scholarly journals The Strikes of the Tyneside Keelmen in 1809 and 1819

1968 ◽  
Vol 13 (1) ◽  
pp. 58-75 ◽  
Author(s):  
D. J. Rowe
Keyword(s):  
Eighteenth Century ◽  
The North ◽  
North Eastern ◽  
History Of ◽  
River Banks ◽  
Coal Trade

The keelmen, who transferred coal in keels or barges from the river banks to the waiting colliers at the ports of the north-eastern coalfield, had a history of industrial unrest during the eighteenth century, particularly on Tyneside. So early as 1671 there is an entry in Gateshead parish books which reads: “Paide for powder and match when the keelemen mutinyed 2s.”, and five strikes occurred between 1738 and 1771. As a relatively powerful economic group, which, in the absence of any other method of transporting the coal from the inland pits to the colliers bound chiefly for London, could almost put a stop to the coal trade, the keelmen were often successful in obtaining consent to their demands, especially in the field of wages, where they were well-paid as compared with other labouring groups. In spite of this they had a continuing grievance, with regard to the overloading of the keels, which it was difficult to satisfy, even although an Act of Parliament, passed in 1787, to establish a permanent fund for the support of sick and aged keelmen, had contained the following:“…. in order that the keels used on the River Tyne may be fairly and justly loaded, after the due and accustomed rate of eight chaldrons to each keel, be it enacted …. that no person or persons shall …. be capable of acting as an offputter or offputters at any coal staith upon the said river, until he or they respectively shall have taken and subscribed an oath ….”

A Note on the Shipbuilding in Bengal in the Late Eighteenth Century

Itinerario ◽  
1995 ◽  
Vol 19 (3) ◽  
pp. 167-174 ◽  
Author(s):  
Bhaswati Bhattacharya
Keyword(s):  
Eighteenth Century ◽  
Early Modern ◽  
Direct Evidence ◽  
Early Modern Period ◽  
Eastern Coast ◽  
Shipbuilding Industry ◽  
The North ◽  
Indian Ocean Trade ◽  
History Of ◽  
The Indian Ocean

Both overseas trade and shipbuilding in India are of great antiquity. But even for the early modern period, maritime commerce is relatively better documented than the shipbuilding industry. When the Portuguese and later the North Europeans entered the intra-Asian trade, many of the ships they employed in order to supplement their shipping in Asia were obtained from the Indian dockyards. Detailed evidence with regard to shipbuilding, however, is very rare. It has been pointed out that the Portuguese in the sixteenth century were more particular than their North-European counter-parts in the following centuries in providing information on seafaring and shipbuilding. Shipbuilding on the west coast has been discussed more than that on the eastern coast of India, particularly the coast of Bengal. Though Bengal had a long tradition of shipbuilding, direct evidence of shipbuilding in the region is rare. Many changes were brought about in the history of India and the Indian Ocean trade of the eighteenth century, especially after the 1750s. When the English became the largest carriers of Bengal's trade with other parts of Asia, this had an impact on the shipbuilding in Bengal. It was in their interest that the British in Bengal had their ships built in that province.

scholarly journals Kampus Uniwersytecki Morasko w Poznaniu – geneza, struktura przestrzenno-funkcjonalna, obsługa transportowa

2020 ◽  
pp. 7-32
Author(s):  
Katarzyna Kulczyńska ◽  
Natalia Borowicz ◽  
Karolina Piwnicka-Wdowikowska
Keyword(s):  
Functional Structure ◽  
Recreational Sports ◽  
University Campus ◽  
Social Sciences And Humanities ◽  
Railway Line ◽  
The North ◽  
North Eastern ◽  
History Of ◽  
The City

