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The Trump Administration gives New York another 30 days to stop congestion pricing...The NTSB warns that 30 bridges could be in danger of collapse, including the Brooklyn, Manhattan and Verrazano bridges... full 459 Fri, 21 Mar 2025 09:49:56 +0000 yJEp2tdBet2a1hzj4Z1i2J0juPo9guEL news 1010 WINS ALL LOCAL news The Trump Administration gives New York another 30 days to stop congestion pricing...The NTSB warns that 30 bridges could be in danger of collapse, including the Brooklyn, Manhattan and Verrazano bridges... The podcast is hyper-focused on local news, issues and events in the New York City area. This podcast's purpose is to give New Yorkers New York news about their neighborhoods and shine a light on the issues happening in their backyard. 2024 © 2021 Audacy, Inc.
L'éphéméride de la semaine 47 raconté par Isabelle. Le sujet porte sur le VERRAZANO bridge.Retrouvez tous les liens des réseaux sociaux et des plateformes du podcast ici : https://linktr.ee/racontemoinewyorkHébergé par Ausha. Visitez ausha.co/politique-de-confidentialite pour plus d'informations.
The King of France commissions Giovanni da Verrazzano to explore the Atlantic coast of the continent between Florida and New Brunswick, including New York Bay, in 1524. Enjoy this HISTORICAL JESUS Extra! Check out the YouTube versions of this episode which has accompanying visuals including maps, charts, timelines, photos, illustrations, and diagrams, at: https://youtu.be/0e4rFmJJMTE https://youtu.be/cOFsiOYdDP8 Giovanni Verrazano books available at https://amzn.to/41MkVtf NYC History books available at https://amzn.to/3pVpgx5 America History books available at https://amzn.to/3yqoQ6q THANKS for the many wonderful comments, messages, ratings and reviews. All of them are regularly posted for your reading pleasure on https://patreon.com/markvinet where you can also get exclusive access to Bonus episodes, Ad-Free content, Extra materials, and an eBook Welcome Gift when joining our growing community on Patreon or Donate on PayPal at https://bit.ly/3cx9OOL and receive an eBook GIFT. SUPPORT this series by purchasing any product on Amazon using this FREE entry LINK https://amzn.to/3POlrUD (Amazon gives us credit at no extra charge to you). It costs you nothing to shop using this FREE store entry link and by doing so encourages & helps us create more quality content. Thanks! Mark's TIMELINE video channel at https://youtube.com/c/TIMELINE_MarkVinet Website: https://markvinet.com/podcast Instagram: https://www.instagram.com/denarynovels Twitter: https://twitter.com/MarkVinet_HNA Facebook: https://www.facebook.com/mark.vinet.9 YouTube Podcast Playlist: https://www.bit.ly/34tBizu Podcast: https://parthenonpodcast.com/history-of-north-america TikTok: https://tiktok.com/@historyofnorthamerica Books: https://amzn.to/3j0dAFH Linktree: https://linktr.ee/WadeOrganization Audio Source: The Other States of America podcast with Eric Yanis See omnystudio.com/listener for privacy information.
Brandon Tierney sent Gio a HR call for Alex Verdugo. Gio kind of likes it but the rest of us think it's terrible. We told callers not to call with their own HR calls or they would be banned. They kept calling but Al never put any of them through. There's an eclipse this coming Monday. Jerry returns for an update but first BT is here to talk about the comments Sal made about him for taking off the first week of baseball season. Jerry starts with audio of the Yankees winning again as they head home with a 6-1 record. Steve Cohen was on CNBC and he's not panicking yet. The Rangers beat the Devils last night as they dropped the gloves as soon as the puck dropped. In the final segment of the hour, the MTA wants to charge the NYC Marathon to use the Verrazano Bridge.
The MTA wants to charge marathoners $750,000 for using the Verrazano bridge. Mark Interviews Economist Steve Moore: Mark and Steve talked about the effect Congestion Pricing will bring to NYC. Look for prices on everything to rise, and slow the economic recovery still lingering from COVID-19.
Natalie hit the road for Len Berman and Michael Riedel to talk with listeners about the MTA charging marathoners $750,000 to use the Verrazano bridge.
One of the great quests of the 16th century was to find a northwest passage—a shortcut from Europe to Asia. Such a route would go through or above the lands of the New World. No one ever found it because there isn't one. But the search gave European mapmakers and scientists a lot of information about the North American coastline.One example was a search that reached the coast 500 years ago. Italian navigator Giovanni da Verrazzano convinced the king of France to sponsor a search for the northwest passage. The expedition set sail in January of 1524. It reached the coast in March, near Cape Fear, North Carolina.Verrazzano sailed south for a while, but stopped before he reached Florida, which was claimed by Spain. He then headed north. Over the next few months, he cruised past present-day New York, New England, and toward Canada.During that time, he and his crew became the first Europeans to see what are now known as New York Harbor, Block Island, and Narragansett Bay, Rhode Island. Verrazzano also bestowed Old World names on many of the features he saw.His accounts of the journey helped mapmakers begin to craft maps of that part of the American coastline. Verrazzano also became convinced that everything he saw was part of a single vast continent—with no way through it.Verrazano visited the New World two more times. He was killed during an encounter with the natives of one of the Caribbean islands during the last visit, in 1528.
The Rusical is quickly becoming the event of each season over Snatch Game. Much like last year's Wigloose, The Sound of Rusic is a slickly produced and catchy mini musical the queens need to lip sync and dance along to, in roles so perfectly cast you'd think they were pre-chosen. Plasma, who so far has given zero indication that she loves musical theatre, is given the lion's share of a role, but Sapphira, Q and even Plane Jane make the most of the rest, while Morphine goes a little numb, Mhi'ya gets caught in a bad habit and Megami's always got that face on her face. (By the way, blink and you'll miss it, but Nymphia is in this episode.) A shoeless penguin slide saves the queen of flips till next week's lip sync and the Barbie of the outerboroughs takes the Verrazano home. Want even more Alright Mary? Become a Matreon at the Sister Mary level to get access to "Nuance," the Alright Mary aftershow, plus movie reviews and past seasons of US Drag Race, UK, Canada, Down Under, Philippines and more.Join us at our OnlyMary's level for EVEN MORE movie reviews, brackets, and deep dives into our personal lives!Patreon: www.patreon.com/alrightmaryEmail: alrightmarypodcast@gmail.comInstagram: @alrightmarypodJohnny: @johnnyalso (Instagram)Colin: @colindrucker_ (Instagram)Web: www.alrightmary.com
Bonnie and Rich watched The Whale. According to Bonnie, when Rich likes a piece of clothing, he buys a lot of it. Rich denies his dream of becoming a landlord. SUBSCRIBE http://thelaughbutton.podlink.to/MWHM http://www.mywifehatesmepodcast.com FOLLOW RICH VOS Twitter: http://www.twitter.com/RichVos Instagram: http://www.instagram.com/rich.vos Facebook: http://www.facebook.com/Comic630 FOLLOW BONNIE MCFARLANE Twitter: http://twitter.com/bonniemcfarlane Instagram: http://www.instagram.com/bonniemcfarlane Facebook: http://www.facebook.com/bonnie.mcfarlane WEAR THE SHOW https://thelaughbutton.merchtable.com/my-wife-hates-me New episodes drop every Friday via The Laugh Button For advertising opportunities email: advertise@thelaughbutton.com Learn more about your ad choices. Visit podcastchoices.com/adchoices
Bonnie and Rich watched The Whale. According to Bonnie, when Rich likes a piece of clothing, he buys a lot of it. Rich denies his dream of becoming a landlord. SUBSCRIBE http://thelaughbutton.podlink.to/MWHM http://www.mywifehatesmepodcast.com FOLLOW RICH VOS Twitter: http://www.twitter.com/RichVos Instagram: http://www.instagram.com/rich.vos Facebook: http://www.facebook.com/Comic630 FOLLOW BONNIE MCFARLANE Twitter: http://twitter.com/bonniemcfarlane Instagram: http://www.instagram.com/bonniemcfarlane Facebook: http://www.facebook.com/bonnie.mcfarlane WEAR THE SHOW https://thelaughbutton.merchtable.com/my-wife-hates-me New episodes drop every Friday via The Laugh Button For advertising opportunities email: advertise@thelaughbutton.com Learn more about your ad choices. Visit podcastchoices.com/adchoices
I had a fascinating discussion about Robert Moses and The Power Broker with Professor Kenneth T. Jackson.He's the pre-eminent historian on NYC and author of Robert Moses and The Modern City: The Transformation of New York.He answers:* Why are we so much worse at building things today?* Would NYC be like Detroit without the master builder?* Does it take a tyrant to stop NIMBY?Watch on YouTube. Listen on Apple Podcasts, Spotify, or any other podcast platform. Read the full transcript here.Follow me on Twitter for updates on future episodes.If you end up enjoying this episode, I would be super grateful if you share it, post it on Twitter, send it to your friends & group chats, and throw it up wherever else people might find it. Can't exaggerate how much it helps a small podcast like mine.A huge thanks to Graham Bessellieu for editing this podcast.Timestamps(0:00:00) Preview + Intro(0:11:13) How Moses Gained Power(0:18:22) Moses Saved NYC?(0:27:31) Moses the Startup Founder?(0:32:34) The Case Against Moses Highways(0:51:24) NIMBYism(1:03:44) Is Progress Cyclical(1:12:36) Friendship with Caro(1:20:41) Moses the Longtermist?.TranscriptThis transcript was produced by a program I wrote. If you consume my podcast via transcripts, let me know in the comments if this transcript was (or wasn't) an adequate substitute for the human edited transcripts in previous episodes.0:00:00 Preview + IntroKenneth Jackson 0:00:00Robert Moses represented a past, you know, a time when we wanted to build bridges and super highways and things that pretty much has gone on. We're not building super highways now. We're not building vast bridges like Moses built all the time. Had Robert Moses not lived, not done what he did, New York would have followed the trail of maybe Detroit. Essentially all the big roads, all the bridges, all the parks, the United Nations, Lincoln Center, the World's Fairs of 1939 and 1964, and hundreds of other things he built. And I think it was the best book I ever read. In broad strokes, it's correct. Robert Moses had more power than any urban figure in American history. He built incredible monuments. He was ruthless and arrogant and honest. Okay.Dwarkesh Patel 0:00:54I am really, really excited about this one. Today I have the pleasure of speaking with Professor Kenneth T. Jackson about the life and legacy of Robert Moses. Professor Jackson is the preeminent historian on New York City. He was the director of the Herbert H. Lehman Center for American History and the Jock Barzun Professor Emeritus of History at Columbia University, where he has also shared the Department of History. And we were discussing Robert Moses. Professor Jackson is the author and editor of Robert Moses and the Modern City, the Transformation of New York. Professor Jackson, welcome to the podcast.Kenneth Jackson 0:01:37Well, thank you for having me. Okay.Dwarkesh Patel 0:01:40So many people will have heard of Robert Moses and be vaguely aware of him through the popular biography of him by Robert Caro, the power broker. But most people will not be aware of the extent of his influence on New York City. Can you give a kind of a summary of the things he was able to get built in New York City?Kenneth Jackson 0:02:03One of the best comparisons I can think of is that our Caro himself, when he compared him to Christopher Wren in London, he said, if you would see his monument, look around. It's almost more easier to talk about what Moses didn't do than what he did do. If you all the roads, essentially all the big roads, all the bridges, all the parks, the United Nations, Lincoln Center, the World's Fairs of 1939 and 1964, and hundreds of other things he built. I mean, he didn't actually do it with his own two hands, but he was in charge. He got it done. And Robert Caro wrote a really great book. I think the book was flawed because I think Caro only looked at Moses's own documents and Moses had a very narrow view of himself. I mean, he thought he was a great man, but I mean, he didn't pay any attention to what was going on in LA very much, for example. But clearly, by any standard, he's the greatest builder in American history. There's nobody really in second place. And not only did he build and spend this vast amount of money, he was in power for a long time, really a half century more or less. And he had a singular focus. He was married, but his personal life was not important to him. He did it without scandal, really, even Caro admits that he really died with less than he started with. So I mean, he wanted power, and boy, did he have power. He technically was subservient to governors and mayors, but since he built so much and since he had multiple jobs, that was part of his secret. He had as many as six, eight, ten different things at once. If the mayor fired him or got rid of him, he had all these different ways, which he was in charge of that the mayor couldn't. So you people were afraid of him, and they also respected him. He was very smart, and he worked for a dollar a year. So what are you going to get him for? As Caro says, nobody is ready to be compared with Robert Moses. In fact, compares him with an act of nature. In other words, the person you can compare him with is God. That's the person. He put the rivers in. He put the hills in. He put the island in. Compare that to Moses, what Moses did. No other person could compare to that. That's a little bit of exaggeration, but when you really think about Robert Moses and you read the Power Broker, you are stunned by the scope of his achievement. Just stunned. And even beyond New York, when we think of the interstate highway system, which really starts in 1954, 55, 56, and which is 40-something thousand miles of interstate highways, those were built by Moses' men, people who had in their young life had worked with the parkways and expressways in and around New York City. So they were ready to go. So Moses and Moses also worked outside New York City, mostly inside New York City, but he achieved so much. So probably you need to understand it's not easy to get things done in New York. It's very, very dense, much twice as dense as any place in the United States and full of neighborhoods that feel like little cities and are little cities and that don't want change even today. A place like Austin, for example, is heavy into