scholarly journals NOTE ON STATEN ISLAND NOCTUIDÆ

1886 ◽  
Vol 18 (5) ◽  
pp. 95-96
Author(s):  
A. R. Grote
Keyword(s):  
New York ◽  
New Jersey ◽  
The United States ◽  
Seasonal Migration ◽  
Red Squirrel ◽  
The South ◽  
Staten Island ◽  
Southern Boundary ◽  
The North ◽  
Southern Species

My earliest collecting field was the south side of Staten Island, where I found many rare insects, especially among the Coleoptera. This south beach of the Island is visited by the warm spring coming from the south very early in the year, and is a good collecting field. Staten Island is a continuation of the Jersey coast, and one finds on it southern species of butterflies such as Argynnis Idalia, which are less frequent on Long Island, the next extension of the coast to the north. So far as the fauna is concerned, I am inclined to class Staten Island with New Jersey, rather than with New York. It forms the beautiful southern boundary of New York Harbor. At the same time Mr. Davis informs us that the Red Squirrel, not uncommon on the mainland of New Jersey, is not found on Staten Island, and thus has not crossed the narrow Kills. But I have abundant faith it will yet turn up on the Island, where all good things naturally live. I have collected on Staten Island a good many of those kinds of moths which come up our coast with the warmer weather and the Gulf Stream. I have in various papers called attention to the seasonal migration, from south to north, of many species of moths, which adds so much to the fauna of the United States.

Hoboken Ho

2021 ◽  
pp. 65-88
Author(s):  
Ann L. Buttenwieser
Keyword(s):  
New York ◽  
New Jersey ◽  
Feasibility Study ◽  
Hudson River ◽  
The South ◽  
The West ◽  
Professional Help ◽  
West Side ◽  
The North ◽  
Community Trust

This chapter recounts how the author became an evangelist for floating pools by the end of the 1990s. It mentions plans for twenty-five major projects by 1986 that went before the New Jersey Waterfront Commission for approval, from Fort Lee on the north of Hoboken to Bayonne eighteen miles to the south. It also talks about proposals that included parks, marinas, and a continuous waterfront walkway along the west side of the Hudson River. The chapter details how the author won a $25,000 grant from the New York Community Trust to do a feasibility study for the floating project, which in turn brought her to architect Jonathan Kirschenfeld's office to seek his professional help. It describes Kirschenfeld as an earnest man and the very picture of a serious idealist.

Response to the January 1990 Arthur Kill Heating Oil Spill

1991 ◽  
Vol 1991 (1) ◽  
pp. 259-261
Author(s):  
Brian G. Bubar ◽  
J. R. Czarnecki
Keyword(s):  
New York ◽  
New Jersey ◽  
Oil Spill ◽  
The United States ◽  
Coast Guard ◽  
Staten Island ◽  
Environmentally Sensitive Areas ◽  
Heating Oil ◽  
Environmentally Sensitive ◽  
Set Up

ABSTRACT A spill of approximately 13,500 bbl (567,000 gallons) of No. 2 heating oil occurred on January 2, 1990, from an Exxon pipeline in the Arthur Kill waterway, which separates Staten Island from New Jersey. Areas affected by the spill included the New Jersey and New York shorelines of the Arthur Kill, Kill Van Kull, and Newark Bay, including environmentally sensitive areas at Pralls Island, Shooters Island, and Fresh Kills. A preestablished Exxon management team supervised cleanup activities under the oversight of the United States Coast Guard (USCG), the pre-designated federal on-scene coordinator. A central command center was set up to interact with the appropriate agencies and to conduct morning and afternoon briefings. To assist in the cleanup, Exxon used equipment of the local oil spill cooperative, Clean Harbors Cooperative, five oil spill contractors, the USCG Atlantic Area Strike Team, and U.S. Navy skimmers. Cooperative equipment was primarily operated by a team of Exxon “first responders” during the initial stages of the response. Tri-state Bird Rescue and Exxon employees were actively involved in wildlife recovery and rehabilitation activities. At the operation's peak, more than 150 Exxon personnel and 400 contract personnel were involved; over 60,000 feet of containment and 400,000 feet of sorbent boom were used; and 40 vacuum trucks, 70 boats, 10 mobile skimmers, and 4 helicopters were in service. Within three weeks more than 140,000 gallons of oil were collected.

