Journal articles: 'Railways, Great Britain, 1911'

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Gregory, Ian, and Robert M. Schwartz. "National Historical Geographical Information System as a tool for historical research: Population and railways in Wales, 1841–1911." International Journal of Humanities and Arts Computing 3, no. 1-2 (October 2009): 143–61. http://dx.doi.org/10.3366/ijhac.2009.0013.

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One of the early drivers of historical GIS was the development of national historical GISs. These systems usually hold all of a country's census and related statistics from the nineteenth and twentieth centuries. As such they have represent an extremely valuable resource, but at the same time they were and remain extremely expensive and time consuming to build. Was the investment worthwhile? This paper takes one of these systems, the Great Britain Historical GIS, and explores how it was built, what methodologies were developed to exploit the data that it contains, and provides an example to demonstrate how it made possible a unique analysis of railroads in Wales before the First World War.

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Bogomazov, N. I. "Forgotten, but not Ignored, Personnel: Female Labor on the Railways of the Russian Empire." Modern History of Russia 12, no. 1 (2022): 201–9. http://dx.doi.org/10.21638/11701/spbu24.2022.112.

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The article discusses the book Forgotten Personnel. Female labor on the railways of the Russian Empire, written by V. A. Serdiuk. This book belongs to the popular scholarly trend of “gender history,” but it is not only a work on the history of women on the railways and an analysis of their work experience. The book is equally a study of the history of Russian railways in general: the author, using new data, presents a fresh look at the development of Russian railways from 1838 to 1917. The strength of the work is the presence in each of chapter of a separate paragraph on the development of the same “gender” processes on foreign railroads, especially in the USA, Great Britain, France, and Germany. This allows us to better understand Russian problems. The monograph shows that “in terms of the number of female employees and the degree of their involvement in railway activities”, Russia was second only to France. At the same time, the article presents some comments. First of all, there is insufficient analysis of the period of Nicholas II, especially the First World War. Although general trends are shown, such as the increase in the number of women employed in the railways, nevertheless, a number of aspects require further and more detailed study. This is especially important for the railways located in the theater of military operations. However, the monograph by V. A. Serdiuk is largely a pioneering work that significantly expands our understanding of the problem.

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Schwartz, Robert, Ian Gregory, and Thomas Thévenin. "Spatial History: Railways, Uneven Development, and Population Change in France and Great Britain, 1850–1914." Journal of Interdisciplinary History 42, no. 1 (June 2011): 53–88. http://dx.doi.org/10.1162/jinh_a_00205.

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A comparative spatial history combining historical narrative, geographical thinking, and spatial analysis of historical data offers new perspectives on railway expansion and its effects in France and Great Britain during the long nineteenth century. Accessible rail transport in the rural regions of both countries opened new economic opportunities in agriculture, extractive industries, and service trades, helping to revitalize rural communities and decrease their rates of out-migration. In France, long-standing economic disparities between the developed north and the less-productive south gradually reduced. These conclusions are based, in part, on the use of historical geographical information systems (hgis) and spatial statistics, illustrating a component of spatial history.

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Schwartz, Robert M. "The Transport Revolution on Land and Sea: Farming, Fishing, and Railways in Great Britain, 1840-1914." HoST - Journal of History of Science and Technology 12, no. 1 (September 1, 2018): 106–31. http://dx.doi.org/10.2478/host-2018-0005.

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Abstract The introduction and expansion of rapid rail transportation in Great Britain helped transform sea fishing and make fresh fish a new commodity of mass consumption. In agriculture the rail network greatly facilitated the shift from mixed cereal farming to dairy farming. To demonstrate the timing and extent of these changes in food production this article blends history and geography to create a spatial history of the subject. Using the computational tools of GIS and text mining, spatial history charts the expanding geography and size of the fresh fish industry and documents the growing concern among fishermen of over-fishing. In agricultural, huge flows of cheap wheat from the United states caused a crisis in British wheat farming, forcing many farmers to convert arable land to pasture for use in dairy farming. Given the growing demand for fresh milk in cities and increased availability of rapid rail transport in rural areas, dairy farming replaced wheat farming in outlying counties such as Wiltshire, the example examined here.

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Hacker, Barton C. "White Man's War, Coloured Man's Labour. Working for the British Army on the Western Front." Itinerario 38, no. 3 (December 2014): 27–44. http://dx.doi.org/10.1017/s0165115314000515.