development, not New York. You want to build a tall building in New York, you got to fight for it. And the fact that he did so much in the face of opposition speaks a lot to his methods and the way he… How did Moses do what he did? That is a huge question because it isn't happening anymore, certainly not in New YorkDwarkesh Patel 0:06:22City. Yeah. And that's really why I actually wanted to talk to you and talk about this book because the Power Broker was released in 1974 and at the time New York was not doing well, which is to put it mildly. But today the crisis we face is one where we haven't built significant public works in many American cities for decades. And so it's interesting to look back on a time when we could actually get a lot of public works built very quickly and very efficiently and see if maybe we got our characterization of the people at the time wrong. And that's where your 2007 book comes in. So I'm curious, how was the book received 50 years after, or I guess 40 years after the Power Broker was released? What was the reception like? How does the intellectual climate around these issues change in that time?Kenneth Jackson 0:07:18The Power Broker is a stunning achievement, but you're right. The Power Broker colon Robert Moses and the fall of New York. He's thinking that in the 1970s, which is the… In New York's 400-year history, we think of the 1970s as being the bottom. City was bankrupt, crime was going up, corruption was all around. Nothing was working very well. My argument in the subtitle of the 2007 book or that article is Robert Moses and the rise of New York. Arguing that had Robert Moses not lived, not done what he did, New York would have followed the trail of maybe Detroit and St. Louis and Cincinnati and Pittsburgh and most cities in the Northeast and Midwest, which really declined. New York City really hasn't declined. It's got more people now than it ever did. It's still a number one city in the world, really, by most of our standards. It's the global leader, maybe along with London. At one point in the 1980s, we thought it might be Tokyo, which is the largest city in the world, but it's no longer considered competitive with New York. I say London too because New York and London are kind of alone at the top. I think Robert Moses' public works, activities, I just don't know that you could have a New York City and not have expressways. I don't like the Cross Bronx expressway either and don't want to drive on it. How can you have a world in which you can't go from Boston to San Francisco? You had to have it. You have to have some highways and Carroll had it exactly wrong. He talked about Moses and the decline of public transit in New York. Actually what you need to explain in New York is why public transit survived in New York, wherein most other American cities, the only people who use public transit are the losers. Oh, the disabled, the poor and stuff like that. In New York City, rich people ride the subway. It's simply the most efficient way to get around and the quickest. That question needs, some of the things need to be turned on its head. How did he get it done? How did he do it without scandal? I mean, when you think about how the world is in our time, when everything has either a financial scandal or a sexual scandal attached to it, Moses didn't have scandals. He built the White Stone Bridge, for example, which is a gigantic bridge connecting the Bronx to Queens. It's beautiful. It was finished in the late 1930s on time and under budget. Actually a little earlier. There's no such thing as that now. You're going to do a big public works project and you're going to do it on time. And also he did it well. Jones Beach, for example, for generations has been considered one of the great public facilities on earth. It's gigantic. And he created it. You know, I know people will say it's just sand and water. No, no, it's a little more complicated than that. So everything he did was complicated. I mean, I think Robert Caro deserves a lot of credit for doing research on Moses, his childhood, his growing up, his assertion that he's the most important person ever to live in and around New York. And just think of Franklin Roosevelt and all the people who lived in and around New York. And Moses is in a category by himself, even though most Americans have never heard of Robert Moses. So his fame is still not, that book made him famous. And I think his legacy will continue to evolve and I think slightly improve as Americans realize that it's so hard, it's hard to build public works, especially in dense urban environments. And he did it.0:11:13 How Moses Gained PowerDwarkesh Patel 0:11:33Yeah. There's so much to talk about there. But like one of the interesting things from the Power Broker is Caro is trying to explain why governors and mayors who were hesitant about the power that Moses was gaining continued to give him more power. And there's a section where he's talking about how FDR would keep giving him more positions and responsibilities, even though FDR and Moses famously had a huge enmity. And he says no governor could look at the difficulty of getting things built in New York and not admire and respect Moses' ability to do things, as he said, efficiently, on time, under budget, and not need him, essentially. But speaking of scandal, you talked about how he didn't take salary for his 12 concurrent government roles that he was on. But there's a very arresting anecdote in the Power Broker where I think he's 71 and his daughter gets cancer. And for the first time, I think he had to accept, maybe I'm getting the details wrong, but he had to accept salary for working on the World's Fair because he didn't have enough. He was the most powerful person in New York, and he didn't have enough money to pay for his daughter's cancer. And even Caro himself says that a lot of the scandals that came later in his life, they were just kind of trivial stuff, like an acre of Central Park or the Shakespeare in the park. Yeah, it wasn't... The things that actually took him down were just trivial scandals.Kenneth Jackson 0:13:07Well, in fact, when he finally was taken down, it took the efforts of a person who was almost considered the second most powerful person in the United States, David Rockefeller, and the governor of New York, both of whom were brothers, and they still had a lot of Moses to make him kind of get out of power in 1968. But it was time. And he exercised power into his 70s and 80s, and most of it was good. I mean, the bridges are remarkable. The bridges are gorgeous, mostly. They're incredible. The Throgs Neck Bridge, the Verrazano Narrows Bridge, the Triborough Bridge, they're really works of art. And he liked to build things you could see. And I think the fact that he didn't take money was important to it. You know, he was not poor. I wouldn't say he's not wealthy in New York terms, but he was not a poor person. He went to Yale as a Jewish person, and let's say in the early 20th century, that's fairly unusual and he lived well. So we can't say he's poor, but I think that Carol was right in saying that what Moses was after in the end was not sex and not power, and not sex and not money. Power. He wanted power. And boy, did he get it.Dwarkesh Patel 0:14:37Well, there's a good review of the book from, I'm not sure if I remember the last name, but it was Philip Lopgate or something. Low paid, I think.Kenneth Jackson 0:14:45Okay.Dwarkesh Patel 0:14:46And he made a good point, which was that the connotation of the word power is very negative, but it's kind of a modern thing really to have this sort of attitude towards power that like somebody who's just seeking it must necessarily have suspicious motivations. If Moses believed, and in fact, he was probably right in believing that he was just much more effective at building public works for the people that live in New York, was it irrational of him or was it selfish of him to just desire to work 14 hour days for 40 years on end in order to accumulate the power by which he could build more public works? So there's a way of looking at it where this pursuit of power is not itself troubling.Kenneth Jackson 0:15:36Well, first of all, I just need to make a point that it's not just New York City. I mean, Jones Beach is on Long Island. A lot of those highways, the Northern State Parkway, the Southern State Parkway are built outside the city and also big projects, the Power Authority in upstate New York. He also was consultant around the world in cities and transportation. So his influence was really felt far beyond New York City. And of course, New York City is so big and so important. I think also that we might want to think about, at least I think so, what do I say, the counterfactual argument. Can you imagine? I can remember when I was in the Air Force, we lived next door to a couple from New York City. We didn't know New York City at the time. And I can't remember whether she or he was from the Bronx or Brooklyn, but they had they made us understand how incredibly much he must have loved her to go to Brooklyn or the Bronx to see her and pick her up for days and stuff like this. You couldn't get there. I mean, it would take you three hours to go from the Rockaways in Brooklyn to somewhere in the Northern Bronx. But the roads that Moses built, you know, I know at rush hour they're jammed, but you know, right this minute on a Sunday, you can whiz around New York City on these expressways that Moses built. It's hard to imagine New York without. The only thing Moses didn't do was the subway, and many people have criticized him because the subways were deteriorated between the time they were built in the early part of the 20th century in 1974 when Carol wrote to Power Broker. But so had public transit systems all over the United States. And the public transit system in New York is now better than it was 50 years ago. So that trajectory has changed. And all these other cities, you know, Pittsburgh used to have 600,000 people. Now it has 300,000. Cleveland used to have 900,000 and something. Now it's below five. Detroit used to have two million. Now it's 600 something thousand. St. Louis used to have 850,000. Now it's three hundreds. I mean, the steep drop in all these other cities in the Midwest and Northeast, even Washington and even Boston and Philadelphia, they all declined except New York City, which even though it was way bigger than any of them in 1950 is bigger now than it was then. More people crammed into this small space. And Moses had something to do with that.0:18:22 Would NYC Have Fallen Without Moses?Dwarkesh Patel 0:18:22Yeah, yeah, yeah. You write in the book and I apologize for quoting you back to yourself, but you write, had the city not undertaken a massive program of public works between 1924 and 1970, had it not built the arterial highway system and had it not relocated 200,000 people from old law tenements to new public housing projects, New York would not have been able to claim in the 1990s that it was a capital of the 20th century. I would like to make this connection more explicit. So what is the reason for thinking that if New York hadn't done urban renewal and hadn't built the more than 600 miles of highways that Moses built there, that New York would have declined like these other cities in the Northeast and the Midwest?Kenneth Jackson 0:19:05Well, I mean, you could argue, first of all, and friends of mine have argued this, that New York is not like other cities. It's a world city and has been and what happens to the rest of the United States is, I accept a little bit of that, but not all of it. You say, well, New York is just New York. And so whatever happens here is not necessarily because of Moses or different from Detroit, but I think it's important to realize its history has been different from other American cities. Most American cities, especially the older cities, have been in relative decline for 75 years. And in some ways New York has too. And it was its relative dominance of the United States is less now than because there's been a shift south and west in the United States. But the prosperity of New York, the desire of people to live in it, and after all, one of its problems is it's so expensive. Well, one reason it's expensive is people want to live there. If they didn't want to live there, it would be like Detroit. It'd be practically free. You know what I mean? So there are answers to these issues. But Moses' ways, I think, were interesting. First of all, he didn't worry about legalities. He would start an expressway through somebody's property and dare a judge to tell him to stop after the construction had already started. And most of the time, Moses, he was kind of like Hitler. It was just, I don't mean to say he was like Hitler. What I mean is, but you have such confidence. You just do things and dare other people to change it. You know what I mean? I'm going to do it. And most people don't have that. I think there's a little bit of that in Trump, but not as much. I mean, I don't think he has nearly the genius or brains of Moses. But there's something to self-confidence. There's something to having a broad vision. Moses liked cities, but he didn't like neighborhoods or people. In other words, I don't think he loved New York City. Here's the person who is more involved. He really thought everybody should live in suburbs and drive cars. And that was the world of the future. And he was going to make that possible. And he thought all those old law tenements in New York, which is really anything built before 1901, were slums. And they didn't have hot and cold water. They often didn't have bathrooms. He thought they should be destroyed. And his vision was public housing, high-rise public housing, was an improvement. Now I think around the United States, we don't think these high-rise public housing projects are so wonderful. But he thought he was doing the right thing. And he was so arrogant, he didn't listen to people like Jane Jacobs, who fought him and said, you're saying Greenwich Village is a slum? Are you kidding me? I mean, he thought it was a slum. Go to Greenwich Village today. Try to buy anything for under a million dollars. I mean, it doesn't exist. You know what I mean? I mean, Greenwich Village, and he saw old things, old neighborhoods, walking, is hopelessly out of date. And he was wrong. He was wrong about a lot of his vision. And now we understand that. And all around the country, we're trying to revitalize downtowns and reduce our dependence on fossil fuels and gasoline and cars. But Moses didn't see the world that way. It's interesting. He never himself drove a car. Can you believe that the man who had more influence on the American car culture, probably even than Henry Ford, himself was always driven. He was chauffeured. In fact, he was so busy that Carol talks about him as having two limousines