Kanpur 1913

2019 ◽  
pp. 219-243
Author(s):  
Margrit Pernau
Keyword(s):  
First World War ◽  
North India ◽  
Colonial Power ◽  
World War ◽  
Violent Incident ◽  
The First World War ◽  
First World

Chapter 10 returns to Kanpur. Fifty-six years after the Revolt, Kanpur was again the locality for a violent incident and again the emotional repercussions could be felt throughout North India. It was one of the most important incidents in the years before the First World War and a decisive step to alienate the Muslims from the colonial power and open them to the possibility of joining the non-cooperation campaign a few years later. What constituted the emotional core of the events, this chapter argues, was not anger, but josh—an emotion which in this context carries the connotations of enthusiasm or fervor. Orators and journalists exhorted their audiences to show their josh for the house of God and for Islam. Emotional excess, the ability to deeply experience hurt sentiments, was no longer a danger to be avoided, but an ideal, a proof for the ethical substance of the actor’s character.

Oceanic Mobility and Settler-Colonial Power: Policing the Global Maritime Labour Force in Durban Harbour C. 1890–1910

2015 ◽  
Vol 36 (2) ◽  
pp. 248-267 ◽  
Author(s):  
Jonathan Hyslop
Keyword(s):  
British Empire ◽  
Labour Force ◽  
First World War ◽  
Colonial Power ◽  
World War ◽  
Recent Scholarship ◽  
The First World War ◽  
The Us ◽  
British Colonial ◽  
First World

Recent scholarship on seafarers in the late nineteenth and early twentieth century has tended to emphasise the mobility and diverse geographical origins of the global steamship workforce. This article, while sharing that perspective, cautions that a more nuanced view is called for, which also recognises the limits of their mobility. In doing so, it suggests, more broadly, that the period before the First World War cannot be thought of simply as an ‘Age of Acceleration’, but also needs to be seen as a period in which new kinds of limitation to mobility emerged. In the British colonial port of Durban, although there was in this period a vast increase in shipping activity, seamen were subject to an intense regime of restriction. An immigration bureaucracy initially created to exclude Indian immigrants, also shut out sailors of all nationalities and races. A particular precipitant of this policy was the hostility of Natal officials to the crews of ‘cattleboats’, ships bringing livestock to southern Africa from the Mediterranean, Argentina, Australia, the US and elsewhere. Across the globe, immigration controls in this period were in general less intense than they became after 1914, but in some places, such as Durban, new forms of limitation on mobility were being tried out. The article also highlights the vast worldwide system of labour documentation operated by the British merchant marine through Shipping Offices and Consuls in almost every significant port. Mobility in the British Empire was radically differentiated, with numerous centres of power making their own claims to control movement.

The French Quest for the Silent Car Body

Transfers ◽  
2011 ◽  
Vol 1 (3) ◽  
pp. 64-89 ◽  
Author(s):  
Stefan Krebs
Keyword(s):  
Motor Vehicle ◽  
First World War ◽  
Colonial Power ◽  
World War ◽  
Critical Studies ◽  
The First World War ◽  
The World ◽  
Vehicle Technology ◽  
Travel Abroad ◽  
First World

Following Germany's resounding defeat in the First World War, the loss of its status as a colonial power, and the series of severe political and economic upheavals during the interwar years, travel abroad by motor vehicle was one way that Germans sought to renegotiate their place in the world. One important question critical studies of mobility should ask is if technologies of mobility contributed to the construction of cultural inequality, and if so in which ways? Although Germans were not alone in using technology to shore up notions of cultural superiority, the adventure narratives of interwar German motorists, both male and female, expressed aspirations for renewed German power on the global stage, based, in part, on the claimed superiority of German motor vehicle technology.

“The World Is My Domain”

Transfers ◽  
2011 ◽  
Vol 1 (3) ◽  
pp. 44-63
Author(s):  
Sasha Disko
Keyword(s):  
Motor Vehicle ◽  
First World War ◽  
Colonial Power ◽  
World War ◽  
Critical Studies ◽  
The First World War ◽  
The World ◽  
Vehicle Technology ◽  
Travel Abroad ◽  
First World

Following Germany's resounding defeat in the First World War, the loss of its status as a colonial power, and the series of severe political and economic upheavals during the interwar years, travel abroad by motor vehicle was one way that Germans sought to renegotiate their place in the world. One important question critical studies of mobility should ask is if technologies of mobility contributed to the construction of cultural inequality, and if so in which ways? Although Germans were not alone in using technology to shore up notions of cultural superiority, the adventure narratives of interwar German motorists, both male and female, expressed aspirations for renewed German power on the global stage, based, in part, on the claimed superiority of German motor vehicle technology.

Conclusion

2018 ◽  
pp. 359-368
Author(s):  
Kaushik Roy
Keyword(s):  
High Intensity ◽  
First World War ◽  
North India ◽  
World War ◽  
Industrialized Nations ◽  
The First World War ◽  
First World

In 1914, the Indian Army was not prepared either conceptually or materially to participate in a high-intensity conventional war. It was an occupation force geared for policing purposes and launching punitive expeditions across the frontiers of India. Before the First World War, the industrializing/industrialized nations of West Europe depended on mass armies based on short-service conscripts. The Indian Army comprised of long-service volunteers numbering to 180,000 men. Sepoys and sowars were enlisted for a service of 3 years, but with the option of continuing serving for 18 years. The recruits were trained for 10 months and then they joined the regiments. After the end of 18 years’ service, they became eligible for pension. Most Indian soldiers signed for long service. For the regiments that enlisted in north India, accommodation for families of the personnel was fixed at 5 per cent of the strength. The Indian soldiers lived in hovels made of earth, which were filthy and dilapidated, hence, unsanitary. Overcrowding and unsanitary conditions of the Indian soldiers’ lines caused diseases such as tuberculosis and so on....

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