terrible shape then. In many cases, there weren't bridges where we needed them and so forth. So when Eisenhower did get to the Oval Office, he was inclined to support an Interstate Highway System.
PETROSKIIt wasn't his original idea. President Roosevelt had an idea for Inter-Regional Highway System. And it was -- it's time had come. The question was, how are you going to pay for it? And Eisenhower had a lot to do with that. Basically, the federal government was telling the states that they'd pay of the order of 90 percent of the cost of building the Interstate Highway System, obviously a very tempting proposition.
REHMNow, here's an email from Sergio. Does Mr. Petroski think President Eisenhower should have promoted an Interstate Railroad System instead of the Highway System, given how much more fuel-efficient transporting freight and people by rail is than by road?
PETROSKIWell, I think it could be argued that we did already have an Interstate Railroad System. That, you know, was something that had been established with the Trans-Continental Railroad. In fact, that was the beginning of an Interstate Railroad System. So that was not the problem. Railroads were all over the country. It was the growth in automobiles and trucks and especially the post-war boom that everybody wanted to drive that focused the attention on the highways. It was not so much an either-or than that was not the motivation of Eisenhower.
REHMAnd who was doing the designing of those highways back then in the Eisenhower Era, compared to who's designing those highways now?
PETROSKIWell, the design of the highways actually started before the Eisenhower Era. I see Eisenhower's main contribution as the funding of them rather than the design of them. Now, it is the Federal Department of Transportation, through this Highway Trust Fund, doles out money to usually state and local-regional projects.
PETROSKIIn order to get that federal money, however, you have to conform to federal standards. Now, that's a good thing. If we drive across a state line, the Interstate signage doesn't change, the road doesn't appreciably change in its geometrical curvature and so forth. So we feel like we're on pretty much the same road. And that's what it should be from a driver's point of view. So the federal government is serving a good purpose in that regard.
PETROSKIThe amount of money the federal government is contributing to road construction is of the order of 25 percent. And that's through the Department of Transportation, in particular the Federal Highway Administration. Those are the -- officially, the federal government cannot own roads. And they -- it's really the states that have the right -- and this comes down to a Constitutional issue. If you read the Constitution, it authorizes the federal government to designate post roads, which meant for the delivery of mail, basically. But not -- there's no authorization for the Interstate Highway System in the federal government.
REHMHuh.
PETROSKIBut they can pay for it, of course. And that's not going outside the Constitutional authorization.
REHMNow, all around the country you see signs that say, this highway is -- owes itself to, and then there's a name. So what have you got? Individuals now contributing to repair, development of particular streets and highways?
PETROSKIWell, the streets are usually controlled by local municipalities, the highways by state departments of transportation. And the -- they are usually under, you know, your state legislatures, you know, have oversight to them. And there could be a bill passed in a state legislator -- legislation -- legislature that names something.
REHMAllows for that kind of thing.
PETROSKIYeah. I think most engineers don't pay much attention to that. That's part of being government.
REHMI guess, Henry, the real question is, do you expect a big disaster to occur anytime soon?
PETROSKIWell, one of my technical fields of expertise, as it's called, is failure and, in particular, the collapse of bridges. Historically, I've studied this subject from a historical perspective and followed it from a contemporary perspective. And if we look at the historical record, there's no reason to believe that there will not be another Minneapolis, let's say. There just is too much historical evidence. And there's no sign that people have changed, that the, you know, oversight of highways has changed. So, yes, I would expect one.
REHMAnd you're listening to "The Diane Rehm Show." Are there areas of the country where you think that's more likely than not?
PETROSKII'd say, no, for the following reason. That many and almost -- I'd say most cases, these major collapses are total surprises. They're contrary to the conventional wisdom. That bridge in Minneapolis, nobody expected that to come from such a sophisticated state as Minneapolis -- or, excuse me, as Minnesota, for example. So, no. I don't think we can draw that conclusion.
REHMYou can't generalize about any part...
PETROSKINo, I don't think we can generalize, no.
REHM...of the country. But are there bridges, simply by virtue of the inspections that have gone on, that seem more vulnerable now?
PETROSKINot necessarily. Because a case like the Minneapolis collapse has revealed the weaknesses in the inspection system. There was a case back in 1967 of a bridge that collapsed over the Ohio River. And that was also traced to, not poor inspection, but poor design that made it very difficult to inspect the bridge. We learn from those lessons. And in that '67 case, for example, in the wake of that, it was required that every bridge be inspected at least every two years. So accidents, collapses, failures, have a silver lining, if you will, that we do things in the wake of them that we didn't think were necessary before the accident occurred.
REHMAre the older bridges -- that is, the ones built, say, you know, 75, 100 years ago -- more vulnerable simply by virtue of age? Or was construction back then different from what it has been more recently?
PETROSKIWell, yes and no. A 75-year-old bridge definitely, you know, has been -- taken on a lot of abuse and has aged in the design. Today, it wouldn't be designed the same way. A lot of those bridges are slated for replacement. That's just normal routine for a state department of transportation. So those bridges are not that likely to be a problem. Because even though they're not in danger of collapsing, they're rated for replacement and in many cases that's happening.
PETROSKISouth Carolina, Charleston, replaced two old bridges that, you know, were serving, but not serving well, they weren't wide enough, for example. That's what is referred to as a functional obsolescence. And those kinds of bridges are slated for replacement. Sometimes it's the newest bridges, the most technically advanced, you might say, that are the bigger danger.
REHMWhy?
PETROSKIWell, because we're going into territory that we're not familiar with by definition, it's new. And engineers who tend to be involved with such projects tend to be engineers who have very good reputations and are pushing the envelope. And they're given their ahead because of their experience, because that's what they are noted for.
REHMHenry Petroski, his new book is titled "The Road Taken: The History and Future of America's Infrastructure." Short break. We'll be right back.
REHMAnd welcome back. Henry Petroski is with me. We're talking about his new book titled, "The Road Taken." Talk about that title.
PETROSKIWell, it's -- Robert Frost has a poem, "The Road Not Taken," in which a visitor -- a walker is going through the woods and comes to a fork. And the poem reflects years later about, what if he had taken the other fork? The poem is very evocative. And I have used the poem to introduce the problem of infrastructure indecisions. And "The Road Taken" alludes to the fact that we have made the choice. We've gone down a certain road. And now we're faced with certain decisions to be made. We can't go back to the fork because we can't undo a decision -- a major decision.
PETROSKII use words from Frost's poem as chapter titles to evoke the poem throughout the book.
REHMHere's an email from Nick in Arlington, Mich. He says, have you considered that perhaps the U.S. has too much public infrastructure and that we cannot afford to maintain it all? If drivers are unwilling to pay higher fees and gas taxes, perhaps it's a sign the system is overbuilt.
PETROSKIWell, I don't know that drivers are not -- unwilling to pay higher taxes. I think, in fact, if you really look at the tax rate card on a gas pump, the federal taxes are 18.4 percent. Many, many states impose a state tax which is higher by factors of two and three. So it's not the federal tax that is the real burden, it's in many case, the state taxes that are the bigger burden. As far as having too much infrastructure, well, you know, you could say it's a question of supply and demand.
PETROSKIAnd whether we need as many roads as we do, at the moment, when a road gets congested, very often, if the state is in control of that road, they'll ask on a ballot measure, should we build another lane or should we build another road? They'll ask it in the form of a bond measure. And if the people vote for it, it gets passed and it gets built.
REHMTell me, also about the highway funds that do come into states. Are they strictly apportioned for highway and bridge repair?
PETROSKIYes. The Highway Trust Fund is specifically for highways. There...
REHMBut what about states?
PETROSKIWell, the states, some of them have their own highway trust funds. Some of them intermingle it with the general fund. That's a controversial issue that you have to look at state by state, case by case.
REHMBecause sometimes not all those funds are used for that very purpose.
PETROSKIThat's correct.
REHMAnd that's too bad. Let's go to Brad in Venice, Fla. You're on the air.
BRADGood morning, Diane.
BRADFirst, I want to thank you for your wonderful programs, and do that from many of my friends and I that find your balanced programs to be very informative.
BRADAnd today, with your guest, is a perfect example of having very qualified people to help educate us. My question is that I was under the impression that during President Obama's tenure, he has attempted to get some infrastructure work done and that it didn't get through Congress. If your guest could talk about that, please.
PETROSKIWell, I'm not sure exactly what legislation you're referring to. When President Obama first was in office, he did have a lot of shovel-ready projects that were attributed to him, a lot of stimulus money, as it was called. Unfortunately, so much of that money didn't go for infrastructure. It went for things other than infrastructure. I can't recall the exact numbers right now. But the -- it was of the order of 10, 20 percent maybe of the stimulus money went to infrastructure.
REHMInteresting. All right, to Joe in Dallas, Texas. You're on the air.
JOEHi, Diane. What an honor.
REHMThanks.
JOEI have one question regarding the finances for the roads. With more electric vehicles on the roads today, which don't need a gasoline tax, I'm wondering why we don't do away with the gasoline tax altogether and go to a road-usage fee system based on the size and weight of the vehicle, since the heavier vehicles damage the roads more than the light vehicles. If it were based on the size and weight of the vehicle with a multiplier for miles driven...
PETROSKIWell, there are already penalties for larger vehicles like trucks incorporated into fees. I think we are going to go to a fee-based -- a use fee as opposed to a gas tax. Several states are experimenting with it now -- notably, Oregon, and I believe California has just introduced some experimental activity in this area. And the idea would be that the miles you drive and the category of vehicle that you have will determine your fee. And it would be probably an annual fee.
PETROSKIIt's probably going to take years to shake down how exactly this is going to work because it has implications for privacy. Because people are going to either have to be -- their mileage is going to have to be tracked or we're going to have to rely upon self reporting. And once that's worked out, I think we will see this. There's no question about it.
REHMHere's an email from Carl in Washington, D.C. He says, the success and safety of self-driving cars may depend on our having a high-quality road system with a combination of good services -- surfaces, proper markings, and that would give good feedback to the vehicles' sensors and computers. This would a good argument for bringing our road system up to par.
PETROSKIThat's a good point. I think we're increasingly going to see autonomous vehicles, as they're sometimes called. This is going to be not only a technical issue, however, but a public policy issue. Our -- who is responsible for a driverless car getting into an accident, for example? And one of the big limitations is the weather. If it's raining heavily or snowing heavily, the autonomous cars don't work quite as well because their sensors are not as effective.
REHMTo Wyoming, Mich. Hi, Jerry, you're on the air.
JERRYThank you, Diane. It's great to be on your show.
JERRYYour guest was talking about how well the roads in Europe were constructed when he was driving in Europe. And I would like him to elaborate on why the European roads are so well made.
PETROSKIWell, I'm afraid I don't know exactly why, other than it's got something to do with culture, I believe. When I see roads being worked on over there, I see a lot of hand labor. For example, rather than paving with asphalt, very often there, you -- paving stones are used, something that, you know, we've paved over in this country. We had a lot of paving stones in streets but we paved them over with asphalt. I watched, in Munich, Germany, last spring, them take up the stones on a sidewalk, carefully arrange them so they would put them back in exactly the same order. And they were just installing a new fiber-optic system or something.
PETROSKIIn our country, when we do that, we dig up lawns, we dig up streets, and we patch it, it's a bump. Over there, there were no bumps.
PETROSKIAnd I think it's more to do with culture than with technology. The technology is informed by the culture, of course. But the -- we're certainly capable of doing the same thing. But our culture doesn't encourage it.
REHMSo are you saying it's a different approach generally to how they construct their roads?
PETROSKIYes. Definitely. Europe is very interesting. They certainly embrace high technology. I mean, you look at France and it's high-speed rail system and, you know, they were leaders in this. And they lead in a lot of other technologies. And yet they have a great respect for tradition and for how things were done. In this country, all too often we disrespect tradition. We don't have a respect for it.
REHMHmm.
PETROSKIAnd it might be because we're such a young country and we're constantly remaking ourselves in a way, even as we are young. That's -- it's an important issue and I think it'll be a topic that we'll be discussing for another few centuries.
REHMHere's an email from Barbara. What are your thoughts about using prison labor to address the poor state of road and bridge repair and maintenance?
PETROSKIWell, it's, you know, on its surface, it's an excellent idea. Take idle hands and idle minds and put them to work. It's got all sorts of moral implications. My concern with using labor that is not expert is, what is the quality of the product going to be? So it's one thing to have prison labor maybe pick up litter on the side of the road, which you do see very often along Interstate Highways. But I think it would be another thing for having prison labor finishing concrete or finishing asphalt roads, as they, very simply probably would not have the experience. And it's possible they wouldn't have the motivation either.
REHMHave they been used in that way?
PETROSKIIt's possible. I don't know of a...
PETROSKI...specific instance.
REHMOf course, what we think of is prisoners working on railroad tracks.
PETROSKIMm-hmm.
REHMSame issue there, perhaps?
PETROSKISure. It'd be the same issue. In this country -- not that long ago, say, a century ago, and certainly back in the 19th century -- citizens -- untrained citizens would be responsible for repairing the roads, taking care of the roads, maintaining the roads. But, of course, this was a different era. The roads were largely gravel, if they were that, or dirt. And it was a -- to fix them up would be a matter of filling the holes and raking them level. But these days, that just won't do because traffic is of a different kind.
REHMSo what do you see as the responsibility of the individual as far as infrastructure?
PETROSKIPaying taxes. Expressing opinion when infrastructure issues come to a vote, whether it be through bond issues or voting for candidates who have particular opinions. I don't think I've seen, yet, a presidential -- I know I haven't seen a presidential debate devoted to the topic of infrastructure. The word has come up now and then. But I haven't seen any in-depth discussion of the topic.
REHMAnd you're listening to "The Diane Rehm Show." Let's go to Ray in San Antonio, Texas. Hi, you're on the air.
RAYThank you, Diane. I drive a Class 8 truck and what a lot of the population doesn't understand is that in every state we pay an additional tax for every mile we drive over the $500 just to get our IFTA sticker every year. As opposed to raising our taxes, how about we just build the roads right in the first place? I mean, working on a road crew is -- was -- that's real job security in this country.
PETROSKII think you make an excellent point. That's one of my pet peeves, in fact, is roads -- new roads that are newly made or newly pave or repaved that are not smooth and are not -- they should not have been passed by whoever inspected and declared the contract satisfying.
REHMBut, now, here's another perspective on that issue. Rob is in South Lyon, Mich. You're on the air.
ROBGood morning, Diane. It's an honor to be on your show.
ROBYou're welcome. My perspective touches on a similar subject to what gentleman and then the gentleman earlier spoke to. In Michigan, we have very poorly build roads in my opinion. I've lived here most of my life so I'm pretty familiar with it. And I drive truck like the last gentleman. My question is, what is the incentive to these construction companies to go and make these roads better or to do them correctly or engineer them correctly, when they're the same people with their huge weight loads and with their huge payloads that destroy the roads? And then they're the same people who get tasked by the state and federal governments to go back through and fix the roads.
ROBTo me, it seems like a rigged system, where they're allowed to go beat it up, tax dollars come back into their company, they're allowed to fix it, and then they get to go back up and tear it up again and keep their own job security.
PETROSKIWell, I think you make a very defensible point and I think you could elaborate upon that. I don't understand why there is so much deference to construction crews either. And I see it at a very local level, at the neighborhood level, when a new house is built for example. There seems to be, very often, not always, a disrespect for neighboring properties. The heavy trucks parking all over and creating ruts in grass that people have taken time and spent money on. And so that's on a local level. And I think most people have experienced this if they live in, say, the suburbs.
PETROSKII think, ultimately, it's got to do with enforcement or lack thereof. And I wish there would be more rigorous enforcement of what is expected and what is allowed of construction crews period.
REHMWas there more, say, 50 years ago? More oversight? More...
PETROSKINot necessarily, because there is plenty of evidence that there was dissatisfaction with the construction or roads and the process of designating rights of way and so forth. There is some indication that the change in materials may have had something to do with this. Concrete versus asphalt has been a topic of some debate for some time. And, of course, people didn't like concrete because it had seams and it gave a bouncy ride. But, today, asphalt has potholes. So...
REHMExactly.
PETROSKISo we're back where we started.
REHMHenry Petroski, and his book titled "The Road Taken: The History and Future of America's Infrastructure. Thanks so much for being here.
PETROSKIWell, thank you, Diane. It's been wonderful.
REHMThank you. And thanks, all, for listening. I'm Diane Rehm.