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The Great War was indeed a world war. Imperial powers like Great Britain drew on their far-flung empires not only for resources but also for manpower. This essay examines one important (though still inadequately studied) aspect of British wartime exigency, the voluntary and coerced participation of the British Empire's coloured subjects and allies in military operations on the Western Front. With the exception of the Indian Army in the first year of the war, that participation did not include combat. Instead coloured troops, later joined by contract labourers, played major roles behind the lines. From 1916 onwards, well over a quarter million Chinese, Egyptians, Indians, South Africans, West Indians, New Zealand Maoris, Black Canadians, and Pacific Islanders worked the docks, built roads and railways, maintained equipment, produced munitions, dug trenches, and even buried the dead. Only in recent years has the magnitude of their contribution to Allied victory begun to be more fully acknowledged. Yet the greatest impact of British labour policies in France might lie elsewhere entirely. Chinese workers seem likely to have carried the virus that caused the Great Flu pandemic of 1918-19, which may have killed more people around the world than the war itself.

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Prigodich, Nikita Dmitrievich, and Nikolai Ivanovich Bogomazov. "Foreign Purchases for the Needs of Russian Transport during the First World War: Problem Statement and Historiographical Aspects." Genesis: исторические исследования, no. 4 (April 2023): 10–18. http://dx.doi.org/10.25136/2409-868x.2023.4.40377.

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The article discusses general theoretical considerations about the factor of foreign purchases in solving the transport crisis in Russia during the First World War. At the same time, the main emphasis is placed on a historiographical review of the problem, which allows us to formulate a vector for further research. Since the end of 1914, it has become obvious to the political and military leadership of the country that the requirements of wartime in some industries significantly exceed the capabilities of domestic manufacturers. First of all, this applies to railways, front and rear, which constantly needed a huge number of new rails and fasteners to them, switches, bandages, wagons of various types, locomotives and other materials. The inability to produce the necessary materials in the right quantity at Russian enterprises naturally led to the need to purchase them abroad, primarily in the United States and allied countries - Great Britain and France. Since 1915, foreign procurement has been on a wide scale. Military and civilian authorities, trying to improve the operation of transport, which is critical in wartime conditions, are gradually expanding the range of goods ordered abroad for transport purposes, including cars, materials for aviation and the navy.

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Lutz, John. "Losing Steam: The Boiler and Engine Industry as an Index of British Columbia’s Deindustrialization, 1880‑1915." Historical Papers 23, no. 1 (April 26, 2006): 168–208. http://dx.doi.org/10.7202/030986ar.

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Abstract This paper examines the process whereby the resource industries on the British Columbia frontier were disconnected from the local secondary manufacturing industries and coupled to the growing manufacturing economies of southern Ontario, the United States, and Great Britain between 1860 and 1915. The resource extractive industries were closely linked, in British Columbia, to the boiler and engine-making industry and prior to 1900 both sectors grew apace. After 1900 the growing demand for boilers and engines was met by producers in Ontario, the United States, and Britain while the British Columbia industry went into decline. An examination of both the costs of production and the social determinants of those costs reveals that the main causes of this displacement were the linking of the high-wage British Columbia economy to the lower wage east by the Canadian Pacific Railway; the railway's discriminatory rate structure; and a shift towards nonlocal ownership of the main components in the economy which was accompanied by new purchasing patterns that favoured nonlocal secondary manufacturers.

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Martin, Vanessa, and Morteza Nouraei. "The Role of the Karguzar in the Foreign Relations of State and Society of Iran from the mid-nineteenth century to 1921. Part 1: Diplomatic Relations." Journal of the Royal Asiatic Society 15, no. 3 (November 2005): 261–77. http://dx.doi.org/10.1017/s1356186305005286.