Mafias on the Move

2011 ◽  
Author(s):  
Federico Varese
Keyword(s):  
United States ◽  
New York ◽  
Organized Crime ◽  
The United States ◽  
The West ◽  
Market Expansion ◽  
The North ◽  
Economic Transformations ◽  
At Will

Organized crime is spreading like a global virus as mobs take advantage of open borders to establish local franchises at will. That at least is the fear, inspired by stories of Russian mobsters in New York, Chinese triads in London, and Italian mafias throughout the West. As this book explains, the truth is more complicated. The author has spent years researching mafia groups in Italy, Russia, the United States, and China, and argues that mafiosi often find themselves abroad against their will, rather than through a strategic plan to colonize new territories. Once there, they do not always succeed in establishing themselves. The book spells out the conditions that lead to their long-term success, namely sudden market expansion that is neither exploited by local rivals nor blocked by authorities. Ultimately the inability of the state to govern economic transformations gives mafias their opportunity. In a series of matched comparisons, the book charts the attempts of the Calabrese 'Ndrangheta to move to the north of Italy, and shows how the Sicilian mafia expanded to early twentieth-century New York, but failed around the same time to find a niche in Argentina. The book explains why the Russian mafia failed to penetrate Rome but succeeded in Hungary. A pioneering chapter on China examines the challenges that triads from Taiwan and Hong Kong find in branching out to the mainland. This book is both a compelling read and a sober assessment of the risks posed by globalization and immigration for the spread of mafias.

Die Konstruktion von Natur – Central Park neu besichtigt | The Construction of Nature – Central Park Revisited

2005 ◽  
Vol 156 (8) ◽  
pp. 288-296
Author(s):  
Vittorio Magnago Lampugnani
Keyword(s):  
New York ◽  
Hudson River ◽  
The United States ◽  
Central Park ◽  
Housing Developments ◽  
Hudson River School ◽  
The North ◽  
Man And Nature ◽  
The 19Th Century ◽  
The Relationship

In the first half of the 19th century scientific philosophers in the United States, such as Emerson and Thoreau, began to pursue the relationship between man and nature. Painters from the Hudson River School discovered the rural spaces to the north of New York and began to celebrate the American landscape in their paintings. In many places at this time garden societies were founded, which generated widespread support for the creation of park enclosures While the first such were cemeteries with the character of parks, housing developments on the peripheries of towns were later set in generous park landscapes. However, the centres of the growing American cities also need green spaces and the so-called «park movement»reached a first high point with New York's Central Park. It was not only an experimental field for modern urban elements, but even today is a force of social cohesion.

A Lethal Pacifier

PEDIATRICS ◽  
1976 ◽  
Vol 58 (6) ◽  
pp. 853-855
Author(s):  
Richard E. Kravath
Keyword(s):  
United States ◽  
New York ◽  
Puerto Rico ◽  
New Jersey ◽  
Airway Obstruction ◽  
Similar Case ◽  
The United States ◽  
Brand Names ◽  
Consumer Product Safety Commission ◽  
Union City

A 5-month-old boy died of asphyxia from airway obstruction caused by his pacifier. It had been imported from Spain by La Cibeles Inc. of Union City, New Jersey, and had been marketed in New York, Massachusetts, New Jersey, Connecticut, Illinois, Maryland, Florida, and Puerto Rico under the brand names Fauna, Flower, Navy, and Texas. It sold for about 50 cents. It is attractive in design, but has characteristics that make it dangerous. Following our report to the United States Consumer Product Safety Commission,* the pacifier was recalled. We have been able to find only one similar case in the literature.1 The unnecessary tragedy was due to a preventable hazard and both individual and governmental action should avoid its recurrence.

scholarly journals The Rebuilding of the South Bronx after the Fiscal Crisis

2017 ◽  
Vol 43 (6) ◽  
pp. 932-959
Author(s):  
Themis Chronopoulos
Keyword(s):  
New York ◽  
Economic Policy ◽  
Affordable Housing ◽  
Low Income ◽  
The United States ◽  
City Government ◽  
The South ◽  
South Bronx ◽  
Public Subsidies ◽  
The One

This article explores the rebuilding of the South Bronx since 1977. This rebuilding represents an important public policy accomplishment, since the South Bronx was one of the most physically devastated areas in the United States. In terms of economic policy, the rebuilding of the South Bronx defies linear narratives. One the one hand, public–private partnerships, which represent some of the most important features of urban neoliberalism, were used heavily in the revitalization of the South Bronx. Community organizations that had been rebuilding areas in the South Bronx in the 1970s and the 1980s were required to conform to the requirements of the market, if they were to continue participating in urban development. On the other hand, the building of housing for low- and moderate-income people is not exactly a neoliberal economic policy, since these housing units were built with public subsidies and regulated by government agencies. In its insistence to rebuild the South Bronx as well as other physically devastated areas, the city government of New York became involved in creative financing by incorporating nongovernment organizations that were ran by accomplished businesspeople but remained nonprofit. And whatever the original intentions of city administrations in building and preserving affordable housing in the South Bronx may have been, the accommodation of so many low-income people performing low-paying but essential jobs has contributed to the making of a more vibrant urban economy, even if these same people are not necessarily the ones benefitting from New York’s economic dynamism.