You don't have to go to another site to see all the over 40's having babies ---just look around here at this forum!!!
I am 45 and 12 weeks pregnant with #6 right now. I don't post on here because quite honestly there just isn't a lot of traffic. There are several of us over 40 and pregnant in the other areas of this forum.
I have been pleasantly surprised this time too that I have not had ONE person say anything at all to me about my age (well with the exception of the one wierdo at church yesterday but I will not include her here) The doctor never said a word, my midwife didn't even ask my age --- my 70 year old mom never said a word!!!!! It's not such a biggie anymore, really!!
This over 40 section had had alot of grads... Did Terryann confirm her latest pregnancy? If so, it's Terryann (46), yourself, Csmiles (45), Angushicks, Teeroze, Cagardengirl (44), typinggirl, Loulou, Heatherv8, Mely (41) Issacsmommy (41), that have BFPs [big fat positive - positive pregnancy test].
It's a good ratio for over 40's. If you run into others, send'em over here to give us inspiration.
Hi I am new here and just got my BFP [big fat positive - positive pregnancy test] this morning. I am very excited because I have had several BFPs over the last few years, with two that moved on to 6 weeks to 9 1/2 weeks (pregnant) only to lose them.
Hi, would anyone like to share how many months and months and months it took them to conceive and what their baby regimen was?
I am 43 will be 44 in November 09. I have a 22 year old daugther and 18 year old son and a 2 year old daughter. I am now 5 weeks pregnant with baby number 5 (my first child was stillborn). My husband is 60 and we conceived naturally in the third month of TTC. My periods have always been very regular and monitoring my CM was the most important thing I did to know when I was ovulating.