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AbstractThe foreign relations of Iran from 1800 to 1921 have on the whole been discussed in terms of diplomatic relations between states, of ‘Great Power’ policy, and of the impact of the world economy upon a comparatively weak and traditional society. A brief survey of the existing literature reveals that Iran's lack of progress has been attributed among other factors to her form of government, foreign interference and to her predicament as a buffer state between the British and Russian empires. The traditional power structures of Iran, as dominated by an absolute monarchy intent on personal interest with a concomitant lack of realism when engaging in war, was, in Ramazani's view, the origin of the country's weakness. Kazemzadeh saw the subject from the point of view of Anglo-Russian rivalry at the highest levels, and argued that both powers sought to impose hegemony on Iran by a variety of means, including, putting pressure on the Shah and chief ministers, using commercial concessions and exercising intimidation. The competition of Britain and Russia was so intense that each was determined to undermine any plan of development proposed by the other, opportunities were numerous, as, for example, in the introduction of railways. Yapp, to some extent, questioned this argument by pointing out that British interests were more complex than those of the Russians; on the one hand a stronger Iran was a more efficient buffer-state, but on the other hand it could undermine British influence in Afghanistan and the Persian Gulf. Yapp also noted that the British and Russian presence gave advantages to Iran in terms of the development of international trade, the control of internal disorder and in the imposition of regional security. Greaves saw Britain's diplomatic connections with Iran as dominated by her preoccupation with the defence of India, and believed that its attitudes to Iran were neither consistent nor strong. Issawi, in his study of economic development, also presented a more complex picture which emphasises the variety of the factors involved, and also the fluctuations in the economy over the period. He pointed out that trade did grow steadily, that the country benefited from new technology, for example the telegraph and the construction of the Suez Canal, and that it lived within its means. On the other hand, involvement in the international economy from 1890–1914 led to rapidly increasing foreign financial and political factors, which undermined the county's independence. Wright provided a different approach in that, while acknowledging the baleful effects of aspects of Anglo-Russian rivalry on Iran, he was more concerned with the experiences of a variety of ‘English’ amongst the Iranians, and thus offered a study of interaction between foreigners and Iranians at a level below that of international politics.

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Tucholski, Zbigniew. "Opis kolei podjazdowych w guberni warszawskiej z 1911 r. Nieznany dokument w zasobie Archiwum Państwowego w Warszawie." Kwartalnik Historii Nauki i Techniki 67, no. 4 (December 19, 2022): 149–57. http://dx.doi.org/10.4467/0023589xkhnt.22.039.16970.

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Description of the Approach Railways in the Warsaw Governorate (1911) – An Unknown Document in the State Archive in Warsaw The article is an edition of the source important for the history of the development of the railway network in Poland, namely the Information on the approach railways operating in the Warsaw Governorate (Viedomosti o suŝestvuûŝih v Varšavskoj guberni pod″ezdnyh železnyh dorogah). This document is in the archival collection labeled Warsaw Governorate Government no. 1181, kept in the State Archive in Warsaw. In the Information on the approach railways operating in the Warsaw Governorate, there is data on the public and industrial narrow-gauge railways operating in the Warsaw Governorate in 1911, as well as the standard-gauge industrial sidings of the Warsaw-Vienna Railways. This document is of great historical importance due to the degree of destruction and scattering of technical archives related to the communication infrastructure in the territory of the Russian partition. It contains important, previously unknown elementary technical and operational data of these railways and sidings.

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Boyer, George R. "The Evolution of Unemployment Relief in Great Britain." Journal of Interdisciplinary History 34, no. 3 (January 2004): 393–433. http://dx.doi.org/10.1162/002219504771997908.

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The history of unemployment relief in Britain from 1834 to 1911 was not a “unilinear progression in collective benevolence,” culminating in unemployment insurance. The combination of poor relief and private charity to assist cyclically unemployed workers from 1834 to 1870 was more generous, and more certain, than the relief provided for the unemployed under the various policies adopted from 1870 to 1911. A major shift in policy occurred in the 1870s, largely in response to the crisis of the Poor Law in the 1860s. Because the new policy—a combination of self-help and charity—proved unable to cope with the high unemployment of cyclical downturns, Parliament in 1911 bowed to political pressure for a national system of relief by adopting the world's first compulsory system of unemployment insurance.

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Prakke, Lucas. "Swamping the Lords, Packing the Court, Sacking the King." European Constitutional Law Review 2, no. 1 (February 2006): 116–46. http://dx.doi.org/10.1017/s1574019606001167.

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Three great constitutional conflicts — Great Britain: Commons v. Lords — Parliament Act 1911 — United States: President v. Supreme Court over New Deal — Court Packing plan Belgium: King v. conscience — Democracy wins in each of these cases.

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Abdul Hamid Khan and Salman Hamid Khan. "Kipling, Railways, and The Great Game." Central Asia 86, Summer (November 28, 2020): 141–50. http://dx.doi.org/10.54418/ca-86.78.