behind each other. And he would have a secretary in one, and he would be dealing with business and writing letters and things like this. And then she would have all she could do. They would pull off to the side of the road. She would get out of his car. The car that was following would discharge the secretary in that car. They would switch places. And the fresh secretary would get in the backseat, Moses, and they would continue to work. And the first secretary would go to type up whatever she had to do. He worked all the time. He really didn't have much of a private life. There are not many people like Robert Moses. There are people like Robert Moses, but not so many, and he achieved his ideal. I think that there are so many ironies there. Not only did he not drive himself, he didn't appreciate so much the density of New York, which many people now love, and it's getting more dense. They're building tall buildings everywhere. And he didn't really appreciate the diversity, the toleration. He didn't care about that, but it worked. And I just think we have to appreciate the fact that he did what was impossible, really impossible, and nobody else could have done what he did. And if we hadn't done it then, he sure as heck wouldn't be able to do it in the 21st century, when people are even more litigious. You try to change the color of a door in New York City, and there'll be—you try to do something positive, like build a free swimming pool, fix up an old armory and turn it into a public—there'll be people who'll fight you. I'm not kidding this. And Moses didn't care. He says, I'm going to do this. When he built the Cross Bronx Expressway, which in some ways is—it was horrible what he did to these people, but again, Carol mischaracterizes what happened. But it's a dense working class—let's call it Jewish neighborhood—in the early 1950s. And Roses decides we need an interstate highway or a big highway going right through it. Well, he sent masses of people letters that said, get out in 90 days. He didn't mean 91 days. He meant—he didn't mean let's argue about it for four years. Let's go to legit—Moses meant the bulldozers will be bulldozing. And that kind of attitude, we just don't have anymore. And it's kind of funny now to think back on it, but it wasn't funny to the people who got evicted. But again, as I say, it's hard to imagine a New York City without the Cross Bronx Expressway. They tore down five blocks of dense buildings, tore them down, and built this road right through it. You live—and they didn't worry about where they were going to rehouse them. I mean, they did, but it didn't work. And now it's so busy, it's crowded all the time. So what does this prove? That we need more roads? But you can't have more roads in New York because if you build more roads, what are you going to do with the cars? Right now, the problem is there are so many cars in the city, there's nothing to do. It's easy to get around in New York, but what are you going to do with the car? You know, the car culture has the seeds of its own destruction. You know, cars just parking them or putting them in a garage is a problem. And Moses didn't foresee those. He foreseed you're all going to live in the Long Island suburbs or Westchester suburbs or New Jersey suburbs. Park your car in your house and come in the city to work. Now, the city is becoming a place to live more than a place to work. So what they're doing in New York as fast as they can is converting office buildings into residential units. He would never have seen that, that people would want to live in the city, had options that they would reject a single family house and choose high rise and choose the convenience of going outside and walking to a delicatessen over the road, driving to a grocery store. It's a world he never saw.0:27:31 Moses the Startup Founder?Dwarkesh Patel 0:27:31Yeah, yeah. Yeah. Like the thing you pointed out earlier about him having the two limousines and then the enormous work ethic and then the 90 day eviction. I mean, I'm a programmer and I can recognize this trope immediately. Right. Robert Moses was a startup founder, but in government, you know, that attitude is like, yeah, it's like Silicon Valley. That's like we all recognize that.Kenneth Jackson 0:27:54And I think we should we should we should go back to what you said earlier about why was it that governors or mayors couldn't tell him what to do? Because there are many scenes in the power broker where he will go to the mayor who wants to do something else. And Moses would, damn it. He'd say, damn it, throw his pages on the desk and say, sign this. This is my resignation. You know, OK. And I'm out of here because the mayors and governors love to open bridges and highways and and do it efficiently and beautifully. And Moses could do that. Moses could deliver. And the workers loved him because he paid union wages, good wages to his workers. And he got things done and and things like more than 700 playgrounds. And it wasn't just grand things. And even though people criticize the 1964 World's Fair as a failure and financially it was a failure, but still tens of millions of people went there and had a good time. You know, I mean, even some of the things were supposedly were failures. Failures going to home, according to the investment banker, maybe, but not to the people who went there.Dwarkesh Patel 0:29:20Right. Yeah. And I mean, the point about the governors and mayors needing him, it was especially important to have somebody who could like work that fast. If you're going to get reelected in four years or two years, you need somebody who can get public works done faster than they're done today. Right. If you want to be there for the opening. Yeah, exactly.Kenneth Jackson 0:29:36And it's important to realize, to say that Moses did try public office once.Dwarkesh Patel 0:29:41Yeah.Kenneth Jackson 0:29:42And I think it's true that he lost by more than anybody in the history of New York. He was not, you know, he was not an effective public speaker. He was not soft and friendly and warm and cuddly. That's not Robert Moses. The voters rejected him. But the people who had power and also Wall Street, because you had to issue bonds. And one of the ways that Moses had power was he created this thing called the Traverse Bridge and Tunnel Authority to build the Traverse Bridge. Well, now, if in Portland, Oregon, you want to build a bridge or a road, you issue a couple hundred million dollars worth of bonds to the public and assign a value to it. Interest rate is paid off by the revenue that comes in from the bridge or the road or whatever it is. Normally, before, normally you would build a public works and pay for it itself on a user fees. And when the user fees paid it off, it ended. But what Moses, who was called the best bill drafter in Albany, which was a Moses term, he said he was somewhere down in paragraph 13, Section G, say, and the chairman can only be removed for cause. What that meant was when you buy a bond for the Traverse Bridge or something else, you're in a contract, supported by the Supreme Court. This is a financial deal you're making with somebody. And part of the contract was the chairman gets to stay unless he does something wrong. Well, Moses was careful not to do anything wrong. And it also would continue. You would get the bond for the Traverse Bridge, but rather than pay off the Traverse Bridge, he would build another project. It would give him the right to continually build this chain of events. And so he had this massive pot of money from all these initially nickels and dimes. Brazil made up a lot of money, the 30s and 40s and 50s and 60s, to spend more money and build more bridges and build more roads. And that's where he had his power. And the Wall Street, the big business loved him because they're issuing the bonds. The unions loved him because they're paying the investors. Now what Carroll says is that Moses allowed the investors an extra quarter percent, I think a quarter percent or half percent on bonds, but they all sold out. So everybody was happy. And was that crooked? It wasn't really illegal. But it's the way people do that today. If you're issuing a bond, you got to figure out what interest am I going to pay on this that will attract investors now.0:32:34 The Case Against Moses HighwaysDwarkesh Patel 0:32:34And the crucial thing about these tales of graft is that it never was about Moses trying to get rich. It was always him trying to push through a project. And obviously that can be disturbing, but it is a completely different category of thing, especially when you remember that this was like a corrupt time in New York history. It was like after Tammany Hall and so on. So it's a completely different from somebody using their projects to get themselves rich. But I do want to actually talk in more detail about the impact of these roads. So obviously we can't, the current system we have today where we just kind of treat cities as living museums with NIMBYism and historical preservation, that's not optimal. But there are examples, at least of Carroll's, about Moses just throwing out thousands of people carelessly, famously in that chapter on the one mile, how Moses could have diverted the cross Bronx expressway one mile and prevented thousands of people from getting needlessly evicted. So I'm just going to list off a few criticisms of his highway building and then you can respond to them in any order you want. So one of the main criticisms that Carroll makes is that Moses refused to add mass transit to his highways, which would have helped deal with the traffic problem and the car problem and all these other problems at a time when getting the right of way and doing the construction would have been much cheaper. Because of his dislike for mass transit, he just refused to do that. And also the prolific building of highways contributed to urban sprawl, it contributed to congestion, it contributed to neighborhoods getting torn apart if a highway would crossKenneth Jackson 0:34:18them.Dwarkesh Patel 0:34:19So a whole list of criticisms of these highways. I'll let you take it in any order you want.Kenneth Jackson 0:34:27Well first of all, Moses response was, I wasn't in charge of subways. So if you think the subways deteriorated or didn't build enough, find out who was in charge of them and blame that person. I was in charge of highways and I built those. So that's the first thing.Dwarkesh Patel 0:34:41But before you answer that, can I just ask, so on that particular point, it is true that he wasn't in charge of mass transit, but also he wasn't in charge of roads until he made himself responsible for roads, right? So if he chose to, he could have made himself responsible for mass transit and taken careKenneth Jackson 0:34:56of it. Maybe, although I think the other thing about it is putting Moses in a broader historical concept. He was swimming with the tide of history. In other words, history when he was building, was building Ford Motor Company and General Motors and Chrysler Corporation and building cars by the millions. I mean, the automobile industry in the United States was huge. People thought any kind of rail transit was obsolete and on the way out anyway. So let's just build roads. I mean, that's what the public wanted. He built what the public wanted. It's not what I was looking historically. I don't think we did the right thing, but we needed to join the 20th century. New York could have stayed as a quaint, I don't know, quaint is not the right word, but it's a distinctly different kind of place where everybody walks. I just don't think it would have been the same kind of city because there are people who are attached to their cars in New York. And so the sprawl in New York, which is enormous, nobody's saying it wasn't, spreads over 31 counties, an area about as large as the state of Connecticut, about as large as the Netherlands is metropolitan New York. But it's still relatively, I don't want to say compact, but everybody knows where the center is. It's not that anybody grows up in New York at 16 and thinks that the world is in some mall, you know, three miles away. They all know there is a center and that's where it is. It's called Manhattan. And that's New York and Moses didn't change that for all of his roads. There's still in New York a definite center, skyscrapers and everything in the middle. And it's true, public transit did decline. But you know those, and I like Chicago, by the way, and they have a rail transit from O'Hare down to Dan Ryan, not to Dan Ryan, but the JFK Expressway, I think. And it works sort of, but you got to walk a ways to get on. You got to walk blocks to get in the middle of the expressway and catch the train there. It's not like in New York where you just go down some steps. I mean, New York subway is much bigger than Chicago and more widely used and more. And the key thing about New York, and so I think what Carol was trying to explain and your question suggests this, is was Moses responsible for the decline of public transit? Well, he was building cars and roads and bridges. So in that sense, a little bit, yes. But if you look at New York compared to the rest of the United States, it used to be that maybe 20 percent of all the transit riders in the United States were in the New York area. Now it's 40 percent. So if you're looking at the United States, what you have to explain is why is New York different from the rest of the United States? Why is it that when I was chairman or president of the New York Historical Society, we had rich trustees, and I would tell them, well, I got here on a subway or something. They would think, I would say, how do you think I got here? Do you know what I mean? I mean, these are people who are close to billionaires and they're saying they used the subway. If you're in lower Manhattan and you're trying to get to Midtown and it's raining, it's five o'clock, you've got to be a fool to try to get in your own limousine. It isn't going to get you there very quickly. A subway will. So there are reasons for it. And I think Moses didn't destroy public transit. He didn't help it. But his argument was he did. And that's an important distinction, I think. But he was swimming with history. He built what the public wanted. I think if he had built public transit, he would have found it tougher to build. Just for example, Cincinnati built a subway system, a tunnel all through the city. It never has opened. They built it. You can still see the holes in the ground where it's supposed to come out. By the time they built it, people weren't riding trains anymore. And so it's there now and they don't know what to do with it. And that's 80 years ago. So it's a very complicated—I don't mean to make these issues. They're much more complex than I'm speaking of. And I just think it's unfair to blame Moses for the problems of the city. I