Academic literature on the topic 'Great north road'
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Journal articles on the topic "Great north road"
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Barnett, Ursula A., and John Eppel. "D G G Berry's Great North Road." World Literature Today 67, no. 3 (1993): 662. http://dx.doi.org/10.2307/40149519.
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Kanatuly, M., A. S. Adilbayeva, and K. Ercilasun. "TOURISM OPPORTUNITIES FOR KAZAKHSTAN ON THE GREAT SILK ROAD." History of the Homeland 98, no. 2 (June 29, 2022): 237–44. http://dx.doi.org/10.51943/1814-6961_2022_2_237.
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Kazakhstan is a big country in central Asia. The Great Silk Road is one of the reasons people must visit the country because Kazakhstan was one of the key countries that participated in it. Nowadays, the history comes back again and the country is planning to become a destination that will be home for international and domestic tourists. Astana intends to invest $10 billion, $6 billion of which will come from private investors, and the country’s tourism planners hope that it will help to develop its tourism sector by 2020. For centuries, crowds of people speaking diverse languages filled the bazaars of Asia, and long caravans crept along dusty roads carrying precious gems and silks, spices and dyes, gold and silver, and exotic birds and animals to Europe. Yet the Silk Road was to become not only a great trade route but the melting pot of two very different civilizations; those of the East and the West, with their specific cultural traditions, religious beliefs, and scientific and technical achievements. Central Asia, situated between China and India in the east, bordering on the European world in the west, spreading between the Volga and Siberia in the north, and between Persia and Arabia in the south, for almost two thousand years stood at the crossroads ofthe world’s great civilizations and cultures.
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Kunitz, J. K., J. D. Lagree, and D. L. Weinig. "A GIS Examination of the Chacoan Great North Road." KIVA 83, no. 1 (December 21, 2016): 86–113. http://dx.doi.org/10.1080/00231940.2016.1199936.
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Raeside, Ian. "The Great Road from Surat to Agra through Malwa." Journal of the Royal Asiatic Society 1, no. 3 (November 1991): 363–81. http://dx.doi.org/10.1017/s1356186300001188.
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Jean Deloche in a series of valuable publications has given an overall view of the Indian road network in the period up to about 1820 when the general pacification that followed the collapse of the Maratha kingdom gave British engineers the chance to transform the communications of India, first with military roads and later with railways. This transformation was nowhere more complete than in Central India and particularly in Malwa, the Mughal subha through which led the great road from Delhi and Agra to Burhanpur and the Deccan – a road which was followed by many of the European merchants and diplomats travelling between Surat and Agra and in part by the Maratha armies in the eighteenth century as they first raided and then conquered territory all the way up to Delhi. The other route from Surat to the north lay through Gujarat and the semi-deserts of Rajasthan (Deloche, 1980, pp. 55–7) and will not concern us here. Our route follows the Tapti valley east to Burhanpur, through the gap guarded by Asirgarh and then, after the unavoidable difficulties of the Narmada crossing and the climb up the Vindhya escarpment, takes an easy line through the flat well-cultivated Malwa plateau from Sironj to Narwar, following the grain of the country between the north-flowing tributaries of the Chambal.
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Djuraeva, Dr Sanabar N., and Dr Durbek A. Rakhimdjanov. "TRADE RELATIONS OF THE SURKHAN OASIS ON THE GREAT SILK ROAD IN THE MIDDLE AGES AND THE CRAFTS THAT FLOURISHED THERE." American Journal Of Social Sciences And Humanity Research 02, no. 12 (December 1, 2022): 56–61. http://dx.doi.org/10.37547/ajsshr/volume02issue12-09.
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This article describes the development of the Great Silk Road in Central Asia from ancient times, the fact that the Kushan Kingdom was the main link of the trade route, the Surkhan oasis in the Middle Ages, north and northwest of Termiz, from Sogd to India through the Iron Gate, Sogd, -Saroykamar- Kunduz to Kashmir, from the west to Balkh, Badakhshan, Hisori Shodmon-Tianshan are located at the intersection of the roads to East Turkestan and China, trade relations, the flourishing of crafts and the construction of a river port in Termiz in the 10th century, the protection of the Great Silk Road during the reign of Amir Temur, and the important role of Termiz in the trade route are covered.