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The paper explores Rudyard Kipling’s perspective on the importance of railways in India which is the theme of some of his poetic and prose work. Coupled with this, an overview of the importance of railways and its military, economic and social aspects in Central Asia, in the backdrop of the Great Game of the 19th Century between Russia and Britain is also offered. This study attempts to correlate the significance of the Trans-Caspian Railway (TCR), founded in 1879 and the North Western State Railway in British India formed seven years later in 1886. It also takes into account the railways’ cultural importance for the people of Central Asia. The most important aspect of the subject under assessment is how the construction of railway lines worked as a device and a tool to strengthen the hold of both the colonizing powers. It is in this context that the poet and novelist Rudyard Kipling (1865-1936) glorified the benefits of Indian railways as a stabilizing factor for the strength of the Raj. The paper attempts to establish that railways not only strengthened colonial rule in both Central Asia and India but brought significant social and economic changes in the lives of the people living on both sides of the border. The perspective here is a post-colonial one that offers insights on the effects of colonization, most importantly the modernizing agenda or the enlightenment package attached to the great design of imperialism and empire-building. But the picture that appears after the passing of colonization is hazy when looked at the hybridized and ambivalent view that Kipling held, and also taking into account the hegemony, control, and the politics of aesthetics.

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Lee, C. H. "Book Review: A Regional History of the Railways of Great Britain." Journal of Transport History 15, no. 1 (March 1994): 83–84. http://dx.doi.org/10.1177/002252669401500109.

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Bonavia, M. R. "Book Review: A Regional History of the Railways of Great Britain." Journal of Transport History 15, no. 1 (March 1994): 90–91. http://dx.doi.org/10.1177/002252669401500116.

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Hughes, Geoffrey. "Book Review: A Regional History of the Railways of Great Britain." Journal of Transport History 16, no. 2 (September 1995): 199–200. http://dx.doi.org/10.1177/002252669501600209.

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Bizup, Joseph. "An Historical Geography of Railways in Great Britain and Ireland, and: Railways and the Victorian Imagination (review)." Victorian Studies 43, no. 2 (2001): 333–35. http://dx.doi.org/10.1353/vic.2001.0004.

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Thompson, James. "The Great Labour Unrest and Political Thought in Britain, 1911-1914." Labour History Review 79, no. 1 (January 2014): 37–54. http://dx.doi.org/10.3828/lhr.2014.3.

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DRAKE, MICHAEL. "ASPECTS OF DOMESTIC SERVICE IN GREAT BRITAIN AND IRELAND, 1841–1911." Family & Community History 2, no. 2 (November 1999): 119–28. http://dx.doi.org/10.1179/fch.1999.2.2.004.

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Kiryukhin, Vladimir V. "The Establishment of the System of Protection of Law and Order on British Railroads in the 19th Century." Administrative law and procedure 3 (March 10, 2022): 74–77. http://dx.doi.org/10.18572/2071-1166-2022-3-74-77.

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The article analyzes the history of the formation of the system of law enforcement agencies on the railways of Great Britain in the XIX century. It is noted that the development of law enforcement forces developed in parallel with the expansion of the railway network. In conclusion, the author concludes that law enforcement measures on railways drew inspiration not only from advanced social practices, but also kept pace with technological progress, stimulating its development and replenishing the arsenal of protective technologies for many decades to come.

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Knowles, Richard. "Book Review: An historical geography of railways in Great Britain and Ireland." Progress in Human Geography 25, no. 2 (June 2001): 342–43. http://dx.doi.org/10.1177/030913250102500233.

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Ryan, Liam. "Citizen Strike Breakers: Volunteers, Strikes, and the State in Britain, 1911-1926." Labour History Review: Volume 87, Issue 2 87, no. 2 (July 1, 2022): 109–40. http://dx.doi.org/10.3828/lhr.2022.5.

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This article provides the first systematic historical study of volunteer strike-breaking across a relatively broad time frame, focusing specifically on the period between 1911 and 1926. These years bore witness to the largest industrial conflict in British history, encompassing the Great Labour Unrest of 1911-14, the post-war strike wave of 1919-23, and the General Strike of 1926. The sheer size and scale of these strikes, which involved millions of workers and engulfed entire cities, towns, and communities, instigated a shift away from traditional strikebreaking agencies and actors and towards civilian volunteers. This article challenges prevailing interpretations of the General Strike, interwar political culture, and the implications of voluntary activism in early twentieth-century Britain. It sheds light on the hitherto unexplored role of volunteers during the Great Labour Unrest and highlights how this activity often provoked considerable violence on the part of strikers. Contrary to dominant interpretations centred on the General Strike, which often highlight the good spirits of the volunteers, this article pays more attention to the hostility, arrogance, and sense of social hierarchy that underpinned the volunteer world view.