Freedom of the Air in the United States

1931 ◽  
Vol 25 (2) ◽  
pp. 238-251
Author(s):  
Blewett Lee
Keyword(s):  
United States ◽  
New York ◽  
New York City ◽  
New Jersey ◽  
York City ◽  
The United States ◽  
The State ◽  
Inland Waters ◽  
State Board

On September 15, 1930, the State Board of Commerce and Navigation of New Jersey made a ruling that aircraft would not be permitted to land on any New Jersey waters above tidewater within the jurisdiction of the state. The application had been made for permission to operate a five passenger flying boat between Nolan's Point, Lake Hopatcong, a vacation resort, and New York City, and to set off a portion of the lake to make a landing place for the hydroairplane. It was stated that other inland waters in New Jersey were being used for a similar purpose, and the ground of the refusal was that aircraft flying from water constituted a menace to surface navigation. This ruling created considerable newspaper comment and aroused vigorous protest from persons interested in aviation, and by order of October 20, 1930, the ruling was limited to Lake Hopatcong.

The 200 Year Bridge - The New Goethals Bridge as a Roadmap

2019 ◽  
Author(s):  
Thomas Spoth ◽  
Seth Condell
Keyword(s):  
New York ◽  
New Jersey ◽  
Service Life ◽  
Light Rail ◽  
Staten Island ◽  
Modal Flexibility ◽  
Steel Framing ◽  
Protection Strategies ◽  
Truss Bridge ◽  
To Receive

<p>The Port Authority of New York and New Jersey has completed the replacement of the congested and functionally obsolete Goethals Bridge, a circa 1928 steel cantilever truss bridge, with a dual-span modern cable-stayed bridge connecting Elizabeth, New Jersey and Staten Island, NY. Designed as a 150 year service life structure, the newly opened crossing paves the way towards achieving the possibility of a 200 year bridge, both in material durability, structural redundancy / resilience, and modal flexibility.</p><p>The new crossing features three eastbound and three westbound lanes plus a 3 m wide shared use path (SUP) for bicycles and pedestrians. To accommodate future expansion, the superstructure of the cable stayed spans is designed to receive steel framing to support a variety of possible transit options including light rail, while the substructure need not be strengthened for this future load. With a 274 m main span, the new crossing provides a significant maritime navigational improvement over the original 205 m steel truss span.</p><p>Herein we focus on the strategic application of corrosion protection strategies to achieve the long service life in a competitive bid environment, structural benefit of the design as relates to resiliency, modal flexibility, and operational redundancy to withstand extreme events.</p>

“It was a jet. It was a jet. It was a jet.”

2021 ◽  
pp. 3-21
Author(s):  
Jessica DuLong
Keyword(s):  
New York ◽  
The United States ◽  
Staten Island ◽  
Creative Problem ◽  
1960S And 1970S ◽  
The 1960S ◽  
Maritime Infrastructure ◽  
Maritime Community ◽  
The U.S

This chapter provides a background of the waterborne evacuation that happened after the events of 9/11. New York harbor was, and is, a busy place — the third largest container port in the United States and a vital connection between New York City and the rest of the world. Manhattan is an island, and the realities of island real estate are what ushered the port's industries off Manhattan's shores and over to Brooklyn, Staten Island, and New Jersey in the 1960s and 1970s. By late 2001, maritime infrastructure had been replaced with ornamental fencing. On September 11, 2001, as the cascade of catastrophe unfolded, people found their fates altered by the absence of that infrastructure and discovered themselves dependent upon the creative problem solving of New York harbor's maritime community — waterfront workers who had been thrust beyond their usual occupations and into the role of first responders. Long before the U.S. Coast Guard's call for “all available boats” crackled out over marine radios, scores of ferries, tugs, dinner boats, sailing yachts, and other vessels had begun converging along Manhattan's shores. Hundreds of mariners shared their skills and equipment to conduct a massive, unplanned rescue. Within hours, nearly half a million people had been delivered from Manhattan by boat.

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