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Dimitrijevic, Milijan, and John Whitehouse. "The vicinal road between Sirmium and the great canal of Probus. Exploring roman roads in the Glac study area." Starinar, no. 72 (2022): 217–51. http://dx.doi.org/10.2298/sta2272217d.
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As part of a comprehensive archaeological survey of the area around the site of Glac in the north-west of Serbia, a detailed examination has been undertaken of the pattern of the Roman roads, including the location of a vicinal road that led from the eastern periphery of ancient Sirmium along the Sava river to the Great Canal of the emperor Probus, the present-day Jarcina channel. The context of vicinal roads in the general pattern of Roman roads together with the implications of the road construction and usage throughout the Roman period including changes in the settlements pattern along its route are explored.
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POGUE, MICHAEL G. "The Noctuinae (Lepidoptera: Noctuidae) of Great Smoky Mountains National Park, U.S.A." Zootaxa 1215, no. 1 (May 26, 2006): 1. http://dx.doi.org/10.11646/zootaxa.1215.1.1.
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Forty-eight species of Noctuinae are recorded from Great Smoky Mountains National Park, Tennessee and North Carolina, U.S.A., with 17 species in the tribe Agrotini and 31 species in the tribe Noctuini. Images of adults, description/diagnosis, flight period, collected localities, abundance, elevational range, general distribution, and larval hosts are presented for each species. The greatest diversity of Noctuinae species (n=29) was recorded from four combined localities along Big Cove Road, Swain Co., North Carolina.
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Friedman, Richard A., Anna Sofaer, and Robert S. Weiner. "Remote Sensing of Chaco Roads Revisited." Advances in Archaeological Practice 5, no. 4 (September 12, 2017): 365–81. http://dx.doi.org/10.1017/aap.2017.25.
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ABSTRACTThis paper reports on the first and highly effective use of Light Detection and Ranging (lidar) technology to document Chaco roads, monumental linear surface constructions of the precolumbian culture that occupied the Four Corners region of the American Southwest between approximately AD 600 and 1300. Analysis of aerial photographs supplemented by ground survey has been the traditional methodology employed to identify Chaco roads, but their traces have become increasingly subtle and difficult to detect in recent years due to the impacts of natural weathering, erosion, and land development. Roads that were easily visible in aerial photography and on the ground in the 1980s are now virtually invisible, underscoring the need for new, cutting-edge techniques to detect and document them. Using three case studies of the Aztec Airport Mesa Road, the Great North Road, and the Pueblo Alto Landscape, we demonstrate lidar's unprecedented ability to document known Chaco roads, discover previously undetected road segments, and produce a precise quantitative record of these rapidly vanishing features.
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Koltsov, Petr M., Bauyrzhan A. Baitanayev, and Murtаzali S. Gadjiev. "Infrastructure of Great Silk Road North Branch in Areas: Western Kazakhstan – Lower Volga region – Don region – North Caucasus." Povolzhskaya Arkheologiya (The Volga River Region Archaeology) 4, no. 30 (December 25, 2019): 8–22. http://dx.doi.org/10.24852/pa2019.4.30.8.22.
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Elchaninov, Anatoly. "On the Great Silk Road—the Ice Silk Road—the road of peace and economic cooperation." InterCarto. InterGIS 25, no. 2 (2019): 330–44. http://dx.doi.org/10.35595/2414-9179-2019-2-25-330-344.