think he did as much as anybody to try to bring the city into the 21st century, which he didn't live to. But you've got to adopt. You've got to have a hybrid model in the world now. And I think the model that America needs to follow is a model where we reduce our dependence on the cars and somehow ride buses more or use the internet more or whatever it is, but stop using so much fossil fuels so that we destroy our environment. And New York, by far, is the most energy efficient place in the United States. Mainly because you live in tall buildings, you have hot floors. It doesn't really cost much to heat places because you're heating the floor below you and above you. And you don't have outside walls. And you walk. New Yorkers are thinner. Many more people take buses and subways in New York than anywhere else in the United States, not just in absolute terms, in relative terms. So they're helping. It's probably a healthier lifestyle to walk around. And I think we're rediscovering it. For example, if you come to New York between Thanksgiving and Christmas, there's so many tourists in the city. I'm not making this up. That there is gridlock on the sidewalks around. The police have to direct the traffic. And in part, it's because a Detroit grandmother wants to bring her granddaughter to New York to see what Hudson's, which is a great department store in Detroit or in any city. We could be rich as in Atlanta, Fox, G Fox and Hartford. Every city had these giant department and windows where the Santa Claus is and stuff like this. You can still go to New York and see that. You can say, Jane, this is the way it used to be in Detroit. People ringing the bells and looking at the store windows and things like that. A mall can't recapture that. It just can't. You try, but it's not the same thing. And so I think that in a way, Moses didn't not only did he not destroy New York. I think he gets a little bit of credit for saving it because it might have been on the way to Detroit. Again, I'm not saying that it would have been Detroit because Detroit's almost empty. But Baltimore wasn't just Baltimore, it's Cleveland. It's every place. There's nobody there anymore. And even in New York, the department stores have mostly closed, not all of them. And so it's not the same as it was 80 years ago, but it's closer to it than anywhere else.Dwarkesh Patel 0:42:16OK, so yes, I'm actually very curious to get your opinion on the following question. Given the fact that you are an expert on New York history and you know, you've written the encyclopedia, literally written the encyclopedia on New York City.Kenneth Jackson 0:42:30800 people wrote the encyclopedia. I just took all the credit for it.Dwarkesh Patel 0:42:34I was the editor in chief. So I'm actually curious, is Caro actually right that you talked about the importance just earlier about counterfactual history. So I'm curious if Caro is actually right about the claim that the neighborhoods through which Moses built his highways were destroyed in a way that neighborhoods which were in touch by the highways weren't. Sorry for the confusing phrasing there. But basically, was there like a looking back on all these neighborhoods? Is there a clear counterfactual negative impact on the neighborhoods in which Moses built his highways and bridges and so on?Kenneth Jackson 0:43:10Well, Moses, I mean, Caro makes that argument mostly about East Tremont and places like that in the Bronx where the Cross Bronx Expressway passed through. And he says this perfectly wonderful Jewish neighborhood that was not racially prejudiced and everybody was happy and not leaving was destroyed by Moses. Well, first of all, as a historian of New York City, or for that matter, any city, if a student comes to you and says, that's what I found out, you said, well, you know, that runs counter to the experience of every city. So let's do a little more work on that. Well, first of all, if you look at the census tracts or the residential security maps of S.H.A. You know, it's not true. First of all, the Jews were leaving and had nothing to do with the thing. They didn't love blacks. And also, if you look at other Jewish, and the Bronx was called the Jewish borough at the time, those neighborhoods that weren't on the Cross Bronx Expressway all emptied out mostly. So the Bronx itself was a part of New York City that followed the pattern of Detroit and Baltimore and Cleveland. Bronx is now coming back, but it's a different place. So I think it's, well, I've said this in public and I'll pay you for this. Carol wouldn't know those neighborhoods if he landed there by parachute. They're much better than he ever said they were. You know, he acted like if you went outside near the Bronx County Courthouse, you needed a wagon train to go. I mean, I've taken my students there dozens of times and shown them the people, the old ladies eating on the benches and stuff like this. Nobody's mugging them. You know, he just has an outsider's view. He didn't know the places he was writing about. But I think Carol was right about some things. Moses was personally a jerk. You can make it stronger than that, but I mean, he was not your friendly grandfather. He was arrogant. He was self-centered. He thought he knew the truth and you don't. He was vindictive, ruthless, but some of those were good. You know, now his strategies, his strategies in some were good. He made people building a beach or a building feel like you're building a cathedral. You're building something great and I'm going to pay you for it and let's make it good. Let's make it as best as we can. That itself is a real trick. How do you get people to think of their jobs as more than a job, as something else? Even a beach or a wall or something like that to say it's good. He also paid them, so that's important that he does that and he's making improvements. He said he was improving things for the people. I don't know if you want to talk about Jane Jacobs, who was his nemesis. I tend to vote with Jane Jacobs. Jane Jacobs and I agree on a lot of things or did before she died a few years ago. Jane Jacobs saw the city as intricate stores and people living and walking and knowing each other and eyes on the street and all these kinds of things. Moses didn't see that at all. He saw the city as a traffic problem. How do we tear this down and build something big and get people the hell out of here? That was a mistake. Moses made mistakes. What Moses was doing was what everybody in the United States was doing, just not as big and not as ruthless and not as quick. It was not like Moses built a different kind of world that exists in Kansas City. That's exactly what they did in Kansas City or every other city. Blow the damn roads to the black neighborhoods, build the expressway interchanges, my hometown of Memphis crisscrossed with big streets, those neighborhoods gone. They're even more extensive in places like Memphis and Kansas City and New Orleans than they are in New York because New York builds relatively fewer of them. Still huge what he built. You would not know from the power broker that Los Angeles exists. Actually Los Angeles was building freeways too. Or he says that New York had more federal money. Then he said, well, not true. I've had students work on Chicago and Chicago is getting more money per person than New York for some of these projects. Some of the claims, no doubt he got those from Moses' own records. If you're going to write a book like this, you got to know what's going on other places. Anyway, let's go back to your questions.Dwarkesh Patel 0:48:10No, no. That was one of the things I was actually going to ask you about, so I was glad to get your opinion on that. You know, actually, I've been preparing for this interview and trying to learn more about the impact of these different projects. I was trying to find the economic literature on the value of these highways. There was a National Bureau of Economic Research paper by Morgan Foy, or at least a digest by Morgan Foy, where he's talking about the economic gains from highways. He says, the gains tend to be largest in areas where roads connect large economic hubs where few alternative routes exist. He goes on to say, two segments near New York City have welfare benefits exceeding $500 million a year. Expanding the Long Island Expressway had an estimated economic value of $719 million, which I think was Moses. He says, of the top 10 segments with the highest rate of return, seven are in New York City area. It turns out that seven of the top 10 most valuable highway segments in America are in New York. Reading that, it makes me suspect that there must have been... The way Cairo paints Moses' planning process, it's just very impulsive and feelings-based and almost in some cases, out of malice towards poor people. Given that a century later, it seems that many of the most valuable tracks of highways were planned and built exactly how Moses envisioned, it makes you think that there was some sort of actual intelligent deliberation and thought that was put into where they were placed.Kenneth Jackson 0:50:32I think that's true. I'm not saying that the automobile didn't have an economic impact. That's what Moses was building for. He would probably endorse that idea. I think that what we're looking at now in the 21st century is the high value put on places that Moses literally thought were something. He was going to run an expressway from Brooklyn through lower Manhattan to New Jersey and knock down all these buildings in Greenwich Village that people love now. Love. Even movie stars, people crowd into those neighborhoods to live and that he saw it as a slum. Well, Moses was simply wrong and Cairo puts him to task for that. I think that's true.0:51:24 The Rise of NIMBYismDwarkesh Patel 0:51:24Okay. Professor Jackson, now I want to discuss how the process of city planning and building projects has changed since Moses' time. We spent some good amount of time actually discussing what it was like, what Moses actually did in his time. Last year, I believe, you wrote an op-ed in the Wall Street Journal talking about how the 27-story building in Manhattan was put in limbo because the parking lot, which we would replace, was part of a historic district. What is it like to actually build a skyscraper or a highway or a bridge or anything of that sort in today's New York City?Kenneth Jackson 0:52:06Well, I do think in the larger context, it's probably fair to say it's tougher to build in New York City than any other city. I mean, yeah, a little precious suburb, you may not deploy a skyscraper, but I mean, as far as the city is concerned, there'll be more opposition in New York than anywhere else.It's more dense, so just to unload and load stuff to build a building, how do you do that? You know, trucks have to park on the street. Everything is more complicated and thus more expensive. I think a major difference between Robert Moses' time and our own, in Robert Moses' time, historic preservation was as yet little known and little understood and little supported. And the view generally was building is good, roads are good, houses are good, and they're all on the way to a more modern and better world. We don't have the same kind of faith in the future that they did. We kind of like it like it is. Let's just sit on it. So I think we should say that Moses had an easier time of it than he would have had he lived today. It still wasn't an easy time, but easier than today. Yeah.Dwarkesh Patel 0:53:40Well, actually, can you talk more about what that change in, I guess, philosophy has been since then? I feel like that's been one of the themes of this podcast, to see how our cultural attitude towards progress and technology have changed.Kenneth Jackson 0:53:54Well, I think one reason why the power broker, Robert Carroll's famous book, received such popular acclaim is it fits in with book readers' opinions today, which is old is better. I mean, also, you got to think about New York City. If you say it's a pre-war apartment, you mean it's a better apartment. The walls are solid plaster, not fiber or board and stuff like that. So old has a reverence in New York that doesn't have in Japan. In Japan, they tear down houses every 15 years. So it's a whole different thing. We tend to, in this new country, new culture, we tend to value oldness in some places, especially in a place that's old like New York City. I mean, most Americans don't realize that New York is not only the most dense American city and the largest, but also really the oldest. I mean, I know there's St. Augustine, but that's taking the concept of what's a city to a pretty extreme things. And then there's Jamestown and Virginia, but there's nobody there, literally nobody there. And then where the pilgrims landed in Massachusetts, Plymouth plantation, that's totally rebuilt as a kind of a theme park. So for a place that's a city, it's Santa Fe a little bit in New Mexico, but it was a wide place on the road until after World War II. So the places that would be also, if you think cities, New York is really old and it's never valued history, but the historic preservation movement here is very strong.Dwarkesh Patel 0:55:33What is the reason for its resurgence? Is it just that, because I mean, it's had a big impact on many cities, right? Like I'm in San Francisco right now, and obviously like you can't tear down one of these Victorian houses to build the housing that like the city massively needs. Why have we like gained a reverence for anything that was built before like 80 years?Kenneth Jackson 0:55:56Because just think of the two most expensive places in the United States that could change a little bit from year to year, but usually San Francisco and New York. And really if you want to make it more affordable, if you want to drop the price of popsicles on your block, sell more popsicles. Have more people selling popsicles and the price will fall. But somehow they say they're going to build luxury housing when actually if you build any housing, it'll put downward pressure on prices, even at super luxury. But anyway, most Americans don't understand that. So they oppose change and especially so in New York and San Francisco on the basis that change means gentrification. And of course there has been a lot of gentrification. In World War II or right after, San Francisco was a working class city. It really was. And huge numbers of short and longshoremen live there. Now San Francisco has become the headquarters really in Silicon Valley, but a headquarters city is a tech revolution and it's become very expensive and very homeless. It's very complex. Not easy to understand even if you're in the middle of it.Dwarkesh Patel 0:57:08Yeah. Yeah. So if we could get a Robert Moses back again today, what major mega project do you think New York needs today that a Moses like figure could build?Kenneth Jackson 