Morasko University Campus in Poznań – origin, spatial and functional structure, transport solutions The purpose of the paper is to characterize the most recently created part of the Adam Mickiewicz University – the Morasko Campus. The paper consists of three parts. The first concerns the origins and development of the campus. The second part presents its spatial and functional structure on the basis of a field inventory, while the third one – campus transport solutions based on a survey conducted among students. The history of the campus located in the northern, peripheral part of the city began with laying the foundation act and the cornerstone in 1977. The agricultural role of this area, dominant until the 1980s, has been replaced with new functions, mainly academic and scientific ones. The first university buildings were commissioned in the 1990s, and the construction boom began after 2000. A total of nine faculties (out of 21 existing) are housed in eight buildings in the campus, including exact and natural sciences, as well as a part of social sciences and humanities. To this day, neither student dormitories nor accommodation for PhD students have been constructed (although they are likely to be built), which would emphasize the academic function of the campus. The campus also comprises areas with recreational, sports, residential and other service functions (e.g. catering, beauty, hairdressing, and commercial services), which are complemented by areas that serve transport functions. Location in the northern periphery of the city, and above all the railway line for freight (the northern bypass of Poznań) separating the city from the campus, makes transport to this part of the city limited. The results of the survey revealed a lack of a safe bicycle path between the western and eastern part of the campus, insufficient number of parking places for motorists, a lack of paved roads from the north and west, only three narrow access roads for car commuters, and difficult access by public transport to the eastern and north-eastern parts. In the latter case, the planned extension of the tram line towards Umultowo after the year 2022 is expected to solve the problem. Zarys treści: Celem opracowania jest charakterystyka najmłodszej przestrzeni Uniwersytetu im. Adama Mickiewicza – Kampusu Morasko. Opracowanie składa się z trzech zasadniczych części. Pierwsza część artykułu dotyczy genezy powstania i rozbudowy miasteczka uniwersyteckiego. W drugiej części przedstawiono strukturę przestrzenno-funkcjonalną kampusu w oparciu o inwentaryzację terenową, w trzeciej zaś obsługę transportową na podstawie badań ankietowych przeprowadzonych wśród studentów. Historia położonego w północnej, peryferyjnej części miasta kampusu rozpoczęła się od wmurowania aktu erekcyjnego i kamienia węgielnego w 1977 r. Dominująca do lat 80. XX w. funkcja rolnicza tego obszaru została zastąpiona przez nowe funkcje, głównie akademickie i naukowe. Pierwsze budynki dydaktyczne oddano do użytku dopiero w latach 90. ubiegłego wieku, a boom budowlany rozpoczął się po roku 2000. Swoją siedzibę znalazły tutaj nauki ścisłe i przyrodnicze, a także część nauk społecznych i humanistycznych, w sumie dziewięć wydziałów (na 21 istniejących) w ośmiu budynkach. Do dzisiaj nie wybudowano akademików czy domu doktoranta (choć istnieją realne szanse na ich powstanie), co podkreśliłoby funkcję akademicką kampusu. W strukturze kampusu wyróżnia się ponadto obszary o funkcjach rekreacyjnych, rekreacyjno-sportowych, mieszkaniowych i innych o charakterze usługowym (np. usługi gastronomiczne, kosmetyczne, fryzjerskie, handel), których uzupełnieniem są obszary o funkcjach komunikacyjnych. Położenie na północnych peryferiach miasta, a przede wszystkim linia kolejowa dla przewozów towarowych (północna obwodnica Poznania) oddzielająca miasto od kampusu sprawiają, że obsługa transportowa tej części miasta jest ograniczona. Wyniki badań ankietowych wskazują na brak bezpiecznej drogi rowerowej między zachodnią i północno-wschodnią częścią kampusu, niewystarczającą liczbę miejsc parkingowych dla zmotoryzowanych, brak utwardzonych dróg od strony północnej i zachodniej, zaledwie trzy wąskie wjazdy na kampus dla dojeżdżających samochodem czy utrudniony dojazd komunikacją publiczną do części wschodniej i północno-wschodniej. W tym ostatnim przypadku rozwiązaniem ma być planowana po 2022 r. rozbudowa linii tramwajowej w kierunku Umultowa.

scholarly journals Manipuri Lores: Folktales, Cultural History and Anthologies

2021 ◽  
Vol 7 (3) ◽  
pp. 140-143
Author(s):  
Yaisna Rajkumari ◽  
Keyword(s):  
Cultural History ◽  
Direct Link ◽  
The Past ◽  
The North ◽  
North Eastern ◽  
Indian State ◽  
History Of ◽  
The Times

The paper will establish a connection between folktales and the cultural history of a region, particularly with respect to the Indian state of Manipur. It is premised on the belief that a study of folktales can alert us not only to the various interconnections between folktales and the cultural history of a place but also help analyse the dynamics of the publication of the anthologies of folktales in relation to this cultural history. The paper will include analyses of Meitei and tribal tales pertaining to the nationalist phase and contemporary period in the history of the North Eastern Indian state of Manipur and look at how in the past few years, compilers and translators have incorporated versions of tales different from the earlier anthologies, establishing a direct link between the tales and the times of their publication.

scholarly journals Lotniska komunikacyjne w Polsce po 1918 roku

2020 ◽  
Vol 147 (3) ◽  
pp. 569-596
Author(s):  
Janusz Kaliński
Keyword(s):  
Interwar Period ◽  
Third Republic ◽  
The State ◽  
Rapid Expansion ◽  
Fourfold Increase ◽  
Passenger Traffic ◽  
The Third ◽  
The North ◽  
North Eastern ◽  
History Of

Communication airports in Poland after 1918 The history of communication airports coincides with the century-long existence of the reborn Polish State, because it was only after 1918 that the first airports adapted to passenger traffic were established in the country. Two periods of their development deserve particular attention: the interwar period, in which the communication aviation was born, and the time after 2004, when its rapid expansion was noted. The establishment and development of the communication aviation of the Second Polish Republic was strongly associated with the statist policy aimed at modernizing the state. This is evidenced by the construction of airports in Warsaw, Gdynia, Katowice, Łódź and Vilnius, whose activities have helped to integrate the country after the years of partitions. In People’s Poland, civilian communication was based on a network of military airports, which was supplemented with a new airport in Gdańsk-Rębiechów. Large areas of the north-eastern voivodeships were excluded from air connections and timid attempts to overcome these disproportions only appeared in the Third Republic of Poland in the form of airports in Lublin and Radom. The fourfold increase in the number of passengers served by Polish airports in 2004–2016 was an unquestionable phenomenon influenced by the Open Sky policy.