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The project on the organization of trade relations between China and other countries arose in the second half of the II century BC. The caravan road connecting East Asia with the Mediterranean in the ancient time and to the Middle Ages was used, first of all, for export of silk from China. Therefore in 1877 the German geographer F.F. von Richtgofen called this route giving the chance for establishment of business contacts, cultural dialogue, promoting to mutual enrichment of large civilizations,—“A Silk Road”. By XV century the overland Silk Road fell into decay, sea trade and navigation began to develop. At the present stage of its development the mankind realized need of restitution of the interstate and international interaction inherent in the period of existence of the Great Silk Road. At the XXIV session of the UNESCO General conference in 1987 the project on complex studying of the Great Silk Road was developed. This international project worked according to two large programs of UNESCO: “The environment surrounding the person, resources of the ground and sea” and “The culture and the future”. In the next years development of the idea of reconstruction and expansion of the opportunities put in the ancient times in the Great Silk Road continued. In 2013 the Chinese President Xi Jinping put forward the concept of “A New Silk Road” under the slogan “One Belt – One Road” including the “Economic Belt of the Silk Road” and “Sea Silk Road of the XXI Century” projects. The strategy of “A New Silk Road” included the project of development of the Northern Sea Route. The Northern Sea Route—the major navigable main passing across the seas of Arctic Ocean, connecting the European and Far East ports and also mouths of the navigable Siberian rivers into the unified transport system of the Arctic. The history of the Northern Sea Route began with the first voyages of the Pomors. Development, studying and the description of sea routes of the Russian Arctic continued further. Development of the Arctic navigation promoted the beginning of the industrial development of natural resources of the region. The large-scale industrial development of the Arctic territories began in the 1930s. During the Great Patriotic War of 1941–1945 ice breakers played a large role in conducting of northern convoys. The existing ports were specially converted, new polar stations are built and also additional airfields are developed. In post-war years the Arctic navigation gained further development thanks to the commissioning of icebreaking vessels of new classes. The map of the Northern Sea Route on which the objects built in the 1930–1940s are shown is presented in the article. In July, 2017 during the visit to Russia the chairman Xi Jinping with the president V.V. Putin reached the important agreement on development and use of the Arctic Sea Route and creation of the Ice Silk Road, the sea way uniting North America, East Asia and Western Europe. Within the project of “The Ice Silk Road” tankers with production of Yamal LNG for the first time in the history went the Arctic Sea Route without icebreaking maintenance in the summer of 2018 and arrived from the Arctic port Sabbeta to the Chinese port Jiangsu Zhudong. By these flights the beginning of the regular supply of LNG across the Northern Sea Route is opened.
Dissertations / Theses on the topic "Great north road"
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Karskens, Grace. ""The grandest improvement in the country" an historical and archaeological study of the Great North Road, N.S.W., 1825-1836 /." Connect to full text, 1985. http://hdl.handle.net/2123/403.
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Thesis (M.A.)--University of Sydney, 1986.Submitted in fulfilment of the requirements for the degree of Master of Arts to the Dept. of History, Faculty of Arts. Degree awarded 1986; thesis submitted 1985. Includes tables. Title from title screen (viewed Apr. 15, 2008). Includes bibliography. Also available in print form.
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KARSKENS, Grace. "The grandest improvement in the country: an historical and archaeological study of the Great North Road, N.S.W., 1825-1836." Thesis, The University of Sydney, 1985. http://hdl.handle.net/2123/403.
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The line of road originally intended to link Sydney with the booming settlements of the Hunter Valley underwent a ten year survey and construction period, beginning in 1825 with Heneage Finch's hastily selected, winding line, and ending in 1836 with two small road gangs caught in a continuous cycle of construction and decay. In the interim period, however, the road had aroused the enthusiasm of the best surveyors and engineers available in the colony. These men envisioned a fine, all-encompassing, permanent thoroughfare - a most appropriate goal in view of the contemporary optimism with regard to the colony's future. The structures and formations were impressive and etensive and built as far as possible according to the latest principles emerging from the road building revolution in Britain. The methods were, of necessity, simplified in response to the colonial conditions of rugged terrain, vast distances and the large but unskilled and, for the main part, unwilling convict labour force. The results were highly successful, as is stille vident today, and never failed to impress early travellers and reassure them that they were, after all, in a 'civilised' country. The road never actually fulfilled its builders' plans. A steamboat service established between Sydney and the Hunter Valley robbed it of its role as a vital link, and other more hospitable or more direct routes were discovered and used by what traffic did proceed on land. After the few remaining gangs were finally withdrawn, seciton after section quickly fell into disuse and abandonment. Both the grand and modest structures and formations were left neglected, and thus preserved, to the present day.
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KARSKENS, Grace. "THE GRANDEST IMPROVEMENT IN THE COUNTRY: AN HISTORICAL AND ARCHAEOLOGICAL STUDY OF THE GREAT NORTH ROAD, N.S.W., 1825-1836." University of Sydney, History, 1985. http://hdl.handle.net/2123/403.