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Home / Criminal Defense / DUI/DWI / Refusal to Submit to a Breath Test
Breath Test Refusal Lawyers in Newark, New Jersey
Skilled Attorneys Defend Clients Charged with Refusing to Take a DUI/DWI Breathalyzer Test in Union County & Essex County, NJ
New Jersey drivers are required to take a Breathalyzer test if they are pulled over by a police officer who has reason to suspect them of driving while under the influence of drugs or alcohol (DUI or DWI). In fact, when you happily took possession of your New Jersey driver's license, you automatically agreed to take this test should a law enforcement officer ever request it. This is known as "implied consent" and it means that refusing to submit to a Breathalyzer test may result in the same loss of driving privileges you would suffer if convicted of DUI charges.
What Can Be Considered a Refusal to Submit to a Breath Test in NJ?
If you are pulled over by a New Jersey law enforcement officer who observed you behaving in a manner that caused them to suspect that you were driving while intoxicated (DWI), it is likely you will be asked to step out of the car. At that point, the officer may require you to perform some field sobriety tests. If the officer's suspicions are confirmed by your behavior and by the result of those tests, you may arrested and charged with suspected DUI. You may then be brought to the police station, where you will be given a Breathalyzer test (formally called the Alcotest in New Jersey).
You must, by New Jersey law, blow into the Alcotest so that a certified operator of the machine can determine your BAC (blood alcohol concentration.) If you refuse to take the test — perhaps you wrongly believe that you may get out of the charges if time passes before they can take your BAC level — you will face additional refusal to submit to a Breathalyzer charges, on top of the original DWI charges.
If you are facing these charges in Elizabeth, Plainfield, Linden, or anywhere else in Union County, NJ, it is imperative that you contact an experienced New Jersey DUI attorney right away. The attorneys at Bramnick, Rodriguez, Grabas, Arnold & Mangan, LLC have worked with many clients who found themselves in this situation because of confusion around the law. Maybe you thought that you had an option to refuse the Alcotest and the facts weren't explained properly to you. Our lawyers understand the complexities of refusal charges and know how to position you for the best possible outcome. It is possible to beat these charges, but only with a talented criminal defense attorney who has experience in this specific area of DUI law.
DUI Lawyers Protect Your Rights in Refusal to Submit to Breathalyzer Charges in Union County, Somerset County, and Essex County, NJ
In many NJ refusal to submit cases, the individual mistakenly believes that he or she is protected by Miranda rights. Miranda rights allow you to have an attorney present in certain situations. However, they do not apply to Breathalyzer tests. It's relatively obvious why Miranda rights do not apply in this situation: delaying a breathalyzer test to wait for the individual's attorney would result in a decreased blood alcohol level by the time that the attorney arrived on the scene.
Penalties for Refusal in New Jersey:
First offense: Loss of license for up to one year, fines of up to $500, 12 hours IDRC (Intoxicated Driver Resource Center program)
First offense (school zone): Loss of license for up to two years, fines of up to $1,000, 12 hours IDRC
Second offense: Loss of license for up to two years, fines of up to $1,000, 12 hours IDRC
Second offense (school zone): Loss of license for up to four years, fines of up to $2,000, 12 hours IDRC
Third and subsequent offenses: Loss of license for up to 10 years, fines of up to $1,000, 12 hours IDRC
Third and subsequent offenses (school zone): Loss of license for up to 20 years, fines of up to $2,000, 12 hours IDRC
Refusal charges can be beaten. The Jon Bramnick legal team will fight hard on your behalf. We have many lawyers who are former prosecutors and who know how to best negotiate with the State in a Breath Test Refusal case. The DWI defense lawyers at Bramnick, Rodriguez, Grabas, Arnold & Mangan, LLC can defense you against these charges.
Don't Waste Time – Contact an Experienced Linden, NJ DUI Attorney to Fight Your Refusal to Submit to a Breathalyzer Charges
The experienced and successful legal team at Bramnick, Rodriguez, Grabas, Arnold & Mangan, LLC will fight hard to defend you against your DUI charges. Don't let your silence or confusion be misconstrued as refusal. If you've been charged with refusing to submit to a breathalyzer, contact us for a free consultation.
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The Congress-led UPA government took another step towards passing its ambitious Food Security Bill after getting it approved from the Union Cabinet on Tuesday.
The revised Bill that was approved by the Cabinet will cover over 66 per cent of India's population, ensuring at least five-kg subsidised foodgrain per person per month.
The grains will be available at the subsidised rates of Rs 1-Rs 3 per kg. The approved Bill also has a provision to ensure that around 2.43 crore economically weaker families covered under the Antyodaya Anna Yojana (AAY) get 35-kg foodgrain per family per month.
Food minister K V Thomas confirmed that the Cabinet has given its nod for the Bill.
"We will now try and bring amendments to the Food Bill in Parliament before Friday," Thomas said.
The UPA hopes to get the Bill passed before May 10, when the current session ends.
There are a total of around 70 amendments to the Bill since the parliamentary standing committee submitted its report on it in January.
According to food ministry sources, one particular amendment in the approved draft was put in, particularly to take care of the "interests" of the minority community.
The extra subsidy burden from the revised food Bill will be around Rs 20,000 crore and the foodgrain requirement is expected to be around 62 million tonnes.
Uniform prices of Rs 3, Rs 2 and Rs 1 per kg of rice, wheat and coarse grains, respectively, will be applicable to all eligible beneficiaries. The prices will be revised after three years from the implementation of the Act,a food ministry official said.