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Kidambi, Prashant. "Sport and the Imperial Bond: The 1911 ‘All-India’ Cricket Tour of Great Britain." Hague Journal of Diplomacy 8, no. 3-4 (2013): 261–85. http://dx.doi.org/10.1163/1871191x-12341256.

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Summary This article explores the interplay of sport, politics and public diplomacy through a case study of the first ‘Indian’ cricket tour of Great Britain in 1911, an extraordinary venture peopled by an improbable cast of characters. Led by the young Maharaja Bhupindar Singh, the newly enthroned ruler of the princely state of Patiala, the team contained in its ranks cricketers who were drawn from different Indian regions and religious communities. The article examines the politics of this intriguing cricket tour against a wider backdrop of changing Indo-British relations and makes three key points. First, it suggests that the processes of ‘imperial globalization’ that were presided over by the British in the late nineteenth and early twentieth centuries marked an important epoch in the evolving relationship between sport and diplomacy. In particular, it highlights the role of sporting tours as instruments of public diplomacy in the age of empire. Second, it shows how the organization of the 1911 tour reflected the workings of a trans-national ‘imperial class regime’ that had developed around cricket in colonial India from the late nineteenth century onwards. Finally, the article considers the symbolic significance that came to be attached to the tour, both in imperial Britain and in colonial India.

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Galbraith, John S. "Britain and American Railway Promoters In Late Nineteenth Century Persia." Albion 21, no. 2 (1989): 248–62. http://dx.doi.org/10.2307/4049928.

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Within the last generation there has been a vast outpouring of scholarship on the characteristics of British imperial policy in the latter half of the nineteenth century. The older orthodoxy that the mid-Victorian years were dominated by a commitment to laissez faire and free trade has been demolished. In the new era scholars quarrel over how “imperial” was “informal empire.” This article is not intended to add to this controversy, but rather to provide insight into the character of British policy in one area, Persia, during the last quarter of the nineteenth century, with particular emphasis on American efforts to build railways and British responses to this attempted intrusion into an exclusive British-Russian sphere of influence.For both Russia and Britain Persia had great strategic significance. Like Afghanistan, “the walls of the Indian garden,” Persia was important primarily in relation to the defense of the Indian Empire. Russian expansion to the borders of Persia, a weak state, posed the threat that the country would fall under Russian influence and what had been a buffer would become a menace.British interest in Persia thus involved a strong strategic component which affected economic policy. Unlike Afghanistan it was seen as a promising market for British goods, particularly if transportation to the interior of Persia could be opened up on the Karun River and if British capital could be attracted to build a network of railways which could be a further basis for controlling the Persian economy and thus contributing to British influence at the Persian court. At the same time Britain was determined to thwart Russian plans for railways in the north which could be used to transport troops to the borders of Persia and eventually beyond. Each power assumed the malevolent intent of the other and each was determined to frustrate these foul plans.

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Novotný, Lukáš. "Great Britain and Railway Loans in China in Years 1907-1908. About the British Influence in the Middle Kingdom before 1914." Historica Olomucensia 49, no. 49 (December 11, 2015): 127–41. http://dx.doi.org/10.5507/ho.2015.032.

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Laurinavičius, Česlovas. "The Lithuania Buffer Problem of 1920." Lithuanian Historical Studies 23, no. 1 (December 28, 2019): 59–83. http://dx.doi.org/10.30965/25386565-02301003.

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The Curzon Line is usually identified as the line of 8 December 1919 (similar to the current eastern border of Poland), running to the east of the Daugavpils-Vilnius-Hrodna railway. Typical historiographical texts state that the Soviet government decided to ignore the Curzon Line after 17 July 1920. But in fact, the Red Army crossed the Curzon Line on 13–14 July and continued to occupy Vilna (Vilnius). Another inaccuracy follows from this one. The prevailing trend is to interpret the Lithuanian state’s situation in 1920 as facing one of two ideology-based alternatives: either Lithuania is sovietised, or it is ‘saved’ by Poland, which occupies Vilnius and separates Lithuania from contact with Soviet Russia. But this raises a whole swathe of questions: how should the Lithuanians’ struggle for Vilnius during the whole interwar period be viewed? How should assistance to Lithuanians from other countries, such as Germany, the USSR and Great Britain, be assessed? Finally, how should the return of Vilnius to Lithuania in 1939 be viewed? There is no answer to these questions, but the possibility of Lithuania as a buffer zone thanks to the Curzon Line, is ignored or hardly analysed at all. Using historical documents from Lithuania, Great Britain and Russia, and referring to the studies by Alfred Erich Senn, this article aims to find an answer to the question, why was the idea of Lithuania as a buffer state not realised in the summer of 1920? The idea that it would be more appropriate to call the line alongside Lithuania established at the Spa Conference ‘the Lloyd George Line’ is also discussed.