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The line of road originally intended to link Sydney with the booming settlements of the Hunter Valley underwent a ten year survey and construction period, beginning in 1825 with Heneage Finch's hastily selected, winding line, and ending in 1836 with two small road gangs caught in a continuous cycle of construction and decay. In the interim period, however, the road had aroused the enthusiasm of the best surveyors and engineers available in the colony. These men envisioned a fine, all-encompassing, permanent thoroughfare - a most appropriate goal in view of the contemporary optimism with regard to the colony's future. The structures and formations were impressive and etensive and built as far as possible according to the latest principles emerging from the road building revolution in Britain. The methods were, of necessity, simplified in response to the colonial conditions of rugged terrain, vast distances and the large but unskilled and, for the main part, unwilling convict labour force. The results were highly successful, as is stille vident today, and never failed to impress early travellers and reassure them that they were, after all, in a 'civilised' country. The road never actually fulfilled its builders' plans. A steamboat service established between Sydney and the Hunter Valley robbed it of its role as a vital link, and other more hospitable or more direct routes were discovered and used by what traffic did proceed on land. After the few remaining gangs were finally withdrawn, seciton after section quickly fell into disuse and abandonment. Both the grand and modest structures and formations were left neglected, and thus preserved, to the present day.
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McMurray, David, and University of Lethbridge Faculty of Arts and Science. "'A rod of her own' : women and angling in victorian North America." Thesis, Lethbridge, Alta. : University of Lethbridge, Faculty of Arts and Science, 2007, 2007. http://hdl.handle.net/10133/537.
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This thesis will argue that angling was a complex cultural phenomenon that had developed into a respectable sport for women during the Early Modern period in Britain. This heterogeneous tradition was inherited by many Victorian women who found it to be a vehicle through which they could find access to nature and where they could respectably exercise a level of authority, autonomy, and agency within the confines of a patriarchal society. That some women were conscious of these opportunities and were deliberate in their use of angling to achieve their goals while others happened upon them in a more unassuming manner, underscores how angling also functioned as a canopy of camouflage within Victorian society. In other words, though it outwardly appeared as a simple recreational activity, angling possessed the ability to function as a meta-narrative for its adherents, where the larger experiences and intentions of women became subtly intertwined, if not hidden, within the actual activity itself.viii, 197 leaves ; 29 cm.
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Anderson, Joshua Tyler. "Dams, Roads, and Bridges: (Re)defining Work and Masculinity in American Indian Literature of the Great Plains, 1968-Present." DigitalCommons@USU, 2013. https://digitalcommons.usu.edu/etd/1768.
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This master's thesis explores the intersections of labor, socioeconomic class, and constructed American Indian masculinities in the literature of indigenous writers of the Great Plains published after the Native American Renaissance of the late 1960s. By engaging scholars and theorists from multiple disciplines--including Native labor historians such as Colleen O'Neill and Alexandra Harmon, (trans)indigenous studies scholars such as Chadwick Allen and Philip Deloria, and Native literary and cultural critics such as Gerald Vizenor and Louis Owens--this thesis offers an American Studies approach to definitions and expressions of work, wealth, and masculinity in American Indian literature of the Great Plains. With chapters on D'Arcy McNickle's posthumous Wind From an Enemy Sky (1978), Carter Revard's poetry and mixed-genre memoirs, and Thomas King's Truth and Bright Water (1999), this thesis emphasizes the roles of cross-cultural apprenticeships for young Native protagonists whose socioeconomic opportunities are often obstructed, threatened, or complicated by dams, roads, and bridges, both literal and metaphorical, as they seek ways to engage (or circumvent) the capitalist marketplace on their own terms. In highlighting each protagonist's relationship to blood (family and community), land, and memory, the chapters reveal how the respective Native authors challenge and reimagine stereotypes regarding Native workers and offer more complicated and nuanced discussions of Native "traditions" in modernity. (173 pages)
Books on the topic "Great north road"
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Hamilton, Peter F. Great North Road. New York: Del Rey, 2014.
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Hamilton, Peter F. Great north road. New York: Del Rey/Ballantine Books, 2012.