Shortly after I taught "The Locust Tree in Flower" to a class of undergraduates, it crossed my mind that Williams' thirteen one-word lines might be a good fit for a 15x15 crossword grid. At first, I considered making each word an individual answer on a separate row, but this posed a problem: what to do with that cryptic "of," too short to be a standalone answer? Finally, I settled on concealing all thirteen words inside longer answers, which meant expanding the grid to 21x21. Doing so had the unexpected side effect of opening up just enough room for the title, the poet's name, and all four stanza breaks — a small miracle, or so it felt.
First question: did you know the poem? I didn't. William Carlos Williams is familiar to me — his short story "The Girl With The Pimply Face" contains one of my favorite lines* — but I didn't know this poem.
Second question: does it matter? Not as much as I would have thought. Although familiarity would have made the solving experience easier (and the aha moment more crystalline), discovering the poem word by word was a charming process in its own right. Even if the puzzle contained a unknown poem from a unknown poet, I probably still would have enjoyed the puzzle. It's just fun to see a poem emerge from a grid, like happening upon a particularly beautiful garden during a walk.
I loved one of Jacob's previous puzzles for similar reasons. Crosswords as a vehicle for art, whether visual, musical, or literary — right up my alley. Jeremy Newton's "Ode to Joy" puzzle from 2011 was another beautiful example of this idea. Either I am reminded of something beautiful or I learn something new. Win-win.
*"Boy, she was tough and no kidding but I fell for her immediately. There was that hard, straight thing about her that in itself gives an impression of excellence."
My kind of puzzle — a fun NORWAY fact, a reference to a great Mike Leigh film, and a poem. Poetry is all about economy. You might have thought his First Version was stripped to the essentials but you're not William Carlos Williams.
Answer summary: 9 unique to this puzzle, 1 debuted here and reused later, 5 unique to Shortz Era but used previously.
Average word length: 5.16, Scrabble score: 561, Scrabble average: 1.55.
Puzzle has 11 fill-in-the-blank clues and 2 cross-reference clues.


Turmeric is really having its moment. From skincare to golden lattes (seriously, even Starbucks attempted their own turmeric drink), turmeric is a hot commodity. This spice, once only found in Indian cooking, has emerged in the west as the latest health craze with a long list of benefits to back it up. But what makes turmeric so beneficial, and is it worth incorporating into your health routine?
The answer would be a resounding yes! Trends aside, this root has been used in Ayurveda for centuries to soothe inflammatory conditions and support healthy functioning digestion, joints, liver, brain, nervous system, circulatory system, immune system and blood sugar levels.
Turmeric is known to be tridoshic, supporting Kapha, Vata and Pitta constitutions. Turmeric is especially known for igniting agni (digestive fire) and is especially beneficial to Vata and Kapha doshas.
Turmeric has an affinity for blood and is particularly beneficial for rakta dhatus (blood and plasma of the circulatory system). Because of its powerful effect on blood, turmeric is known to have a positive effect on both blood sugar and blood pressure. However, care should be taken before consuming large amounts of turmeric. Consult your doctor if you are pregnant, taking blood thinners or platelet inhibiting medication.
Using turmeric in your cooking is an easy way to incorporate this spice into your lifestyle. Turmeric is easy to add to sautéed veggies, rice and pairs nicely with poultry or stews. If you aren't particularly fond of the taste of turmeric, the flavor is well masked in smoothies.
A simple, warming way to add turmeric into your routine is to add about 1/2 teaspoon of turmeric to a warm mug of milk. This is a traditional Ayurvedic drink called golden milk that is often consumed before going to sleep. Feel free to add in warming spices of ginger, cinnamon and a hint of black pepper. For a hint of sweetness, add a small amount of honey or maple syrup. See end of article for recipe.
Consuming turmeric in cooked dishes and drinks will definitely help, but if you are looking for the maximum benefits of this root, you need to take it in supplement form.
Turmeric supplements abound, but you need to look for an ingredient called curcumin. Curcumin is an active substance found in the turmeric root that supplies all the amazing benefits. An average turmeric root only contains about 2% of curcumin, so it's important to look for the more potent curcumin when considering supplements.
The bioavailability of curcumin is limited, meaning it is not easily absorbed by the blood stream and therefore may not work as well. Studies show that curcumin paired with black pepper will increase the absorption rate. When searching for a supplement it is important to look for both curcumin and black pepper to ensure you are receiving a high quality and effective product.
Curcumin and black pepper can be found in YouVeda My Healthy Digestion, My Healthy Joints and My Healthy Immunity.
Gently heat 1 cup of milk on stovetop using cation to not scald. Add in spices and allow to simmer on low for 5 minutes, stirring often. Stir in sweetener of choice (optional) and pour into a mug. If grated ginger or whole spices are used, strain the Golden Milk before consuming.


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text:
package io.sentry.adapters;

import com.google.gson.JsonDeserializationContext;
import com.google.gson.JsonDeserializer;
import com.google.gson.JsonElement;
import com.google.gson.JsonParseException;
import io.sentry.SentryLevel;
import io.sentry.SentryOptions;
import io.sentry.protocol.Device;
import java.lang.reflect.Type;
import java.util.Locale;
import org.jetbrains.annotations.ApiStatus;
import org.jetbrains.annotations.NotNull;
import org.jetbrains.annotations.Nullable;

@ApiStatus.Internal
public final class OrientationDeserializerAdapter
    implements JsonDeserializer<Device.DeviceOrientation> {

  private final @NotNull SentryOptions options;

  public OrientationDeserializerAdapter(final @NotNull SentryOptions options) {
    this.options = options;
  }

  @Override
  public @Nullable Device.DeviceOrientation deserialize(
      final @Nullable JsonElement json,
      final @NotNull Type typeOfT,
      final @NotNull JsonDeserializationContext context)
      throws JsonParseException {
    try {
      return json == null
          ? null
          : Device.DeviceOrientation.valueOf(json.getAsString().toUpperCase(Locale.ROOT));
    } catch (Exception e) {
      options.getLogger().log(SentryLevel.ERROR, "Error when deserializing DeviceOrientation", e);
    }
    return null;
  }
}

redpajama_set_name: RedPajamaGithub


This will be my last post until next week when I get back from the Pacific Northwest Writers Conference in Seattle. I have two appointments, one with an agent (she's not representing my genre but I'm hoping to get some feedback anyway) and one with an acquisitions editor. I'm excited, nervous and hopeful all rolled into one. I don't know if I'll be able to sleep until after those two appointments. . .
Love the PNWA conference! See you there!
best of luck, heres to hoping you come back with a contract, and some great new info!


text:
Q: ConstraintViolationException when create node using UniqueNodeFactory this test fails with error and I don't understand why..
I thought that UniqueNodeFactory create node only if it's not exist.
Of course I can do the same using Cypher but I want to understand what happens here..
Could somebody explain?
I am using neo4j 2.3.1.
public class SimpleTest {

private GraphDatabaseService graphService;

@Before
public void setUp() throws Exception {
    graphService = new TestGraphDatabaseFactory().newImpermanentDatabase();
    graphService.execute("CREATE CONSTRAINT ON (user:User) ASSERT user.userId IS UNIQUE");
}

@After
public void tearDown() throws Exception {
    graphService.shutdown();
}

public static UniqueFactory.UniqueNodeFactory createUserFactory(GraphDatabaseService graphDatabaseService) {

    return new UniqueFactory.UniqueNodeFactory(graphDatabaseService, "User") {

        @Override
        protected void initialize(Node created, Map<String, Object> properties) {
            created.addLabel(DynamicLabel.label("User"));
            created.setProperty("userId", properties.get("userId"));
        }
    };
}

@Test
public void testCreateUser() throws Exception {
    try (Transaction tx = graphService.beginTx()) {
        Node node = graphService.createNode(DynamicLabel.label("User"));
        node.setProperty("userId", 100L);
        tx.success();
    }

    try (Transaction tx = graphService.beginTx()) {
        UniqueFactory.UniqueNodeFactory uniqueFactory = createUserFactory(graphService);
        uniqueFactory.getOrCreate("userId", 100L);
        tx.success();
    }
}