0:57:22Well if you think really broadly and you take climate change seriously, as I think most people do, probably to build some sort of infrastructure to prevent rising water from sinking the city, it's doable. You'd have to, like New Orleans, in order to save New Orleans you had to flood Mississippi and some other places. So usually there is a downside somewhere, but you could, that would be a huge project to maybe build a bridge, not a bridge, a land bridge from Brooklyn to Manhattan to prevent water coming in from the ocean because New York is on the ocean. And to think of something like that's really big. Some of the other big infrastructure projects, like they're talking about another tunnel under the river, Hudson River from New Jersey to New York, the problem with that is there are already too many cars in Manhattan. Anything that makes it easier to bring cars into Manhattan because if you've not been to New York you don't really understand this, but there's no place for anything. And if you bring more cars in, what are you going to do with them? If you build parking garages for all the cars that could come into the city, then you'd be building over the whole city. There'd be no reason to come here because it would all be parking garages or parking lots. So New York City simply won't work if you reduce the density or you get rid of underground transportation because it's all about people moving around underneath the streets and not taking up space as they do it. So it won't work. And of course, it's not the only city. Tokyo wouldn't work either or lots of cities in the world won't work increasingly without not just public transportation but underground public transportation where you can get it out of the way of traffic and stuff like that. Moses probably could have done that. He wouldn't have loved it as much as he loved bridges because he wanted you to see what he built. And there was an argument in the power broker, but he didn't really want the Brooklyn battle very tunnel built because he wanted to build a bridge that everybody could see. So he may not have done it with such enthusiasm. I actually believe that Moses was first and foremost a builder. He really wanted to build things, change things. If you said, we'll pay you to build tunnels, I think he would have built tunnels. Who knows? He never was offered that. That wasn't the time in which he lived. Yeah. Okay.Dwarkesh Patel 1:00:04And I'm curious if you think that today to get rid of, I guess the red tape and then the NIMBYism, would it just be enough for one man to accumulate as much influence as Moses had and then to push through some things or does that need to be some sort of systemic reform? Because when Moses took power, of course there was ours also that Tammany Hall machine that he had to run through, right? Is that just what's needed today to get through the bureaucracy or is something more needed?Kenneth Jackson 1:00:31Well, I don't think Robert Moses with all of his talents and personality, I don't think he could do in the 21st century what he did in the middle of the 20th century. I think he would have done a lot, maybe more than anybody else. But also I think his methods, his really bullying messages, really, really, he bullied people, including powerful people. I don't think that would work quite as easy today, but I do think we need it today. And I think even today, we found even now we have in New York, just the beginnings of leftists. I'm thinking of AOC, the woman who led the campaign against Amazon in New York saying, well, we need some development. If we want to make housing more affordable, somebody has got to build something. It's not that we've got more voter because you say you want affordable housing. You got to build affordable housing and especially you got to build more of it. So we have to allow people, we have to overturn the NIMBYism to say, well, even today for all of our concern about environmental change, we have to work together. I mean, in some ways we have to believe that we're in some ways in the same boat and it won't work if we put more people in the boat, but don't make the boat any bigger. Yeah.Dwarkesh Patel 1:01:59But when people discuss Moses and the power accumulated, they often talk about the fact that he took so much power away from democratically elected officials and the centralized so much power in himself. And obviously the power broker talks a great deal about the harms of that kind of centralization. But I'm curious having studied the history of New York, what are the benefits if there can be one coordinated cohesive plan for the entire city? So if there's one person who's designing all the bridges, all the highways, all the parks, is something more made possible that can be possible if like multiple different branches and people have their own unique visions? I don't know if that question makes sense.Kenneth Jackson 1:02:39That's a big question. And you've got to put a lot of trust into the grand planner, especially if a massive area of 20, 25 million people, bigger than the city, I'm not sure what you're really talking about. I think that in some ways we've gone too far in the ability to obstruct change, to stop it. And we need change. I mean, houses deteriorate and roads deteriorate and sewers deteriorate. We have to build into our system the ability to improve them. And now in New York we respond to emergencies. All of a sudden a water main breaks, the street collapses and then they stop everything, stop the water main break and repair the street and whatever it is. Meanwhile in a hundred other places it's leaking, it's just not leaking enough to make the road collapse. But the problem is there every day, every minute. Right. Yeah, yeah, yeah.1:03:44 Is Progress CyclicalDwarkesh Patel 1:03:44I'm curious, as a professor, I mean you've studied American history. Do you just see this as a cyclical thing where you have periods where maybe one person has too much power to periods where there's dispersed vitocracy and sclerosis and then you're just going to go through these cycles? Or how do you see that in the grand context of things, how do you see where we are, where we were during Moses and where we might be in the future?Kenneth Jackson 1:04:10Well you're right to say that much of life is cyclical. And there is a swing back and forth. But having said that, I think the person like Robert Moses is unusual, partly because he might have gone on to become a hedge fund person or didn't have hedge funds when he was around. But you know, new competitor to Goldman Sachs, I mean he could have done a lot of things, maybe been a general. He wanted to have power and control. And I think that's harder to accumulate now. We have too much power. You can demonstrate and you can stop anything. We love demonstrations in the United States. We respect them. We see it as a visible expression of our democracy, is your ability to get on the streets and block the streets. But you know, still you have to get to work. I mean at some point in the day you've got to do something. And yeah, Hitler could have done a lot of things if he wanted to. He could have made Berlin into a... But you know, if you have all the power, Hitler had a lot of it. If he turned Berlin into a colossal city, he was going to make it like Washington but half-sive. Well Washington has already got its own issues. The buildings are too big. Government buildings don't have life on the street and stuff like this. Like Hitler would destroy it forever because you build a monumental city that's not for people. And I think that was probably one of Moses' weak points is unlike Jane Jacobs who saw people. Moses didn't see people. He saw bridges. He saw highways. He saw tunnels. He saw rivers. He saw the city as a giant traffic problem. Jane Jacobs, who was a person without portfolio most of her life except of her own powers of judgment and persuasion, she thought, well what is the shoe repairman got to do with the grocery store, got to do with the school, got to do with something else? She saw what Moses didn't see. She saw the intricacies of the city. He saw a giant landscape. She saw the block, just the block.Dwarkesh Patel 1:06:45Yeah there's a common trope about socialist and communist which is that they love humanity in the abstract but they hate people as individuals. And it's like I guess one way to describe Robert Moses. It actually kind of reminds me of one of my relatives that's a doctor and he's not exactly a people person. And he says like, you know, I hate like actually having to talk to the patients about like, you know, like ask them questions. I just like the actual detective work of like what is going on, looking at the charts and figuring out doing the diagnosis. Are you optimistic about New York? Do you think that in the continuing towards the end of the 21st century and into the 22nd century, it will still be the capital of the world or what do you think is the future ofKenneth Jackson 1:07:30the city? Well, The Economist, which is a major publication that comes out of England, recently predicted that London and New York would be in 2100 what they are today, which is the capitals of the world. London is not really a major city in terms of population, probably under 10 million, much smaller than New York and way smaller than Tokyo. But London has a cosmopolitan, heterogeneous atmosphere within the rule of law. What London and New York both offer, which Shanghai doesn't or Hong Kong doesn't at the moment is a system so if you disagree, you're not going to disappear. You know what I mean? It's like there's some level of guarantee that personal safety is sacred and you can say what you want. I think that's valuable. It's very valuable. And I think the fact that it's open to newcomers, you can't find a minority, so minority that they don't have a presence in New York and a physical presence. I mean, if you're from Estonia, which has got fewer people than New York suburbs, I mean individual New York suburbs, but there's an Estonian house, there's Estonian restaurants, there's, you know, India, Pakistan, every place has got an ethnic presence. If you want it, you can have it. You want to merge with the larger community, merge with it. That's fine. But if you want to celebrate your special circumstances, it's been said that New York is everybody's second home because you know if you come to New York, you can find people just like yourself and speaking your language and eating your food and going to your religious institution. I think that's going to continue and I think it's not only what makes the United States unusual, there are a few other places like it. Switzerland is like it, but the thing about Switzerland that's different from the United States is there are parts of Switzerland that are most of it's Swiss German and parts of it's French, but they stay in their one places, you know what I mean? So they speak French here and they speak German there. You know, Arizona and Maine are not that different demographically in the United States. Everybody has shuffled the deck several times and so I think that's what makes New York unique. In London too. Paris a little bit. You go to the Paris underground, you don't even know what language you're listening to. I think to be a great city in the 21st century, and by the way, often the Texas cities are very diverse, San Francisco, LA, very diverse. It's not just New York. New York kind of stands out because it's bigger and because the neighborhoods are more distinct. Anybody can see them. I think that's, and that's what Robert Moses didn't spend any time thinking about. He wasn't concerned with who was eating at that restaurant. Wasn't important, or even if there was a restaurant, you know? Whereas now, the move, the slow drift back towards cities, and I'm predicting that the pandemic will not have a permanent influence. I mean, the pandemic is huge and it's affected the way people work and live and shop and have recreation. So I'm not trying to blow it off like something else, but I think in the long run, we are social animals. We want to be with each other. We need each other, especially if you're young, you want to be with potential romantic partners. But even other people are drawn. Just a few days ago, there was a horrible tragedy in Seoul, Korea. That's because 100,000 young people are drawn to each other. They could have had more room to swing their arms, but they wanted to crowd into this one alley because that's where other people were. They wanted to go where other people were. That's a lot about the appeal of cities today. We've been in cars and we've been on interstate highways. At the end of the day, we're almost like cats. We want to get together at night and sleep on each other or with each other. I think that's the ultimate. It's not for everybody. Most people would maybe rather live in a small town or on the top of a mountain, but there's a percentage of people. Let's call it 25% who really want to be part of the tumble in the tide and want to be things mixed up. They will always want to be in a place like New York. There are other places, San Francisco, Boston, Philadelphia a little bit. They're not mainly in the United States, but in Europe, Copenhagen. Copenhagen is not a big city, neither is Prague, but they have urbanity. New York has urbanity. I think we don't celebrate urbanity as much as we might. The pure joy of being with others.1:12:36 Friendship with CaroDwarkesh Patel 1:12:36Yeah. I'm curious if you ever got a chance to talk to Robert Caro himself about Moses at someKenneth Jackson 1:12:45point. Robert Caro and I were friends. In fact, when the power broker received an award, the Francis Parkman Prize from the Society of American Historians, it turned out we lived near each other in the Bronx. And I drove him home and we became friends and social friends. And I happened to be with him on the day that Robert Moses died. We were with our wives eating out in a neighborhood called Arthur Avenue. The real Little Italy of New York is in the Bronx. It's also called Be
Brooklyn Bridge, Manhattan Bridge, Williamsburg Bridge... Les ponts de New York sont des emblèmes de la ville, au même titre que les gratte-ciels les plus célèbres. Ils sont incontournables dans les films, les séries ou encore les documentaires. La Big Apple compte dix ponts classés monuments historiques et près de 2.000 ponts et tunnels. On peut également citer le pont Verrazano. Il relit Brooklyn à Staten Island. C'est du pied de ce pont, à Staten Island que les coureurs du marathon de New York partent au petit matin. Chaque semaine, le mardi, Lionel Gendron nous adresse une lettre d'Amérique. Un podcast sous forme de courrier audio, posté depuis Manhattan, à New York. Une carte postale sonore pour nous aider à mieux comprendre cette Amérique à la fois si familière et parfois totalement déconcertante.