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The great north road. London: Picador, 2008.
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Briley, Ann. The Great North Road and other stories. Spokane, WA: A. Briley, 1995.
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Eppel, John. D.G.G. Berry's The great north road: A novel. Cape Town, Johannesburg: Carrefour, 1992.
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Road bike the Smokies: 16 great rides in North Carolina's Great Smoky Mountains. Almond, N.C: WMC Pub., 1997.
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Hanna, Cliff. Bandits on the Great North Road: The bushranger as social force. [Newcastle, Australia]: Nimrod Publications, University of Newcastle, 1993.
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Road bike north Georgia: 25 great rides in the mountains and valleys of North Georgia. Almond, N.C: Milestone Press, 1998.
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Selig, Jones Emma, ed. Africa's Great North Road in a VW camper: Cape Town to Mombasa. Bloomington: iUniverse Inc, 2012.
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Baseball road trips: The Midwest and Great Lakes. Chicago: Triumph Books, 2014.
Find full textBook chapters on the topic "Great north road"
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Tianming, Gao. "Going North." In Handbook of Research on International Collaboration, Economic Development, and Sustainability in the Arctic, 133–61. IGI Global, 2019. http://dx.doi.org/10.4018/978-1-5225-6954-1.ch007.
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When China announced its Belt and Road Initiative (BRI), most of the attention focused on the joint building of transportation infrastructure across the Eurasian landmass and the Indian Ocean. However, with the release of the Arctic Policy in 2018, China incorporated the Arctic shipping lanes into the BRI transport network. Development of shipping in polar waters requires collaboration with Arctic countries. This chapter discusses the challenges China faces in exploring new maritime ways in the Arctic and collaborating with Russia in the development of the Arctic Blue Economic Corridor. The investment projects in the Arctic are considered in the format of eight development zones located in the polar regions along Russian part of the Northern Sea Route. The author concludes that Arctic shipping lanes have a great potential to be efficiently incorporated into the BRI transport network. However, there are many specific technological and economic challenges to be considered and met before polar transport routes may become any viable alternatives to southern maritime routes used by China.
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Singha, Radhika. "The Recruiter’s Eye on the ‘Primitive’." In The Coolie's Great War, 159–204. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780197525586.003.0005.
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(237words) This chapter explores the deepening during World War one of colonial interest in the military, labor and political potential of those it categorized as ‘primitive’ populations. Among these were the ‘hill-men’ of India’s North-East Frontier deployed for militarist border-making both as porters and as informal auxiliaries. But work gangs for road building and expeditionary columns were also drawn from so- called ‘Santhalis’ or ‘aboriginals’, strung along the path of migration eastwards from Bihar and Orissa. Keen to highlight the importance to empire of the North-East Frontier, considered less significant than the North-West Frontier, the Assam government offered to raise ‘primitive hill-men’ labor companies for France. Some ‘hill-men’ chiefs feared the depletion of their retinues, others saw new opportunities unfold. Recruitment set up circuits between local conflicts and new theatres of war, resulting in the prolonged Kuki-Chin uprising of 1917-1919 along the Assam –Burma border. War also intensified the extractive drives of state and capital over forest and mineral resources, as illustrated in a small uprising in Mayurbhanj in Bihar and Orissa in which ‘Santhalis’ were held to be very prominent.. At both sites officials concluded that the resistance of ‘primitive’ populations to war- drives which subjected their persons and re-shaped their environments arose from ‘millenarian’ dreams of autonomy. However ‘primitivity’ also offered rich possibilities for the post-war reconstruction of imperial legitimacy. It was the ground on which certain tracts inhabited by ‘backward populations’ were excluded from the scheme of responsible government introduced in 1919.
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Dickens, Charles. "Chapter XLII an old acquaintance of oliver’s, exhibiting decided marks of genius, becomes a public character in the metropolis." In Oliver Twist. Oxford University Press, 2008. http://dx.doi.org/10.1093/owc/9780199536269.003.0044.
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Upon the very same night when Nancy, having lulled Mr. Sikes to sleep, hurried on her self-imposed mission to Rose Maylie, there advanced towards London, by the Great North Road,* two persons, upon whom it is expedient that this history should bestow...