}

error :
Caused by: org.neo4j.kernel.api.exceptions.schema.UniquePropertyConstraintViolationKernelException: Node 0 already exists with label 0 and property 0=100
at org.neo4j.kernel.impl.api.ConstraintEnforcingEntityOperations.validateNoExistingNodeWithLabelAndProperty(ConstraintEnforcingEntityOperations.java:165)
at org.neo4j.kernel.impl.api.ConstraintEnforcingEntityOperations.nodeSetProperty(ConstraintEnforcingEntityOperations.java:140)
at org.neo4j.kernel.impl.api.LockingStatementOperations.nodeSetProperty(LockingStatementOperations.java:453)
at org.neo4j.kernel.impl.api.OperationsFacade.nodeSetProperty(OperationsFacade.java:896)
at org.neo4j.kernel.impl.core.NodeProxy.setProperty(NodeProxy.java:293)
... 33 more

A: Ok, now I see the reason. I created schema index with Cypher and UniqueNodeFactory use legacy index. To fix the problem you need to create nodes only using UniqueNodeFactory.

redpajama_set_name: RedPajamaStackExchange


Uses historical and contemporary evidence to demonstrate how British government policies toward the unemployed have increasingly come to rest on the notion of duties and obligations arising from a commitment to liberal contractualism. King explores 150 years of welfare policy, beginning with the 1834 New Poor Law and ending with modern Labour workfare schemes of the late 1990s. He argues that more contemporary versions of workfare—although sharing affinities with previous programmes—signal a sharp break from the past by establishing conditions and enforcing sanctions on individuals who fail to comply with policy requirements.


text:
Q: $\int_{[0,1)} \left|x^n - g(x)\right|^2 \to 0$ implies $g = 0$ if $g$ continuous
I'm trying to prove that the following integral does not converge to $0$, unless $g = 0$, assuming $g$ continuous and without using Monotone/Dominated Convergence Theorem.
$$\int_{[0,1)} \left|x^n - g(x)\right|^2 \, dx.$$

Let's fix $x_0 \in [0,1)$ and suppose $g(x_0) > 0$ (in the same way we
 could set $g(x_0) < 0$).
 By continuity of $g$: $$\exists U \ \text{open}, \ x_0 \in U \ : \
 \forall x\in U \quad  g(x) > \frac{g(x_0)}{2}$$
We have: $$\int_U \left|x^n - g(x)\right|^2 \, dx  >\int_U \left|x^n -
 \frac{g(x_0)}{2}\right|^2 \, dx > m(U) \inf_{x\in U}\left|x^n -
 \frac{g(x_0)}{2}\right|^2$$
Letting $n\to \infty$: $$\lim_{n \to \infty }\int_U |x^n - g(x)|^2 \ dx > m(U)\lim_{n \to \infty } \inf_{x\in U}\left|x^n -
 \frac{g(x_0)}{2}\right|^2 = m(U)\frac{g(x_0)^2}{4} > 0$$
Since
$$\lim_{n \to \infty}\int_{[0,1)} \left|x^n - g(x)\right|^2 \, dx > \lim_{n
 \to \infty} \int_U \left|x^n - g(x)\right|^2 \, dx > 0,$$
the integral
$$\int_{[0,1)} \left|x^n - g(x)\right|^2 \, dx$$ does not converge to $0$ if $g \not = 0$ in at least one point of $[0,1)$.

I'm not so sure of these steps. In particular I'm worried about the exchange of limit and infimum in the second/third step.

A: Hint:
You have by Cauchy-Schwarz:
$$\int_0^1|x^n-g(x)|dx\leq \sqrt{\int_0^1|x^n-g(x)|^2 dx}$$
Now
$$|g(x)|\leq x^n+|x^n-g(x)|$$

A: There's a problem with your $U$ because there's nothing that excludes the possibility $U=[0,1).$ In that case the minimum over $U$ could be $0.$ We can fix that. Choose a positive $\delta < 1-x_0$ such that $g> g(x_0)/2$ in $[x_0,x_0+\delta].$ Then
$$\int_{[0,1)}|x^n-g(x)|^2\, dx \ge \int_{[x_0,x_0+\delta]|}|x^n-g(x)|^2\, dx.$$
On the last interval, $x^n-g(x) \to -g(x)$ uniformly, hence $|x^n-g(x)|^2 \to |g(x)|^2$ uniformly. So no fuss, no measure theory, the last integral converges to
$$\int_{[x_0,x_0+\delta]}|g(x)|^2\, dx > \delta\cdot (g(x_0)/2)^2>0.$$
This shows $\limsup \int_{[0,1)}|x^n-g(x)|^2 > 0,$ and we're done.


Study Abroad with The Education Abroad Network (TEAN) on the Gold Coast, Australia. There's the appeal of the sand, sun and nightlife, but when you study abroad on the Gold Coast, you'll realize that there is a lot more to this region than just the beach. The Gold Coast hinterland is home to two of Queensland's best national parks. Hike your way through lush rainforest to pristine mountain pools, then head to the beach to catch one of the best surf breaks on the coast at Burleigh heads before spending the evening clubbing in Surfer's Paradise. Oh – and this region is also home to Australia's huge theme parks! Experience a semester on the Gold Coast!
With two universities available, including Bond University and Griffith University, you can select an academic program and campus setting to suit your needs.
Experience living on the beach in our high-quality, ideally located off-campus apartments.
Live on the Gold Coast, known for its ideal climate, great beaches and exciting nightlife.
Experience an alternative Spring Break with our optional Thailand or New Zealand South Island excursions (Griffith University only).
My study abroad experience was the time of my life. It was filled with adventure, whether it was a 15-minute bus ride to a hidden beach, local coffee shop or a 3-hour plane ride that took me into a different climate. My time was packed with opportunities to explore the unknown, take chances that might be scary but then rewarded with gained knowledge. There wasn't a day that passed where I didn't learn something new. Courses I took taught me facts and how things work in theory while experiences taught me how the culture operated.


"Local Crate works with award-winning local chefs, local farmers, and local makers in each growing region to create inspired recipes with the freshest ingredients." said Frank Jackman, Local Crate's co-founder and chief executive officer.
The new retail meals are as follows: In California: Chipotle Chicken with Mexican Street Corn and Cilantro-Lime Rice, Mozzarella Chicken with Bruschetta and Roasted Parmesan Potatoes, Bibimbap, Korean Fried Chicken with Sweet Gochujang Sauce, and Carne Asada Tacos with Poblano Crema. In Minnesota: Char Siu Chicken Tacos with Sesame Slaw, Carne Asada Bowl with Chimichurri and Grilled Zucchini, Spanish Steak Skewers with Saffron Rice and Yogurt Sauce, Roasted Chicken Shawarma Bowl with Tzatziki, and Lemon Parmesan Chicken with Asparagus and Mashed Potatoes.
California is the second growing region and third state for Local Crate. Local Crate meal kits can be found in more than 200 California and Minnesota Target stores, Target.com, and in select Minnesota Co-Op grocery locations. For a full store location list, please visit https://localcrate.com/in-stores.
The company first entered the Minnesota market in 2015, followed by Illinois earlier this year. Local Crate retail kits are also available for additional retail distribution in California, Illinois and Minnesota. Additional markets and retail partners are planned for 2018 and beyond.
Local Crate delivers fresh, delicious, seasonal meal kits in partnership with award-winning chefs, local farmers, and passionate makers. Easy-to-make recipes and pre-portioned ingredients are sourced locally by growing region, reducing food and packaging waste by up to 80% versus the nationally delivered services. Additionally, Local Crate nourishes communities by giving back to hunger relief efforts. Good things come to those who Crate. For more information, please visit www.localcrate.com.


From pre-historic figural representations to present-day digitisation, the history of technology encompasses a range of opposing features and trends. The vertiginous changes of technology, however, are connected by the human individual, creator and user of any new technologies. Addressing these problems, the pieces reflect on how to react, as humans, to the constant transformation of the world around us by technology. A possible answer to this question is hidden in the binary message on the pieces."


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text:
Q: What does Self Time stand for in Android systrace? While selecting any slice in an android systrace, I see a value for self time. What does self time mean?

A: In addition to myselfmiqdad's answer, you can check out this talk from Android Dev Summit '19: https://youtu.be/v4kCRZ_O4Lc, which walks through the computation of self time, children time and total time in detail.
As for systrace, although it shows trace events instead of call stacks, they are organized in a tree similar to a call stack. So the concept for self time still applies: self_time = total_time - sum(children_total_time)

A:
For a Method or function at the top of the bottom up tree (top node)

Represents the total time the method or function spent executing its own code and not that of its callees. Compared to the top down tree, this timing information represents a sum of all calls to this method or function over the duration of the recording.