Hector (aka DADDIO_69 on Twitter) is the sixth guest on the 3rd Annual 12 Days of @DillosDiz Social Media (formerly Twitter) Ohana! 12 consecutive days, 12 podcasts, 12 guests never before heard on the Theme Park Thursday! Jen and Frank chat about the VelociCoaster, holiday traditions, Disney nostalgia, and the history of the Verrazano Bridge! Presented by DillosDizResort.com - Patreon Memberships Available Beginning at $1! Dillo's Diz. 55 Gerard St. #987. Huntington, NY 11743 Theme composed by Matt Harvey. Intro and Outro performed by Lindsay Zaroogian. The @DillosDiz Fact Checker IS Mel Dale. Feedspot's Top 25 Siblings Podcasts You Must Follow AND Top 90 Disney Podcasts You Must Follow. ONE STOP SHOP ALL THE @DillosDiz LINKS! Order your copy of Amy Ratcliffe's latest offerings, Star Wars Battles that Changed the Galaxy, The Art of Star Wars Galaxy's Edge and A Kid's Guide to Fandom. DIllo's Diz Resort Guests: Theme Park Rob, Long Island Frank from The Magical Hour Podcast, Schmelty, The Cretin's Guild, Nathaniel Hardy, Dr. Val of #FigmentsInTime, The Disney Bucket List Family, Lee Taylor, Shannon Bohn, The Morning Monorail Podcast, Allison Quinn, Michael Matande, Lexi Andrea, Adam Elmers, Adventures with Stephers Question or Comment? We LOVE interacting with listeners! FOLLOW Dillo's Diz on TWITTER: https://twitter.com/dillosdiz FOLLOW Dillo's Diz on INSTAGRAM: https://www.instagram.com/dillosdiz/ SUBSCRIBE to Dillo's Diz on YOUTUBE: https://www.youtube.com/dillosdiz LIKE Dillo's Diz on FACEBOOK: https://www.facebook.com/DillosDiz/ Check out Blogs, Archives, and Throwbacks at DillosDiz.com. E-Mail Dillo's Diz at DillosDiz@gmail.com!
Welcome to the Instant Trivia podcast episode 269, where we ask the best trivia on the Internet. Round 1. Category: Explorers 1: Francisco Pizarro was with him when he claimed the Pacific Ocean for Spain September 29, 1513. Vasco de Balboa. 2: He led the expedition that rescued Emin Pasha, as well as the one that found Livingstone. Henry Stanley. 3: His 1872 book was titled "How I Found Livingstone in Central Africa". Stanley. 4: Lincoln Ellsworth explored this region by airplane, dirigible, and submarine. arctic. 5: On April 17, 1524 he became the first European to sight New York Harbor; 440 years later a bridge named for him opened there. Verrazano. Round 2. Category: World Of Business 1: Hilton's first hotel in this city opened in 1999; the earlier "Hilton" there was actually a prison. Hanoi. 2: The name of the oil additive STP stands for Scientifically Treated this. Petroleum. 3: (Hi, I'm Deidre Hall from "Days of Our Lives") This California company that began in 1945 turned Erica Kane and my character, Marlena Evans, into dolls. Mattel. 4: Headlines in January 2000 said of this company, "You've Got Time Warner"!. America Online (AOL). 5: This soap for "All Your...Parts" was introduced in 1990. Lever 2000. Round 3. Category: New Superheroes And Villains 1: So strong an NBA Award is named for him, in a time of crisis, he's the first reserve off the bench; make way for the.... Sixth Man. 2: Called "Head Case" until his friends' laughter made him mad, he changed it to this, from the Greek for "skull"; beware the.... Cranium. 3: 11 letters of trouble, he introduces after-dinner speakers; raise a glass in fear to.... Toastmaster. 4: From the Latin for "judged", she's empowered to decide an issue; sitting mightily at the bargaining table, it's.... Arbitrator. 5: Uh oh! He just sold you a lemon of a car! "Let the buyer beware" this 2-word Latin phrase, it's.... Caveat Emptor. Round 4. Category: Animal Noises 1: Mexican peninsula, or the sound of a sheep laughing. Baja. 2: To ingest your Thanksgiving turkey quickly. gobble it up. 3: Audio components whose job sound like they could be done by dogs and birds. woofer and tweeters. 4: The Pacific equivalent of Atlantis. Mu. 5: In "A Day at the Races", Hugo Hackenbush is one. quack. Round 5. Category: Colorful Idioms 1: Elephant or lie. white. 2: Elephants or slip. pink. 3: Humor or market. black. 4: Blood or streak. blue. 5: Light or thumb. green. Thanks for listening! Come back tomorrow for more exciting trivia!
Brooklyn Bridge, Manhattan Bridge, Williamsburg Bridge... Les ponts de New York sont des emblèmes de la ville, au même titre que les gratte-ciels les plus célèbres. Ils sont incontournables dans les films, les séries ou encore les documentaires. La Big Apple compte dix ponts classés monuments historiques et près de 2.000 ponts et tunnels. On peut également citer le pont Verrazano. Il relit Brooklyn à Staten Island. C'est du pied de ce pont, à Staten Island que les coureurs du marathon de New York partent au petit matin. Chaque semaine, le mardi, Lionel Gendron nous adresse une lettre d'Amérique. Un podcast sous forme de courrier audio, posté depuis Manhattan, à New York. Une carte postale sonore pour nous aider à mieux comprendre cette Amérique à la fois si familière et parfois totalement déconcertante.
Welcome to the Just Trivia podcast episode 14, where we ask the best trivia on the Internet. Round 1. The category is: From Book To Tv. Question 1: In 1979 this James Jones novel was a miniseries with Steve Railsback in Montgomery Clift's movie role The answer is: . From Here to Eternity Question 2: Christopher Plummer narrated a 1993 Family Channel series about this Paris schoolgirl The answer is: Madeline. Question 3: This 1994 miniseries based on a Stephen King book depicts the aftermath of a devastating plague The answer is: . The Stand Question 4: Pamela Sue Martin, who played this sleuth, left her show when it was merged with the Hardy Boys' The answer is: Nancy Drew. Question 5: He played fictional hero Perry Mason off and on from 1957 until his death in 1993 The answer is: Raymond Burr. Round 2. The category is: Nearly Useless Information. Question 1: It has the shortest name of the 7 continents The answer is: Asia. Question 2: Currently, the only 2 countries in the world that begin with the letter Z The answer is: Zambia and Zimbabwe. Question 3: By last name, he's alphabetically last on a list of U.S. presidents The answer is: Woodrow Wilson. Question 4: They're the 2 of Snow White's 7 dwarves whose names don't end in "Y" The answer is: Bashful and Doc. Question 5: The number of eyes visible on the back of the U.S. $1 bill The answer is: 2. Round 3. The category is: The Kennedy Center. Question 1: The Kennedy Center presented a series of one-act plays as "Five by Tenn", a reference to this playwright The answer is: Tennessee Williams. Question 2: In 2005 the Kennedy Center awarded this "wild and crazy guy" the Mark Twain Prize for American Humor The answer is: Steve Martin. Question 3: On Dec. 23, 2003 the inaugural event of the newly renovated Opera House was the Kirov dancing this ballet The answer is: . The Nutcracker Question 4: A 2005 concert at the Kennedy Center paid tribute to the 90th anniversary of the birth of this jazz "Lady" The answer is: Billie Holiday. Question 5: This American pianist who took Moscow (& the world) by storm in 1958 received a Kennedy Center honor in 2001 The answer is: Van Cliburn. Round 4. The category is: Off Course, Off Course. Question 1: Verrazano discovered this Rhode Island bay but made a bad turn and disappeared in Central America The answer is: Narragansett Bay. Question 2: On Oct. 12, 1492 he thought he'd reached Asia; in fact, the closest he ever got was an Aegean island as a young man The answer is: Christopher Columbus. Question 3: This doctor found Victoria Falls but never discovered the source of the Nile The answer is: Dr. Livingstone. Question 4: He named the ocean "Pacific" after many turbulent detours in South America while searching for Asia The answer is: (Ferdinand) Magellan. Question 5: In 1999 software and navigation issues kept the Polar Lander and the Climate Orbiter from exploring this planet The answer is: Mars. Round 5. The category is: Mythological Women. Question 1: In Egyptian mythology, she was the mother of Horus, the sky god The answer is: Isis. Question 2: Just like their sisters the Pleiades, the Hyades were changed into a cluster of these The answer is: stars. Question 3: This 6-he
JMT Media kicked it up a notch and switched gears on its Community Corner segments. We went ON THE GO and out into the community! (While social distancing and keeping up with CDC guidelines).On Monday, May 18th at 11:00, Jaclyn Tacoronte, hosted her segment with the motivational, Aaron Dickens, CEO of Empire Athletic Group and his dedicated staff at Verrazano Crossfit in Staten Island, NY. Verrazano CrossFit is a premiere CrossFit family owned facility in hip Stapleton neighborhood of Staten Island. It was founded on the idea that focusing on the health of their employee's would have a significant ripple effect on the entire company and, in turn, to the community.