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Gissing, George. "Chapter XIV Recruits." In New Grub Street. Oxford University Press, 2016. http://dx.doi.org/10.1093/owc/9780198729181.003.0015.
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Marian walked to the nearest point of Camden Road, and there waited for an omnibus, which conveyed her to within easy reach of the street where Maud and Dora Milvain had their lodgings. This was at the north-east of Regent’s Park, and no great...
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Fagan, Brian. "To Desert and Steppe." In From Stonehenge to Samarkand. Oxford University Press, 2006. http://dx.doi.org/10.1093/oso/9780195160918.003.0014.
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The vast reaches of central Asia are redolent with history, with stirring tales of Marco Polo’s epic journeys and all the romance of the Silk Road, an arduous caravan route that connected Asia and the West for hundreds of years. The archaeology of both central Asia and the Silk Road has yet to reveal all their secrets, for the area presents formidable obstacles for even the most experienced researchers and travelers. A century ago, the obstacles were even more severe—no rail lines, no roads beyond caravan tracks and horse trails, and endemic political instability, to say nothing of harsh deserts and high mountain passes. Despite these obstacles, Afghanistan, Tibet, and other countries along the Silk Road were the arena for what became known in the nineteenth century as the “great game,” the hide-and-seek struggle between Russia and Britain for control of a strategically vital area north of British India. Here, archaeological travel was in the hands of explorers and truly dedicated scientists, and certainly was not the domain of tourists. The logistics and enormous distances ensured that anyone traveling in central Asia vanished from civilization for months, and more often for years. During the nineteenth century, the occasional British army officer and political agent, and also French and German travelers, ventured widely through the region, although their concerns were predominantly military and strategic rather than scientific. The great game culminated in Colonel Francis Younghusband’s military and diplomatic expedition for Britain into Tibet in 1904, prompted by rumors that Russia had its eye on the country. After Younghusband’s return to India and because of his account of the fascinating, mountainous regions to the north, the rugged terrain that formed India’s northern frontier became a place where solitary young officers went exploring, hunting, or climbing mountains for sport. During this period, only a handful of travelers penetrated central Asia with scientific objectives, among them the Swedish explorer Sven Hedin, who traveled via Russia and the Pamirs to China in 1893–1897. He nearly died crossing the western Taklimakan Desert in the Tarim Basin to reach the Khotan River. This huge basin was a melting pot of different religions and cultures, a bridge for silk caravans between East and West.
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Ritterhouse, Jennifer. "This Division between Faith in Democracy and Power Descending from Authority." In Discovering the South. University of North Carolina Press, 2017. http://dx.doi.org/10.5149/northcarolina/9781469630946.003.0003.
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This chapter traces the first leg of Jonathan Daniels's trip through the textile mill towns of North and South Carolina and into Tennessee. His ambivalent attitude toward working-class white southerners related to the popularity of poor-white caricatures in Erskine Caldwell's novels Tobacco Road and God's Little Acre. Daniels saw the impact of the Civilian Conservation Corps in Great Smoky Mountains National Park and pondered the effects of the Tennessee Valley Authority in Knoxville, Norris, and Chattanooga. TVA commissioner David Lilienthal reassured him that New Deal programs were committed to grassroots democracy rather than social planning by outsiders. Yet Daniels was conscious of the challenges to segregation and white supremacy the New Deal was likely to bring. Wary of federal intervention in the South, Daniels looked to the road ahead with even greater concerns about far left and far right, Communist and proto-fascist, alternatives.
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Weaver, Stewart A. "3. First forays." In Exploration: A Very Short Introduction, 29–39. Oxford University Press, 2015. http://dx.doi.org/10.1093/actrade/9780199946952.003.0003.
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‘First forays ’ considers several notable figures in the history of exploration including: Harkhuf, who in 2270 bce explored the Nile River; Pytheas of Massalia, who around 325 bce sailed out north of the Bay of Biscay and circumnavigated the British Isles; Alexander the Great who introduced the Greeks to Arabia and India; Zhang Qian, in 139 bce, who provided the geographical stimulus to the further opening of the Silk Road; Ptolemy, whose second-century treatise Geographia encouraged exploratory ambitions for centuries to come; thirteenth-century Friar William of Rubruck; the traveller Marco Polo; and the accidental explorers Zheng He, who lead maritime expeditions through the Indian Ocean, between 1405 and 1433, and Moroccan pilgrim Abu 'Abdallah ibn Battúta.