For Callers (sub-nodes)

Represents the total self time of the callee when being called by the
caller. Using the bottom up tree in figure 9 as an example, the self
time for method B would equal the sum of the self times for each
execution of method C when called by B.

Additional resources: https://developer.android.com/studio/profile/cpu-profiler


Hint for the visitors: At the beginning (email) we agreed upon the additional rule D1 (see here).
If i have made a mistake let me know and i'll try again!
all the best for now, owen.
There is a mistake! I can hear your sob.
But it's not your mistake. I suppose that you have bought the American vinyl board. This board differs from another edition in parts. I described the differences here and created the "common standard", so everybody could use "his" board but the buyers of the American vinyl board have to be aware that some pathes don't exist on the common standard board. It's truly a pity. Now you can hear me crying.
So your last move (Ds126 - A11 => 4) isn't possible on the standard board. You need 6 moving points to reach A11 on the "standard board". Sorry for this inconvenience.
which edition of Grand Conquest do you use? Is it this vinyl board or another edition?
Hello klaus. i am using the vinyl board.i will have a think about what to do next and post tomorrow evening. i have a print out of your standard board for the differences in fields so hopefully should not make the same error again. all the best for now, owen.
can i recapture my captured galleon with: Gess 701 x Gs 704 ?
oh, i feel the pain all the best, owen.


I still remember that mid-summer night, we were camping in the desert. Everyone had fallen asleep and all that remained of the fire was the glowing embers fanned by the surprising chilly breeze that playfully pushed tendrils of my hair across my face. I snuggled under the crudely woven blanket as scratched my skin. The faint smell of burnt wood mingled with the dew scented air.
I lay gazing at the sky, hypnotised by the sheer brilliance of the stars, scattered like diamonds against the luxuriously dark velvet of the sky. I felt cheated that I had never seen the beauty of the heavens, blinded by the city lights and smog, only seeing the lone star (or was it a satellite) once in a blue moon.
I felt like the only person alive on earth, in the middle of the silent desert witnessing the natural spectacle of beauty which was there free for all to enjoy, but it seemed to be wasted on humanity too occupied with diamonds on the ground to bother looking up.
I caught a movement from the corner of my eye, but it was gone before I could see what it was.
And then another movement, just on the periphery of my vision.
I shifted my gaze, and then one, two , three shooting stars, burnt across the skies. I held my breath, at nature's firework display, and then again it repeated again and again from different parts of the sky. I felt like a guest an exclusive event, as if this display was solely for my pleasure as rest of the world slept on.
Then a particularly bright star burnt its way across the sky determined and true to its path. A thought struck me, in the chaotic disorder of stars there is an order that we cannot see, but just because we cannot see something it does n't mean it is n't there.
Or that it is n't wonderfully beautiful. Just as suddenly as the shower of shooting stars and meteorites had started it came to an end.
A calm serenity in the belief that my fate is in the hand of One who controls all with such beauty overtook me. Sleep demanded an end to the visual feast and slipped its dark cover over my eyes however, the light still burned within my heart.
You have a lovely way of evoking the senses (touch/sight/smell) with your words, Masha Allah. More of these please!


text:
Martin's Marvelous Adventures with Marvel Comics Aug 20, 2017 7:46:26 GMT via mobile
Post by The Doctor on Aug 20, 2017 7:46:26 GMT
He will.
Honestly, I don't think he will.
As The Champions are gash.
I am 100% confident based on Martin's previous comments regarding Marvel Comics that he will enjoy The Champions. I stake my Marvel-themed bedtime jogging bottoms on it. If I am wrong I will eat it.
Post by Grand Moff Martin on Aug 23, 2017 16:07:26 GMT
You'll both have to be patient. This week I am mostly watching Supergirl season 2 on Blu-ray.
Going back to Captain Britain I discovered at TFN that Budianski designed his Mask. It was one of the first things he did at Marvel.
Five issues into The Champions, and finding it lightweight fun.
I knew it!!!
Fortmax2020
Sciencologist
Cybertron's Greatest Continuity Earl
Post by Fortmax2020 on Aug 28, 2017 21:16:13 GMT
I question the wisdom of admitting this with ATAP still incomplete.
Martin's Marvelous Adventures with Marvel Comics Sept 4, 2017 19:51:32 GMT
Post by Grand Moff Martin on Sept 4, 2017 19:51:32 GMT
I've finished the first of the two Champions TPBs. Finding it an easy enough, amusing read, though so far it has very much been the story of a team that is trying too hard to be a team and is doomed to fail. Two of them are clearly unsuited to being in any kind of team and a third has been planning to quit from the get-go. They had a big public launch event but have spent most of their time getting attacked by people with grudges against the individual members, and haven't actually done much that is useful to society.
By contrast, the Defenders exist in secret and keep saving the world from demonic threats without the world ever knowing.
Post by Philip Ayres on Sept 4, 2017 20:07:38 GMT
We will sort you some Defenders, but it may need to be b&w!
Post by The Doctor on Sept 4, 2017 21:04:48 GMT
The Champions are much better then The Defenders.
Martin's Marvelous Adventures with Marvel Comics Sept 5, 2017 5:32:24 GMT
Post by Grand Moff Martin on Sept 5, 2017 5:32:24 GMT
Sept 4, 2017 20:07:38 GMT Philip Ayres said:
I am currently reading your Defenders Epic Collection in full colour.
Sept 4, 2017 21:04:48 GMT The Doctor said:
Then I clearly haven't seen them at their best. The Defenders have just saved the universe from Satan and Mephisto. The Champions have been fighting Rampage, "the every-man of super-villains, the first menace born of the recession... because the world still needs heroes!"
Post by The Doctor on Sept 5, 2017 7:00:05 GMT
Just you wait until the Champions fight... the Swarm!
GALVAJIM
Micromaster Backside Monitor
3K high and rising
Martin's Marvelous Adventures with Marvel Comics Sept 5, 2017 7:04:49 GMT The Doctor likes this
Post by GALVAJIM on Sept 5, 2017 7:04:49 GMT
There's the potential for a meta-narrative with The Champions, on how you can put together a team of really interesting and competent individuals but they won't achieve much as a unit (this is something that we talk about in software development quite a bit).
Post by Philip Ayres on Sept 5, 2017 7:52:20 GMT
Sept 5, 2017 5:32:24 GMT Grand Moff Martin said:
So you are! Following volume ordered yesterday btw!
The thing is, this isn't the really good stuff in terms of Defenders. The real gold is a run from 20-41 by Steve Gerber, sadly never reprinted in colour in trades (has it had a HC reprint?) Andu will atest to how good it is! Your best bet is to read it in Essential Defenders 2 & 3.
Martin's Marvelous Adventures with Marvel Comics Sept 5, 2017 9:03:11 GMT via mobile
Post by Andy Turnbull on Sept 5, 2017 9:03:11 GMT
The Gerber stuff is indeed top notch and worth reading.
The Defenders is far better than The Champions.
Martin's Marvelous Adventures with Marvel Comics Sept 5, 2017 11:25:44 GMT via mobile
Is it balls!
Post by Andy Turnbull on Sept 5, 2017 22:28:58 GMT
Away and boil your head.
Gerber was not a good writer of comics, alas.
Your Mileage May Vary on that one. At least two of us think his Defenders run is superb.
Besides he wrote Giant Size Man Thing and purely for that alone he has to get some credit.
No. Burns is wrong.
I was just never able to get into his writing style. My deep loathing of Howard the Duck also reigns supreme. How the fuck the MCU brought him back but I still don't have big screen Kang angers me intensely!
We've explained this before.
If Josh Trank's FF hadn't shat the bed, you probably would have one now.
I will still get Kang on the big screen!
Martin's Marvelous Adventures with Marvel Comics Sept 9, 2017 16:03:01 GMT The Doctor likes this
Due to being off work, I have finished all the collections lent to me by Phil, namely The Champions Classic Vol.1-2, West Coast Avengers: Zodiac Attack and The Defenders Epic Collection.
I don't know why we're comparing The Champions with The Defenders. They fill very different niches in the Marvel universe. The Champions were a failed attempt to create a superhero team in the public eye like the Avengers or the Fantastic Four, in Los Angeles. The Defenders are an off-the-books group with zero media profile, who secretly fight demons and other supernatural enemies of Earth, like the X-Men do with evil mutants.
The Champions was a necessarily short-lived comic about an ill-thought-out team doomed to failure. Even their H.Q. was built with shoddy materials. The fact that the 'Champsignal' consisted of switching on office lights in their building to create a letter 'C', which would therefore alert all team members who were standing outside looking at the building, that they were needed, said it all. No character could be said to be the brains of this team. But it's still an entertaining read, once you realise the writers _aren't_ trying to sell readers the idea that the team they're writing about is a good team.
Martin continues to dislike troublesome braggarts with over-inflated egos who choose to be members of teams but don't wish to engage in teamwork. Hercules. Wonder-Man. The Sub-Mariner. Ghost-Rider. Captain Britain. If you're not a team player, don't join a team!!!
Doctor Strange is high up the list of superheroes who I would like to think was out there defending me from baddies. He inspires confidence. Thoroughly enjoyed both the DS and Defenders Epic Collections and would be pleased to read more of the same.
Still haven't made up my mind whether I think the West Coast Avengers are a team to respect or one that deserves to fail (like the Champs and, from what I've seen of their early run, Excalibur). It's a bit of an odd one, as unlike X-Men (Prof. X), Fantastic Four (Reed) and the Defenders (DS) WCA's biggest brains (Iron Man and Hank Pym) aren't in the driving seat. And yet Hawkeye seems to be doing a decent job as leader, following instinct rather than intellect. But Wonder-Man is a major weak point and deserves to be booted for his excessive heckling.
Last Edit: Sept 9, 2017 16:05:19 GMT by Grand Moff Martin
Martin's Marvelous Adventures with Marvel Comics Sept 9, 2017 20:45:36 GMT via mobile Fortmax2020 likes this
YES!!! All right thinking people agree Wonder Man is useless!!!
No he's not.
Wonder Man and Beast are a grand double act. I will grant you in early WCA he is not up to snuff though.
Sept 9, 2017 16:03:01 GMT Grand Moff Martin said:
next Defenders epic in sequence is in the post to me as we speak and I have the dozen issues following that, the start of The New Defenders, in a trade.
Martin's Marvelous Adventures with Marvel Comics Sept 10, 2017 5:26:25 GMT The Doctor likes this
Post by Grand Moff Martin on Sept 10, 2017 5:26:25 GMT
Wonder-Man doesn't deserve to share page-time with the magnificent Beast. Even his codename makes me scratch my head and ask "What were Marvel thinking when they created this guy?"
Martin's Marvelous Adventures with Marvel Comics Sept 10, 2017 8:48:10 GMT
Post by Andy Turnbull on Sept 10, 2017 8:48:10 GMT
Sept 10, 2017 5:26:25 GMT Grand Moff Martin said:
No, no, no, no.
The seventies Avengers run, the two were firm friends - proper buddy cop territory. It was one of the highlights of it,Phil will back me up on this.
Wonder Man was a wrong 'un to start with.