scholarly journals Morpholithodynamics of lagoonal straits of the North-Eastern Sakhalin

2019 ◽  
pp. 79-94
Author(s):  
V. V. Afanasev
Keyword(s):  
Additional Data ◽  
Three Dimensional ◽  
Remote Sensing Data ◽  
Water Area ◽  
The North ◽  
North Eastern ◽  
Geological Information ◽  
History Of ◽  
Three Dimensional Models ◽  
And Migration

The results of the analysis of geospatial and geological information on the structure and dynamics of the lagoon coast of the North-Eastern Sakhalin are presented. On the basis of a number of parameters of the coastal erosion-accumulation processes and migration of lagoon straits during the period 1927–2014. the morpholithodynamics system of the North-Eastern Sakhalin was considered. The volume of sediments transported during the migration of the straits, was estimated with the help of three-dimensional models, in which, parallel with time-averaged areas of erosion and accumulation, additional data were used, namely: bathymetry of the straits and adjacent water area, characteristics of the relief of the barrier forms and geological information obtained as a result of georadar survey and drilling. Georadar data, together with remote sensing data, have made it possible to create a model of sedimentation, which formed the basis for the analysis of the history of the coast formation beyond the period of observations. Currently, we can trace the situation as long as to the middle of the XIXth century.

Against the Grain. Colonialism and the Demise of the Bunya Gatherings, 1839 – 1939

2002 ◽  
Vol 9 (2) ◽  
pp. 47-64 ◽  
Author(s):  
Raymond Evans
Keyword(s):  
Race Relations ◽  
The Sun ◽  
Blue Mountains ◽  
The North ◽  
North Eastern ◽  
History Of ◽  
Eastern Periphery

The white man dropped from the sun bright skyFor he envied the blackfellows' land,With greed and revenge in his restless eyeAnd disease and death in his hand.And he grasped the forest, and seized the strandAnd claimed the blue mountains high…Songs of the Carobra (1855)You literally could not kill an Aborigine with an axe.Toowoomba Chronicle (1919)Idyllic accounts of South-East Queensland's triennial bunya festivals - invariably written by Europeans - seem to float like beckoning mirages above a relative historiographical desert.' The story of the bunya gatherings in the coastal Blackall Ranges or in the Bunya Mountains, at the north-eastern periphery of the Darling Downs, is largely cut adrift from the intricate race relations history of these districts, its aura of ‘romantic reminiscence’ conveniently unsullied by surrounding patterns of colonialism, racism and violence which punctuate the extended process of European intrusion and displacement.

scholarly journals The caledonian history of the north-eastern Irish Sea region

1968 ◽  
Vol 4 (4) ◽  
pp. 375-385 ◽  
Author(s):  
D. G. Helm ◽  
B.' Roberts ◽  
A. J. Wadge ◽  
I. C. Burgess ◽  
N. J. Soper ◽  
...  
Keyword(s):  
Irish Sea ◽  
The North ◽  
North Eastern ◽  
History Of

Bredarör on Kivik: a monumental cairn and the history of its interpretation

Antiquity ◽  
2009 ◽  
Vol 83 (320) ◽  
pp. 359-371 ◽  
Author(s):  
Joakim Goldhahn
Keyword(s):  
Eighteenth Century ◽  
Bronze Age ◽  
Human Bone ◽  
History Of Interpretation ◽  
The North ◽  
History Of ◽  
To Receive

AbstractThe famous monumental Bronze Age cairn Bredarör on Kivik with its decorated stone coffin or cist has been described as a ‘pyramid of the north’. Situating his work as the latest stage in a long history of interpretation that began in the eighteenth century, the author analyses the human bone that survived from the 1930s excavation and shows that the cist and chamber must have remained open to receive burials over a period of 600 years.

The So-Called Gundulf's Tower at Rochester Cathedral. A Reconsideration of its History, Date and Function

1998 ◽  
Vol 78 ◽  
pp. 111-176
Author(s):  
J. Philip McAleer
Keyword(s):  
Eighteenth Century ◽  
Twelfth Century ◽  
Original Form ◽  
Free Standing ◽  
Bell Tower ◽  
Defensive Function ◽  
The North ◽  
History Of ◽  
Early Eighteenth Century ◽  
And Function

Since the early eighteenth century, on the basis of no particular evidence, the tower standing uncomfortably close to the north choir aisle at Rochester has been attributed to Bishop Gundulf, the builder of the first Romanesque cathedral church begun c.1080. Recently, it has been suggested that the tower dates to the mid-twelfth century and was erected as a bell tower. This paper assembles the documented history of the tower, speculates about its original form, and presents comparative material. Early post-Conquest towers of a possible defensive function and the few known examples of free-standing bell towers in twelfth-century England are considered in an attempt to establish a date and function for the tower. On the basis of this evidence, it may be suggested that an early post-Conquest – and pre-Gundulf – date is more likely than one in the mid-twelfth century, and that it was more probably erected for defensive purposes rather than as a bell tower.

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