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Stancheva Gigov, Iskra, and Klimentina Poposka. "China's Trade and Investment in the Western Balkans Under the Belt and Road Initiative." In Opportunities and Challenges for Multinational Enterprises and Foreign Direct Investment in the Belt and Road Initiative, 234–59. IGI Global, 2022. http://dx.doi.org/10.4018/978-1-7998-8021-9.ch011.
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The China Belt and Road Initiative (BRI) and the 17+1 cooperation platform, as an integral part of it, is the key framework for China's foreign policy towards most parts of the world, including the Western Balkans (WB). Through its global initiative and cooperation platform, China creates a range of opportunities for facilitating trade and increasing export, financial integration and greater Chinese investment, major infrastructure projects, as well as their funding. This chapter analyzes the real situation regarding these aspects in the WB countries, especially focused on North Macedonia. The analysis indicates that there has been some progress in co-operation, but the WB countries (excluding Serbia) have failed to maximize their interests either in bilateral co-operation or in the framework of the BRI initiative and the 17+1 platform. Conclusively, despite all the great expectations, the trade exchange, Chinese investments, and the realized infrastructure projects do not reach a significant level.
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Bradley, Richard, Colin Haselgrove, Marc Vander Linden, and Leo Webley. "The Research in Retrospect." In The Later Prehistory of North-West Europe. Oxford University Press, 2015. http://dx.doi.org/10.1093/oso/9780199659777.003.0013.
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In some respects this project was the successor to the research published in 2007 as The Prehistory of Britain and Ireland, but there are significant contrasts between the books. The results of development-led archaeology have played a central role in both, but they have influenced their contents in different ways. When the earlier book was published it was among the first to draw extensively on fieldwork undertaken as part of the planning process. To some extent the course of that research was unpredictable, for it was not clear how far the results of the new excavations and surveys would diverge from what was already known. All that was certain from the outset was that a large amount of new information had been collected and that very little of it had entered the public domain. There was a disparity between the conventional archaeological literature—journal articles, monographs, and regional syntheses—and the great majority of reports, which were prepared for planning authorities and commercial clients. Those documents were difficult to trace and sometimes difficult to access. What the project showed was that such sources were vital to any understanding of the past. It also demonstrated that at least some of the orthodoxies on which public policy depended were inconsistent with the results of work that had already taken place. The same problem affected teaching and research, for they rarely took account of the new sources of information. In retrospect, the earlier project may have influenced later research in a way that had not been foreseen. It did not, and could not, offer a completely new version of British and Irish prehistory, as it was written at a time when many excavations were still in progress—the fieldwork associated with road-building in Ireland is a good example. In any case the dissemination of information in the archaeology of these islands was so inefficient that particularly in England it was difficult to find out what had been done. Tracing the results was an even harder task, and it was not completely successful.
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Hess, Earl J. "Now, Boys, You Must Do Your Duty." In Storming Vicksburg, 110–21. University of North Carolina Press, 2020. http://dx.doi.org/10.5149/northcarolina/9781469660172.003.0007.
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On the Seventeenth Corps sector the main effort was launched by John A. Logan’s division along the Jackson Road. John E. Smith’s brigade advanced in column formation and struck the 3rd Louisiana Redan. It deployed into line before reaching the redan and all of its regiments managed to lodge at the foot of the parapet. They found it impossible to scale the slope, however, and remained there for the rest of the day. John D. Stevenson’s brigade, to the south of Smith, advanced out of a protective ravine toward the Great Redoubt. Some regiments made it to the foot of the slope but could not enter the work while others, especially the 81st Illinois, got stuck part way to the fort and suffered heavy losses. Thomas Ransom’s brigade of John McArthur’s division, north of Logan, spent the morning and the early afternoon making contact with the rest of Blair’s division to the north so the combined force might launch a coordinated attack. Meanwhile, James B. McPherson’s other division, commanded by Isaac F. Quinby, advanced to the south of Logan to demonstrate against the Confederates but did not launch an attack.