text:
Ellen's 3 Things You Should Know For 8/18/21
Ellen Published: August 18, 2021
46th Annual GMA Dove Awards - Press Room
Terry Wyatt/Getty Images
Lauren Daigle got some pretty awesome news! She has been nominated for 4 categories at the 52nd Dove Awards. Daigle was nominated for Artist of the Year, Pop/Contemporary song of the year, Rock/contemporary song of the year, and short-form video of the year. The awards will happen on October 19 at 6:30 pm.
Premiere Of Bravo's "The Real Housewives Of Beverly Hills" Series Party
(Photo by Alberto E. Rodriguez/Getty Images)
In Television News:
The future of The Real Housewives of Dallas is unclear. The Bravo series, which most recently aired its fifth season, will not be returning for a sixth next year, Bravo confirmed. While there are no plans for the show to return next season there may be a possibility that future seasons will premiere at a later date.
2019 Getty Entertainment - Social Ready Content
Tristan Fewings, Getty Images
Johnny Depp has been allowed to move forward with his defamation lawsuit against Amber Heard. The actor is suing his ex-wife over a 2018 Washington Post op-ed where Heard wrote about surviving domestic violence. Heard never named Depp in the op-ed, but she did accuse the actor of domestic violence amid their 2016 split, which he denied.
Popular Lafayette Restaurants that are Now Gone
Federal Funds to Fix These 5 "Curvy," Accident-Prone Roads in Lafayette Parish
Filed Under: Amber Heard, bravo tv, Dallas, johnny depp, Lauren Daigle, real housewives


Our daily life schedule may include any number of activities. No matter what we do, there will be use of brain. Our brain is constant information churning out machine without the help of which we will cease to exist. The lifestyle that we people are leading is menacing and we are treading a dangerous path. And the worst part is you may not even realize what hit you until there are obvious signs.
For example – Tumor, like in 1940's or 1950's, is not limited to smoking or some other habits like that. In case of Epilepsy, you may have sudden seizures and that is related to brain only. Even Aneurysm is a brain related disease. And Parkinson's disease, the disease related to body movement is also associated with brain. It's impossible to stop our daily lives but what we can do is prepare ourself for any calamity that can happen in the future. It may feel like that everything is fine with your brain related activity but that is not the case every time because some of these problems are not visible to the naked eye.
Performing brain surgery isn't an easy job. It's a complex procedure which requires highest order of skill and work ethics which makes it even more critical for us to select a hospital that will provide us the best of care.
If you are looking for a hospital that excels in each and every department, be it service, professionalism, infrastructure etc., then look no further than IBS Hospitals. Located in Lajpat Nagar, this hospital will provide you with all the things that you could have asked for. They have the best treatment for brain related difficulties with the help of latest technologies that are out there and support staff that is ready to help you 24/7.


text:
Luke N. Condra
Politics of state-building
Research – Papers
Research – Insurgent Violence
Research – Public Goods
Research – Elections
How can governments effectively combat insurgency, and what are the factors that constrain their ability to do so? My research in this area advances and tests a theory outlining the strategic nature of insurgents' use of violence, focusing on how civilian abuse resulting from violence conditions the sharing of valuable information with counterinsurgents.
Can civilians in civil wars reward and punish armed actors for their behavior?
If so, do armed actors reap strategic benefits from treating civilians well and pay for treating them poorly? Using precise geo-coded data on violence in Iraq from 2004 through 2009, we show that both sides are punished for the collateral damage they inflict. Coalition killings of civilians predict higher levels of insurgent violence and insurgent killings predict less violence in subsequent periods. This symmetric reaction is tempered by preexisting political preferences; the anti-insurgent reaction is not present in Sunni areas, where the insurgency was most popular, and the anti-Coalition reaction is not present in mixed areas. Our findings have strong policy implications, provide support for the argument that information civilians share with government forces and their allies is a key constraint on insurgent violence, and suggest theories of intrastate violence must account for civilian agency. (Condra & Shapiro, 2012 (AJPS))
Placard on EMERGENCY's Kabul hospital grounds (2012)
But while these patterns of insurgent violence are consistent with a theory of competitive governance in civil wars, whereby civilians condition their sharing of sensitive information with the government on their treatment at the hands of combatants, they do not constitute direct evidence of it. Drawing on tens of thousands of newly declassified military records of insurgent attacks that resulted in civilian casualties in Afghanistan between 2006-2014, as well as incidents of civilian information sharing with Afghan and coalition forces, we provide direct and systematic empirical evidence that civilians share more information with the government following insurgent-caused civilian casualties occurring in the course of insurgent attacks on government forces. Moreover, we then show that these tips improve the success of subsequent counterinsurgent operations (Wright et al., 2020). In another paper, Austin Wright and I use a series of nationally representative survey waves in Afghanistan to show that civilians' perceptions of armed actors' efforts to avoid harming civilians in this conflict affect their willingness to share sensitive information about insurgent-emplaced IEDs with government forces. Civilians are less (more) willing to collaborate with the government when they perceive the government (Taliban) carelessly using force, even after accounting for political sentiment, local security conditions, and a range of additional confounding factors. Moreover, our evidence suggests that perceived carelessness in the rival's area of control is particularly influential on patterns of collaboration. (Condra & Wright, 2019 (ISQ))
What shapes insurgents' use of electoral violence?
Market on outskirts of Kabul (2010)
Competitive elections are essential to establishing the political legitimacy of democratizing regimes. Recognizing the symbolic value of voter participation, we argue that armed actors who lack institutional power try to undermine the state's mandate through electoral violence. We study the logic of such violence, focusing on the crucial balance between disrupting elections and minimizing harm to potential supporters of the rebellion. We theorize when and where insurgents attack around elections. To test the observable implications of our theory, we perform a quantitative assessment of insurgent electoral violence in Afghanistan. This assessment incorporates novel geo-referenced data on polling stations, data on the ethnic composition and locations of villages, and newly declassified micro-data on insurgent activity. Our results show that insurgents significantly increase the intensity of violence on election days during the hours before (and as) voting centers open, but harm relatively fewer civilians than non-election periods. Insurgents also deploy improvised explosive devices along roads connecting voters and polling stations, but rarely bomb these roads multiple times. We instrument for the timing and spatial distribution of attacks using early morning wind conditions and nighttime cloud cover and show that insurgent electoral violence effectively undermines voter participation. Our results provide important insights for safeguarding at-risk elections in emerging democracies. (Condra et al., 2018 (AER))