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MARTIN, VANESSA, and MORTEZA NOURAEI. "Foreign Land Holdings in Iran 1828 to 1911." Journal of the Royal Asiatic Society of Great Britain & Ireland 21, no. 2 (April 2011): 131–45. http://dx.doi.org/10.1017/s1356186311000010.

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The issue of the purchase of land in one country, in this case Iran, by other countries, in this case Britain and Russia, is one of great significance because of light it may throw on the strength or weakness of national sovereignty, and the ways and degree to which it may be undermined. It can also show the strategies deployed by the country challenged to protect its territorial integrity, as here in the case of Iran. The intricacies of foreign landownership patterns thus have implications for international relations, on which they can provide telling detail in terms of contemporary power politics. The details of land purchase also demonstrate considerable differences as between the two outside powers involved in terms of their objectives in Iran, and thus challenge a tendency in the literature to see them as similar.

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Vigrass, J. William, and Andrew K. Smith. "Light Rail in Britain and France." Transportation Research Record: Journal of the Transportation Research Board 1930, no. 1 (January 2005): 79–87. http://dx.doi.org/10.1177/0361198105193000110.

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Great Britain and France have experienced a dramatic resurgence of light rail in the past two decades. Beginning in the early 1980s, following a 30-year abandonment of street railways in favor of motorbuses, cities in both countries developed new light rail transit systems as a response to declining transit ridership, faded downtowns in need of revitalization, and the high construction costs of heavy rail and metro. Britain and France have pursued greatly different approaches to the implementation of light rail. The purpose of this paper is to point out these differences and, through the use of case studies, draw conclusions as to the efficacy of each approach. A few cities in each country were studied with secondary sources. Commonality within each country was observed with great divergence between the two countries. In Britain, the requirements for light rail are onerous: a specific act of Parliament is needed for each new start. Each system must achieve full recovery of operating and maintenance costs and contribute toward capital investment while competing against unregulated buses. That some British systems have been built and successfully attract traffic is to the credit of their proponents. France has a more uniform approach published in government circulars. All French cities of substantial size must have a “versement transportes,” a 1% to 2% tax on salaries and wages dedicated to regulated and coordinated public transport. French new starts, which have no need to attain 100% cost recovery (the versement transportes covers operating losses), have been implemented in about half the time of those in Britain.

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Ларин, А. Б. "The Ups and Downs of the Agreed Course: Russia, Britain and the Persian Crisis of 1911." Vestnik of Northern (Arctic) Federal University. Series Humanitarian and Social Sciences, no. 2 (April 10, 2021): 11–19. http://dx.doi.org/10.37482/2687-1505-v083.

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This article covers the interaction between Russia and Great Britain on the Persian Question in 1911, when a number of internal and external factors caused a serious political crisis in Qajar Iran, which directly affected international relations in the Middle East. In late 1910 – early 1911, the Persian government initiated an invitation of foreign experts to reorganize the finances of Qajar Iran. As a result of a rather complex discussion between St. Petersburg, London and Tehran, it was decided to invite a group of American specialists headed by William Morgan Shuster, an American financial adviser who had previously been involved in similar activities in the Philippines. This choice was later proven unfortunate: in many ways, it was Shuster’s approach that provoked the emergence and contributed to the deepening of the 1911 crisis. In addition, the paper considers the main factors and stages of development of the crisis, Shuster’s role in the events, St. Petersburg’s and London’s policies on the issue, as well as the differences in the approaches of Russian and British diplomacy to its resolution. It is demonstrated that in the face of a significant threat to the Anglo-Russian Convention of 1907, the Foreign Office (represented by Sir Edward Grey) displayed a willingness to make compromises on the Persian Question in order to prevent a break in diplomatic relations with Russia. At the same time, the crisis clearly demonstrated how fragile the balance of positions of the two Powers in the region was and how easily even a regional conflict can jeopardize the relationship between the two Powers in a wider context.

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Laugrand, Frédéric B. "L’évangélisation de l’Ungava par le révérend S.M. Stewart." Recherches amérindiennes au Québec 50, no. 2 (September 29, 2021): 25–43. http://dx.doi.org/10.7202/1082097ar.