Conference papers on the topic "Great north road"
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Valenzuela, Matías A., Francisco Hernandez, Nicolás A. Valenzuela, Flavio H. Álvarez, and Hernan Pinto. "Proposal methodology to assess debris current design in traditional Chilean Bridges." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.0165.
Full textAbstract:
<p>During the last five years, the north of Chile was impacted by several natural disasters not considered in the traditional code design. During 2015 a great rain fall occurred in a desert zone, it is not prepared by this amount of water, producing soil and debris currents from the mountain to the sea (about 100 km).</p><p>These phenomena produced an important damage in the infrastructure, specially focused on roads and bridges. The main damage detected was the collapse of the infrastructure (piers and abutment) and the unlinking between deck and piers.</p><p>This paper presents a proposal methodology to assess the effect of these currents on bridges, using the case of study of the Chañaral Bridge, a multi-supported bridge, with four concrete girders, slab girder and two spans of 20 meters supported in two abutments and one concrete pier, over the Charañal River.</p><p>A sensitive hydraulic analysis via FEM was carried out using non-Newtonian flows (high density) representing the real final topography-condition of the current. A FEM of the bridge was carried out too considering a Non- Linear transient load. The inputs for model are the outputs from the hydraulic model in order to define the condition that produce the same collapse behavior showed after the real debris current.</p><p>Finally, results of this methodology are discussed, providing a comprehensive methodology, step by step, in order to obtained similar results according to the 2015 event.</p>
2
Hill, Rodrigo, and Tom Roa. "Place-making: Wānanga based photographic approaches." In LINK 2022. Tuwhera Open Access, 2022. http://dx.doi.org/10.24135/link2022.v3i1.188.
Full textAbstract:
Ka matakitaki iho au ki te riu o Waikato Ano nei hei kapo kau ake maaku Ki te kapu o taku ringa, The words above are from the poem Māori King Tawhiao wrote expressing his love for his homelands of the Waikato and the region known today as the King Country. The words translate to: “I look down on the valley of Waikato, As though to hold it in the hollow of my hand.” Now imagine a large-scale photograph depicting a close-up frame of cupped hands trying to hold something carefully. The words above inform Professor Tom Roa and Dr. Rodrigo Hill’s current research project titled Te Nehenehenui - The Ancient Enduring Beauty in the Great Forest of the King Country. With this project still in its early stages the research team will present past collaborations which they will show leads into new ideas and discussions about photography, wānanga, and place representation. They focus on Māori King Tawhiao’s finding refuge in Te Nehenehenui, later called the King Country in his honour. He led many of his Waikato people into this refuge as a result of the British Invasion and confiscation of their Waikato lands in the latter part of the nineteenth century. The love of and for those lands prompted him to compose his ‘maioha’ - this poem painting a word-picture of these spaces which their photography humbly aims to portray. The project advances the use of wānanga (forums and meetings through which knowledge is discussed and passed on) and other reflective practices, engaging with mana whenua and providing a thread which will guide the construction of the photographic images. The name Te Nehenhenui was conceptualised by Polynesian ancestors who travelled from Tahiti and were impressed with the beauty of the land and the vast verdant forests of the King Country territories in the North Island of Aotearoa New Zealand. The origins of the name and further relevant historical accounts have been introduced and discussed by Professor Tom Roa (Ngāti Apakura, Ngāti Hinewai), Shane Te Ruki (Ngāti Unu, Ngāti Kahu) and Doug Ruki (Ngāti Te Puta I Te Muri, Ngāti Te Kanawa, Ngāti Peehi) in the TVNZ Waka Huia documentary series. The documentary provides a compelling account of the origins of the name Te Nehenehenui, thus informing this project’s core ideas and objectives. The research fuses wānanga, that is Mātauranga Māori, and photographic research approaches in novel ways. It highlights the importance of local Waikato-Maniapoto cosmological narratives and Māori understandings of place in their intersecting with the Western discipline of photography. This practice-led research focuses on photography and offers innovative forms of critical analysis and academic argumentation by constructing, curating, and presenting the photographic work as a public gallery exhibition. For this edition of the LINK Conference, the research team will present early collaborations and current research developments exploring place-making and wānanga as both methodology and photography practice.