text:
James M. Buchanan and Liberal Political Economy
A Rational Reconstruction
Richard E. Wagner
James M. Buchanan and Liberal Political Economy: A Rational Reconstruction examines the contemporary meaning and significance of James M. Buchanan's body of work. The book uses Buchanan's past contributions to explore the present and future relevance of his scholarly contributions and insights. It seeks mainly to explain what insight for their work contemporary scholars might acquire by becoming familiar with some of Buchanan's formulations. Buchanan was one of the most creative and prolific scholars of political economy during the post-war period. Not only was his body of work so immense that it could not be contained within 20 volumes of Collected Works, but also Buchanan's scholarship made such strong contact with law, ethics, and political science that he could easily have served as a poster-child for the programs in Politics, Philosophy, and Economics which have been gaining momentum in recent years. Buchanan spoke for a style of economics that made wide and firm contact with the full range of the humane studies. This book emphasizes those features of Buchanan's thought that seem relevant for contemporary scholarship within the broadly liberal tradition of political economy.
Pages: 220 • Trim: 6 x 8¾
978-1-4985-3906-7 • Hardback • May 2017 • $93.00 • (£72.00)
978-1-4985-3908-1 • Paperback • May 2019 • $44.99 • (£35.00)
978-1-4985-3907-4 • eBook • May 2017 • $39.50 • (£30.00)
Subjects: Business & Economics / Economic History, Business & Economics / General, Business & Economics / Economics / Theory, Political Science / Political Economy
Richard E. Wagner is Holbert L. Harris Professor of Economics at George Mason University.
1.Introducing James Buchanan
2.The Theory of Public Finance: Buchanan's Scholarly Sapling
3.Collective Action and Constitutional Political Economy
4.Federalism and the Constitution of Collective Action
5.Public Debt, Time, and Democratic Action
6.Entitlement, Liberty, and Responsibility
7.Ethics, Social Philosophy, and Liberal Political Economy
Nobel Laureate James M. Buchanan died in 2013. His former student, colleague, and coauthor Richard Wagner has written this account of Buchanan's work from the perspective of the modern scholar. Hence the use of the words "rational reconstruction" in the subtitle. Rather than an intellectual biography, Wagner provides a composite of Buchanan's themes and puts them together for the modern theorist to appreciate and use. There are benefits and costs to such an approach, and Wagner makes the most of the benefits. From public choice to constitutional economics to the quest for a moral order, Wagner outlines what the modern theorist considers to be the strength of Buchanan's program. Wagner's approach makes this an excellent study not only of Buchanan, but of political economy generally. A useful contrast as well for the recent study of Buchanan by Nancy MacLean (Democracy in Chains, 2017). For libraries with strong collections in public choice and constitutional political economy, or those which seek good additions in those fields that will enable students and researchers to understand contemporary work. Summing Up: Recommended. Graduate students through faculty.
Wagner's reconstruction of Buchanan's work reflects their close collaboration, providing significant insight into the development of each of the strands of thought in Buchanan's expansive oeuvre. Furthermore, Wagner's familiarity with the modern literature allows him to connect Buchanan's work to a greater conversation in public choice and constitutional political economy that has blossomed in recent years.... As a tool to understand Buchanan's project and the greater study of public choice and constitutional political economy, Wagner's book excels, providing as exceptional reconstruction of Buchanan's thoughts and setting the stage for scholars to continue elaborating on the ideas that Buchanan put forward. Wagner very clearly guides the reader from the sources from which Buchanan sought inspiration, through the great accomplishments of his works, and to the modern literature that has blossomed from public choice and constitutional political economy. James M. Buchanan and Liberal Political Economy: A Rational Reconstruction is also an engaging tribute to Buchanan as Wagner's longtime friend. Wagner's admiration for Buchanan shines through, giving life to what might come off otherwise as purely an academic enterprise. This allows Wagner's exposition to give character to Buchanan's story and nuance to his works, making for an interesting and engaging read. Overall, I would recommend this work as an exceptional bit of intellectual history that illuminates the long and storied career of James M. Buchanan and provides an interesting and coherent reconstruction to the body of Buchanan's work.
— The Independent Review: A Journal of Political Economy
Buchanan's student and then longtime colleague and collaborator Richard Wagner is…the scholar most qualified to contribute to [Buchanan] studies…. For scholars seeking to acquaint themselves with his ideas, James M. Buchanan and Liberal Political Economy is an indispensable starting point
— Regulation
The book is neither intellectual history nor applied political economy, but combines traits of both in a way that yields an important and informative work. . . . I strongly recommend this volume to all regular readers of Public Choice, as well as related journals such as Constitutional Political Economy. . . . Ultimately, all scholars who are consumers and producers of the contents of Public Choice will miss a significant opportunity for scholarly advancement if they find themselves without this book on their shelves.
— Public Choice
James Buchanan's body of research can be read from both neoclassical and neoAustrian perspectives to great advantage. In this book, Richard Wagner provides us with his unique neoAustrian perspective on Buchanan's research and Weltanschauung, placing them in a rich intellectual universe. Although fellow travelers may disagree about the main points of interest on such a tour, all will find Wagner's views interesting, informative, and thought provoking.
— Roger D. Congleton, West Virginia University
James M. Buchanan was the central figure in the reconstruction of political economy in the post WWII era. His influence initiated both the development of public choice economics and constitutional economics, as well as market process theory and liberal political economy. Wagner's James M. Buchanan and Liberal Political Economy is a masterful work—a comprehensive, wonderfully written, and creative reconstruction of a large body of work that offers a window into Buchanan's broader contributions and continued relevance. Readers interested in an introduction to Buchanan's ideas and the contribution they make to the liberal tradition of political economy will be wise to read Wagner's important work.
— Peter Boettke, George Mason University
Richard Wagner knows James Buchanan's contributions to political economy backward and forward. This is not just a cliché when applied to Wagner's book, James M. Buchanan and Liberal Political Economy: A Rational Reconstruction, in which he explains the coherence of almost the entire body of Buchanan's work. Wagner focuses on major themes from Buchanan's 'oeuvre,' sometimes illuminating how his later insights can increase our understanding of his early work and at other times reversing the direction of understanding. Wagner's book is a major intellectual achievement, based on a 50-year association with Buchanan 'as a student, colleague and co-author.
— Dwight R. Lee, Southern Methodist University


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