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Grâce à plusieurs recherches ethnohistoriques, l’évangélisation de la Baie d’Hudson a été bien documentée, mais celle de l’Ungava et des régions limitrophes qui s’étendent jusqu’au Labrador reste méconnue. À partir des journaux personnels, des rapports et de la correspondance du révérend Stewart et de quelques lettres du révérend E. Hester qui vient le rejoindre en 1911, – la plupart de ces documents provenant des tribunes du Great Britain Messenger –, cet article décrit la christianisation de cette région. Le rôle des chamanes et celui des catéchistes est examiné pendant les vingt-cinq premières années de la mission du révérend Stewart (1899-1918).

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Lagneau-Ymonet, Paul, and Bénédicte Reynaud. "The making of a category of economic understanding in Great Britain (1880–1931): ‘the unemployed’." Cambridge Journal of Economics 44, no. 6 (July 13, 2020): 1181–96. http://dx.doi.org/10.1093/cje/beaa018.

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Abstract Evidence-based policy relies on measurement to trigger actions and to manage and evaluate programmes. Yet measurement requires classification: the making of categories of understanding that approximate or represent collective phenomena. In 1931, two decades after implementing the first compulsory unemployment benefits in 1911, the British Government began to carry out a census of out-of-work individuals. Why such an inversion, at odds with the exercise of rational-legal authority, and unlike to its French or German counterparts? To solve this puzzle, we document the making of ‘the unemployed’ as a category of scientific analysis and of public policy in nineteenth-century Great Britain. Our circumscribed contribution to the history of economic thought and methodology informs today’s controversies on the future of work, the weakening of wage labour through the rise in the number of part-time contracts and self-employed workers, as well as the rivalry between the welfare state and private charities with regard to providing impoverished people with some kind of relief.

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Guberman, Victoria V. "Factors of “Tension” in Anglo-German Diplomatic Relations between 1904–1911." Общество: философия, история, культура, no. 8 (August 23, 2023): 172–77. http://dx.doi.org/10.24158/fik.2023.8.25.

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The content of the article analyzes the state of diplomatic relations between Great Britain and Germany in the period between 1904–1911. Special emphasis is placed on the designated period in order to identify and de-scribe the factors that caused the growth of political and economic contradictions. In this context, the buildup of Germany’s naval potential and its orientation towards strengthening its position in the traditional colonial sys-tem, considering the arms race between the two countries that began in the light of the events that took place, is considered in detail. Based on the analysis of the actions taken by the representatives of the British and Ger-man governments during the period in question, prepared on the basis of the study of research works and rele-vant sources, the author reveals the nature of the diplomatic aggravation and concludes on its role in the forth-coming military conflict.

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van Criekinge, Jan. "Historisch Overzicht van de Spoorwegen in West-Afrika." Afrika Focus 5, no. 3-4 (January 15, 1989): 133–52. http://dx.doi.org/10.1163/2031356x-0050304003.