I talk about the premature closure of the Verrazano bridge and how it might possibly be political. --- Support this podcast: https://anchor.fm/christopher-ckarke5/support
The French King Francis the First sent the explorer Giovanni de Verrazano to find a road to Asia. Verrazano arrived in New York in April 16, 1524 aboard La Dauphone. He called the bay "Marguerite" after Francis the First's sister and called the land Angouleme as Francis I was also Count of Angouleme. A copy of Verrazano's report sits at the Morgan Library in a secluded room. The report was rediscovered in 1946 by a teacher from the Lycee Francais de New York, a bilingual private school in Manhattan. French movie director Marie-France Brière told this whole story in her documentary film "If New York Was Called Angouleme". In this episod, librarian Damien Renon and Director Marie-France Briere are intyerviewed
Charla especial sobre el Maratón de Nueva York impartida por José Manuel Torralba, autor del libro "El Puente de Verrazano". Coloquio posterior sobre la maratón más importante del mundo con Abel Antón, Javi Sanz, Alessandra Aguilar, Luis Blanco y Chema Martínez Pastor.
Charla especial sobre el Maratón de Nueva York impartida por José Manuel Torralba, autor del libro "El Puente de Verrazano". Coloquio posterior sobre la maratón más importante del mundo con Abel Antón, Javi Sanz, Alessandra Aguilar, Luis Blanco y Chema Martínez Pastor.
Aunque no puedas participar en la Maratón de Nueva York, nada te impide "correr" y sentir la experiencia desde donde desees, con tu imaginación... y con un poco de ayuda. Ponte cómodo, dale al play, cierra los ojos y déjate llevar. Vive la emoción de correr la Maratón más importante del mundo. Aunque no lo hayas corrido nunca; aunque no hayas corrido nunca una maratón. Y si has tenido la suerte de participar en la Maratón de Nueva York, ¿has sentido lo mismo que nuestro protagonista? -- Texto: José Manuel Torralba, autor del libro "El Puente de Verrazano". Locución y edición: Luis Blanco. Una producción de Formato Podcast.
Aunque no puedas participar en la Maratón de Nueva York, nada te impide "correr" y sentir la experiencia desde donde desees, con tu imaginación... y con un poco de ayuda. Ponte cómodo, dale al play, cierra los ojos y déjate llevar. Vive la emoción de correr la Maratón más importante del mundo. Aunque no lo hayas corrido nunca; aunque no hayas corrido nunca una maratón. Y si has tenido la suerte de participar en la Maratón de Nueva York, ¿has sentido lo mismo que nuestro protagonista?--Texto: José Manuel Torralba, autor del libro "El Puente de Verrazano".Locución y edición: Luis Blanco.Una producción de Formato Podcast.
To celebrate the NYC Marathon this week, today's interview is with the legendary Bill Rodgers, 4X winner of the NYC Marathon, 4X winner of the Boston Marathon, former American record holder, and so much more. It's hard to imagine what the sport of running would be like without Bill Rodgers. Bill started running as a kid, the way most of us do-- naturally, and just for fun. He ran cross country in high school and was "recruited" to Wesleyan University by none other than Amby Burfoot. While at Wesleyan, Bill's roommate was Jeff Galloway who, as Bill notes was not the Jeff Galloway, at the time. He was just Jeff Galloway. He also roomed with Burfoot the year that Burfoot won the Boston Marathon. To me this is like the Beatles, Stones and Dylan all living together in college, not realizing what they were creating. Even Bill did not realize it at the time. He didn't foresee that he would someday run in the Boston Marathon, let alone win it 4 times... and win the NYC marathon 4 times... and win an American record... and run in the Olympics.... and continue racing into his seventies... and help lead the running boom that has become what it is today with 40,000 people lining up on Staten Island for the NYC Marathon. In fact, after college, Bill quit running and took up smoking. You'll hear why in our interview. And you'll also hear how Bill found his way back to the sport: with a little help from his friends. And to me, that was my biggest takeaway from this interview. Going into this interview, I was hoping that Bill would share with us his wisdom on winning. Like, what did he learn in all of those victories? What did he find within himself that propelled him to the top? Was it nutrition? A special training regimen? A special kind of grit? A mantra that he said to himself in the later miles of a race? What was the secret? Well, without giving too much away, the secret is to run with your friends. It took me a while to pick up on this in the interview. But each time I prodded Bill for some special wisdom, he always answered with some variation on who he was running with. Once he said it for the nth time, I finally realized it. And it resonated with me so strongly because that's what draws me to the sport too. The camaradarie of an early morning run with your friends. When it's freezing cold and 6AM, but you gotta get out there because you know they'll be there too. When you're on the Verrazano Bridg with 40,000 other runners who you've never met before, from all over the world. And you're all about to write a special story together. Being part of this amazing Charity Miles community and seeing the photos that you share everyday in our Facebook group and on Instagram. Hearing your stories. That's what it's about for me. That's what fires me up! So, if you're going to be on the Verrazano with me this weekend, take a look around. See the story on each person's face. Feel the energy, the spirit. You're part of something special. If you're not running NYC this weekend, run or walk a few miles with us in spirit. Even better if you bring a friend. You too are part of this special community. So thank you for being part of our community. I know I'll be feeling your energy on Sunday. #EveryMileMatters -Gene P.S. Here's a link to the Bill Rodgers Running Center. And here's a link to buy Bill's book, Marathon Man, which I highly recommend
Contenidos: La actualidad del corredor popular. Pepe Cano, organizador de la Carrera Popular de Canillejas. Carrera Vuela contra la Violencia de Género. Recogida de camisetas de correr para mandar a África, con José Luis Priego. Carrera San Lucas de Villanueva del Pardillo. Entrevista a José Manuel Torralba, autor del libro "El Puente de Verrazano". Entrevista a Martín Fiz, que correrá vestido de cocinero en La Carrera del Chef. ¿Cómo son y cómo se hacen las camisetas de correr? Con Victor Cerón.
Contenidos: La actualidad del corredor popular. Pepe Cano, organizador de la Carrera Popular de Canillejas. Carrera Vuela contra la Violencia de Género. Recogida de camisetas de correr para mandar a África, con José Luis Priego. Carrera San Lucas de Villanueva del Pardillo. Entrevista a José Manuel Torralba, autor del libro "El Puente de Verrazano". Entrevista a Martín Fiz, que correrá vestido de cocinero en La Carrera del Chef. ¿Cómo son y cómo se hacen las camisetas de correr? Con Victor Cerón.
In this episode, we begin to discuss the New Finland fisheries, and the failed attempt of the Portuguese Fagundes to plant a colony on Gnu-Phinland. After that, we discuss the voyages of Gomes and Verrazano, before returning one more time to Noof & Land to discuss John Rut’s pretty lame attempt to find the northwest … Continue reading Episode 20 – Medium Rare, Please
Gracias a la popularidad del episodio # 7 donde destacamos la historia de la maratón, hoy damos el turno a la maratón de New York. Una de las seis maratones más importantes del mundo. Forma parte de las Abbott Majors junto a Chicago, Boston, Tokio, BerlÃn y Londres. Hoy en el podcast de running hablamos sobre su fundación, recorrido y algunas curiosidades de la maratón de New York. A continuación puedes encontrar un reproductor directo para escuchar todo el episodio. Recuerda que te puedes inscribir en iTunes  y Android para recibir de manera directa y gratis todos los episodios que publicamos. Historia de la maratón de New York. Fue fundada en 1970 por el carismático Fred Lebow. Con ideas revolucionarias para su época, Fred logró organizar una carrera de calle en el Central Park de 1970 a 1975 con moderado éxito. Sin embargo, en 1976 se hizo por primera vez el recorrido actual. Recorre los cinco condados de la ciudad de Nueva York: Staten Island, Brooklyn, Queens, Manhattan y el Bronx. Aquà uno de los documentales más emotivos disponibles a la comunidad del running: Desde 1970, se ha corrido sin interrupciones la maratón. Exceptuando en el 2012 debido al poderoso huracán Sandy. Hoy en dÃa es la maratón de calle que más corredores reúne. Tiene el récord mundial con 51,394 corredores que llegaron a la meta en el 2016. El número de personas que quisieron participar en el 2017 fue de 98,247. Récord del circuito: El récord del circuito masculino está en manos de Geoffrey Mutai de Kenia. En el 2011 registró 2:05:06. Por el lado femenino, la también Keniata Margaret Okayo hizo 2:22:31 en el 2003. La maratón de New York no se considera un circuito rápido entre los atletas elite. Aunque es prácticamente plana y solo sube en altimetrÃa un total de 126.83 metros repartidos en todos los 42.195 kilómetros, es casi imposible marcar un record mundial en esta competencia. Sus subidas más pronunciadas son justo al inicio en el icónico puente Verrazano. Allà se ganan 76 metros en menos de 2 kilómetros. La otra subida se encuentra en el puente que conecta a Queens con Manhattan. Representa un ascenso de 30 metros en más o menos un kilómetro. Aquà el perfil de la altimetrÃa del circuito. Formas de participar en la maratón de New York: Existen 6 formas de participar en la maratón más popular del mundo. Ganando el sorteo que se realiza en enero de cada año en la página oficial de la carrera. Un 35% del total del los corredores accede a un cupo gracias a este medio. Si eres miembro del club de atletas de New York (New York Road Runners) puedes acceder de dos maneras: Participando en nueve carreras organizadas por el club durante el año inmediatamente anterior. Adicionalmente debes ser voluntario en una de las carreras organizadas por el club, Aquà una lista de los eventos para el 2018. Si no tienes tiempo para ser voluntario en una carrera, puedes donar $1,000 dólares a una fundación sin ánimo de lucro aprobada por el club. De igual manera, debes participar en nueve carreras organizadas por el club NYRR. También puedes participar haciendo una donación personal o grupal a una fundación aprobada por NYRR entre $2,500 y $3,500 dólares. Ahora, si eres extranjero puedes comprar un tour con una empresa autorizada. En esta página puedes encontrar información al respecto o puedes escribir directamente a este email: tours@nyrr.org Por último, puedes clasificar de manera directa corriendo un tiempo especifico en uno de los 5 circuitos aprobados por NYRR. Aquà una tabla que te indica el tiempo que debes hacer en maratón o media maratón para garantizar un cupo en la maratón de New York en el 2018. Recuerda que estos tiempos deben ser logrados en la Fred Lebow Manhattan Half, United Airlines NYC Half, SHAPE Women’s Half, Airbnb Brooklyn Half, Staten Island Half, o la TCS New York City Maraton. Unos cupos limitados se ofrecen a corredores que logran las marcas en circuitos diferentes a estos. Circuito: La maratón de New York empieza en Staten Island. Recorre casi 21 kilómetros desde el sur de Brooklyn hasta llegar a Queens donde se pasa Manhattan por medio del puente de Queensboro. Una vez en Manhattan, sube al norte 8 kilómetros para tocar brevemente el condado del Bronx donde se completan las millas 20 y 21. Los últimos 5 kilómetros se corren adyacentes al Parque Central o dentro de él. Aquà un útil mapa del recorrido: Notas curiosas: Al correr de los años han habido múltiples historias curiosas durante la carrera. En el podcast hablamos de seis: Rosie Ruiz y su plagio. Fred Lebow, su tumor en el cerebro, y finalmente correr por primera vez su propio evento en 1992. Grete Waitz ganadora en nueve ocasiones de la maratón de New York. En 1981 Alberto Salazar corre en un tiempo de record mundial (2:08:13), pero no es validado ya que el circuito midió 150 metros menos de lo oficial. En el 2006 Lance Armstrong corre en 2:59:36 y afirma ser más difÃcil hacer eso que ganar un Tour de Francia. Los organizadores han borrado de los libros sus dos registros debido al dopaje. En el 2010 Edison Peña participa en la maratón de New York después de haber estado atrapado en una mina chilena por 69 dÃas. No te pierdas el próximo episodio. Te invitamos a escuchar el episodio completo. Suscribirte gratuitamente para que no te pierdas ningún episodio. Aquà están ambos enlaces para Android y iOS Apple. Sin embargo, si prefieres utilizar los reproductores integrados a la página, ponemos a tu disposición el de iVoxx en la parte superior y otro en la parte inferior. Aquà está el calendario completo de todos los episodios que tenemos al aire hasta el momento. The post TP023: Maratón de New York. Historia, recorrido, participación y curiosidades. appeared first on Trotadores.
Verrazano-Narrows Bridge – New York-bron som är längre än Golden Gate, och som på ett symboliskt sätt markerade höjdpunkten på stålindustrins stolta historia i USA. Vi berättar om brons tillkomst, om stålets uppgång och fall, och om låten som beskriver det grymma slutet – Billy Joel’s Allentown.
This week, the boys look into why it has taken so long for residents to demand the Metropolitan Transportation Authority correctly spell the word named of a famed Italian explorer.
For over 20 years, the so-called World's Longest Urinal was a New York City Marathon institution. At the height of its glory, it was an astonishing 350-feet long. The story of this urinal is one of DIY problem solving, triumph, and liquid tragedy. And behind this open air trough: An unknown legend named Vic Navarra. Vic was a fixture at the New York City Marathon for over a quarter of a century. He was a New York City firefighter who conducted the race start from the top of a fire truck's 85-foot ladder. When tens of thousands of runners poured onto multiple levels of the Verrazano bridge at the start of the marathon, Vic was the one conducting them. As the race start coordinator, he was the steward of this storied urinal, too. Together, their history gives us a glimpse into how the New York City Marathon scaled up to be the world class race that it is today. Episode Credits: Host: Rachel Swaby Producers: Rachel Swaby, Mervyn Degaños Editor: Audrey Quinn Editing help: Christine Fennessy, Sylvia Ryerson Fact checking: Jan McLeod Theme music: Danny Cocke Human Race editor in chief: David Willey Learn more about your ad choices. Visit podcastchoices.com/adchoices
For over 20 years, the so-called World’s Longest Urinal was a New York City Marathon institution. At the height of its glory, it was an astonishing 350-feet long. The story of this urinal is one of DIY problem solving, triumph, and liquid tragedy. And behind this open air trough: An unknown legend named Vic Navarra. Vic was a fixture at the New York City Marathon for over a quarter of a century. He was a New York City firefighter who conducted the race start from the top of a fire truck's 85-foot ladder. When tens of thousands of runners poured onto multiple levels of the Verrazano bridge at the start of the marathon, Vic was the one conducting them. As the race start coordinator, he was the steward of this storied urinal, too. Together, their history gives us a glimpse into how the New York City Marathon scaled up to be the world class race that it is today. Episode Credits: Host: Rachel Swaby Producers: Rachel Swaby, Mervyn Degaños Editor: Audrey Quinn Editing help: Christine Fennessy, Sylvia Ryerson Fact checking: Jan McLeod Theme music: Danny Cocke Human Race editor in chief: David Willey
For over 20 years, the so-called World’s Longest Urinal was a New York City Marathon institution. At the height of its glory, it was an astonishing 350-feet long. The story of this urinal is one of DIY problem solving, triumph, and liquid tragedy. And behind this open air trough: An unknown legend named Vic Navarra. Vic was a fixture at the New York City Marathon for over a quarter of a century. He was a New York City firefighter who conducted the race start from the top of a fire truck's 85-foot ladder. When tens of thousands of runners poured onto multiple levels of the Verrazano bridge at the start of the marathon, Vic was the one conducting them. As the race start coordinator, he was the steward of this storied urinal, too. Together, their history gives us a glimpse into how the New York City Marathon scaled up to be the world class race that it is today. Episode Credits: Host: Rachel Swaby Producers: Rachel Swaby, Mervyn Degaños Editor: Audrey Quinn Editing help: Christine Fennessy, Sylvia Ryerson Fact checking: Jan McLeod Theme music: Danny Cocke Human Race editor in chief: David Willey
TwinSpires.com How to Bet the Belmont Stakes podcast presented by Brisnet.com
Host Derek Simon and Ed DeRosa of Brisnet.com discuss Verrazano’s proposed European campaign, as well as the Kentucky Derby Future Pool #2 and the impending retirement of Groupie Doll. In the U. of Bet segment, Derek takes an in-depth look at the NFL as it relates to horse racing and, in the Handicapping segment, gives his sleeper pick for the Kentucky Derby.
TwinSpires.com How to Bet the Belmont Stakes podcast presented by Brisnet.com
Ed DeRosa of Brisnet.com and host Derek Simon discuss the latest racetrack goings-on, including Eblouissante's inauspicious return to racing, Verrazano's upcoming challenge in the Haskell, as well as betting strategies. In the U. of Bet segment, Dave Schwartz, "the horse handicapping authority," talks about becoming a pro player... by telling the story of the "muffler shop." Lastly, Derek discusses a popular academic theory regarding favorites in the last race on a particular card.
TwinSpires.com How to Bet the Belmont Stakes podcast presented by Brisnet.com
TwinSpires' Derek Simon and Brisnet's Ed DeRosa discuss all the Derby doings, including top contenders Verrazano, Revolutionary, Itsmyluckyday and Orb. In the U. of Bet segment, the planned discussion of value betting goes out the window as Dave Schwartz and Derek chat about par times instead.
TwinSpires.com How to Bet the Belmont Stakes podcast presented by Brisnet.com
TwinSpires' Derek Simon and Brisnet's Ed DeRosa banter about Verrazano's win in the Tampa Bay Derby, along with Todd Pletcher's record on the first Saturday in May. In the U. of Bet segment, Dave Schwartz of the thehorsehandicappingauthority.com begins a two-week discussion on developing as a horseplayer. And lastly, in the Handicapping segment, Derek offers live analysis of a race at Beulah Park that he hopes will illustrate why bettors should avoid preconceived notions regarding the odds.
In this episode I take you along as my flying buddy Dave Torrente and I fly the up the Hudson River on what is known as the City Tour. We transversed the New York Class B Airspace Hudson River Exclusion Special Flight Rules Area (SFRA), flying northbound with Manhattan on our right and NJ on our left. This is another episode in my series on things that a pilot can do besides the $100 hamburger after receiving his or her PPL.What you will hear is the cockpit audio as we flew from HWV along the south shore of LI, past the rockaways and Coney Island, up and over the Verrazano bridge, past ground zero where we saw the new 9/11 memorials and freedom tour, past governor's island and the statue of liberty. We continued up the Hudson past the Intrepid with the Concord on its deck, past Yankee stadium, over the GWB to the Alpine tower which marks the end of the exclusion.The cockpit audio is pretty much unchanged. I did remove some dead air but the running time is pretty close to the actual time of the flight. I did break into the audio with some comments, but I want the listeners to experience what it would be like to fly the New York Class B Airspace Hudson River Exclusion Special Flight Rules Area (SFRA). So what is the SFRA? The exclusion is airspace that has been carved out between EWR, LGA and JFK airspace and goes up the Hudson and east river. Up until 2009 it was known as the Hudson River Class B exclusion and the rules of the road were not mandatory. On November 19, 2009 the FAA issued an amendment to Part 93 which established a Special Flight Rules Area (SFRA) and defined operational procedures for pilots within the SFRA. This made the rules of the road such as where to fly, the altitude to fly, the speed to fly at and what and where to communicate became mandatory. This came about after a mid-air collision in 2008 between a fixed wing aircraft and a helicopter. What I hope that everyone takes away from this podcast, is that if you prepare correctly, follow the rules and fly the airplane, you can easily handle flying near and through some of the busiest airspace in the world. A low time or high time pilot can add flying the Hudson Corridor as one of the things that can be done after getting his or her certificate.Check out the pictures from the flight at My Facebook album of the flightYou can find information about The Long Island Soaring Association at http://longislandsoaring.com/Shoutouts:A shoutout to Dave Torrente (@DJTorrente). Every flight I take with Dave is fun. At least this time we were able to complete the flight and share it with a student pilot. Our next planned flight is back up to KASH for the UCAP meetup on February 25.Blue skies and tailwinds always.You can reach me at TheNewPilotPodBlog@gmail.comPlease send comments and suggestions.You can follow me on Twitter at twitter.com/NewPilotPodBlogAnd LIPilot on myTransponder.comPlease join the myTransponder.com group Friends of The New Pilot PodBlog.The New Pilot PodBlog is now on facebook at http://www.facebook.com/TheNewPilotPodBlogThe intro and closing song is John Mellencamp's My Aeroplane.Direct access to the mp3 is here
This video is being premeired on Magnet Magazine Film At 11: Boy Genius Marisa Cerio of Boy Genius and I collaborated on a experimental music and art show by the Verrazano bridge a few years ago. The first year I created an abstract narrative to play behind her band. The next year, I curated anContinue reading "Boy Genius “Old New England” Music Video"
This Podcast was conducted by Bazooka Joe of the Small World Podcast. Please visit his site to find many many high quality inteviews on a variety of topics. http://www.smallworldpodcast.com Interview with Dr. Dona De Sanctis of the Order Sons of Italy in America about the Columbus: Fact vs. Fiction report which presents a series of documented facts on the life of Columbus, his explorations and their significance, as well as the history of Columbus Day in the United States. We discuss the controversial charges about the explorer that have been levied in recent years, accusing him of racism, genocide and slave trading; how Columbus was considered a hero for most of U.S. history; pictures, painting and postage stamps of Columbus; the reputation of Columbus which they say has suffered at the hands of special interest groups since 1992 to further their 21st century political and social agendas; the true accomplishments and mistakes of Columbus; who really discovered Amercia; John Cabot; Giovanni da Verrazano; Amerigo Vespucci; diseases and pestililence brought to the new world; cocaine and tobacco; charges of racism against Columbus; his belief in God; clashes with the Taino, Arawaks, Caribs and Canibs; slavery; cannibalism; judging 15th century morality by 21st century values; striving to live by our ideals. Featured song is "One Love One World" by Craymo.
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