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Historical Survey of the Railway Development in West Africa The present day railway system in West Africa is the result of the transport-policy developed by the colonial powers (France, Great Britain and Germany) at the end of the 19th century. It is remarkable that no network of railways, like in Southern Africa, was brought about. The colonial railways in West Africa were built by the State or by a joint-stock company within the borders of one colony to export the raw materials from the production centres to the harbours. Nevertheless railways were built for more than economical grounds only, in West Africa they had to accomplish a strategic and military role by “opening Africa for the European civilization”. Hargreaves calls railways the “heralds of new imperialism” and Baumgart speaks of the own dynamics of the railways, to push the European colonial powers further into Africa ... The construction of a railway needed a very high capital investment and the European capitalists wouldn’t like to take risks in areas that were not yet “pacified”. It is remarkable how many projects to build a Transcontinental railway right across the Sahara desert largely remained on paper. Precisely because such plans did not materialize, however, the motive force they provided to such imperialist actions as political-territorial annexations can be traced all the more clearly. The French built the first railway in West Africa, the Dakar - St-Louis line (Senegal), between 1879 and 1885. This line stimulated the production of ground-nuts, although the French colonial-military lobby has had other motives. The real motivation became very clear at the construction of the Kayes-Bamako railway. Great difficulties needed the military occupation of the region and the violent recruitment of thousands of black labourers, all over the region. The same problems transformed the building of the Kayes-Dakar line into a real hell. Afterwards the Siné Saloum region has been through a “agricultural revolution”, when the local ground-nuts-producers have been able to produce for foreign markets. The first British railways were built in Sierra Leone and the Gold Coast-colony (Ghana). Jn Nigeria railway construction stimulated the growth of Lagos as an harbour and administrative centre. Lugard had plans for the unification of Nigeria by railways. The old Hausa town of Kano flourished after the opening of the Northern Railway, for other towns a period of decline had begun. Harbour cities and interior railwayheads caused an influx of population from periphery regions, the phenomenon is called “port concentration”. Also the imperial Germany built a few railwaylines in their former colony Togo, to avoid the traffic flow off to the British railways. ifs quite remarkable that the harbours at the Gulf of Guinea-coast developed much later than the harbours of Senegal and Sierra Leone. After the First World War only a few new railways were constructed, the revenues remained very low, so the (colonial) state had to take over many lines. The competition between railways and roadtransport demonstrated the first time in Nigeria, it was the beginning of the decline of railways as the most important transportsystems in West Africa. Only multinational companies built specific railways for the export of minerals (iron, ore and bauxite) after the Second World War, and the French completed the Abidjan - Ouagadougou railway (1956). The consequences of railway construction in West Africa on economic, demographic and social sphere were not so far-reaching as in Southern Africa, but the labour migration and the first labour unions of railwaymen who organized strikes in Senegal and the Ivory Coast mentioned the changing social situation. The bibliography of the West African railways contains very useful studies about the financial policy of the railway companies and the governments, but only a few railways were already studied by economic historians.

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Matthee, Rudi. "OLIVIER BAST, Les Allemands en Perse pendant la première guerre mondiale d'après les sources diplomatiques françaises (Paris: Peeters and Institut d'études iraniennes, 1997). Pp. 208." International Journal of Middle East Studies 32, no. 2 (May 2000): 292–94. http://dx.doi.org/10.1017/s0020743800002385.

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Although the vicissitudes of the Ottoman Empire during World War I are well known, the fate of Iran during the same period remains relatively unappreciated. Officially neutral in the conflict, Iran in fact found itself overrun and occupied by various foreign powers. Following a 1907 accord with Britain that divided the country into two spheres of influence, Iran by 1911 found much of its northern half practically occupied by Russia. Intent on safeguarding its Indian possessions, Britain, meanwhile, controlled most of the south. With the outbreak of the Great War, these traditional rivals were joined by the Ottomans, who, supported by local tribes and Iranian nationalists loath to see half of the country controlled by Russians, invaded Azerbaijan in early 1915. Finally, there were the Germans, who, supported by an alliance with the Ottomans, infiltrated Iran later in 1915 as part of a grand strategy designed to destabilize the country by inciting its population against the British and eventually to forge a German–Iranian alliance.

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PICKARD, JOHN. "Wire Fences in Colonial Australia: Technology Transfer and Adaptation, 1842–1900." Rural History 21, no. 1 (March 5, 2010): 27–58. http://dx.doi.org/10.1017/s0956793309990136.

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AbstractAfter reviewing the development of wire fencing in Great Britain and the United States of America in the early nineteenth century, I examine the introduction of wire into Australia using published sources only. Wire was available in the colonies from the early 1850s. The earliest published record of a wire fence was on Phillip Island near Melbourne (Victoria) in 1842. Almost a decade passed before wire was used elsewhere in Victoria and the other eastern colonies. Pastoralists either sought information on wire fences locally or from agents in Britain. Local agents of British companies advertised in colonial newspapers from the early 1850s, with one exceptional record in 1839. Once wire was adopted, pastoralists rejected iron posts used in Britain, preferring cheaper wood posts cut from the property. The most significant innovation was to increase post spacings with significant cost savings. Government and the iron industry played no part in these innovations, which were achieved through trial-and-error by pastoralists. The large tonnages of wire imported into Australia and the increasing demand did not stimulate local production of wire, and there were no local wire mills until 1911.

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Fowden, Leslie. "Ralph Louis Wain, C.B.E. 29 May 1911 – 14 December 2000." Biographical Memoirs of Fellows of the Royal Society 48 (January 2002): 439–58. http://dx.doi.org/10.1098/rsbm.2002.0026.

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Ralph Louis Wain died on 14 December 2000, at the age of 89 years. Just a few weeks before his death he had kept an audience enraptured by his enthusiastic presentation of chemical ideas during a two-hour lecture. Louis applied his chemical acumen to the solution of agricultural problems, believing the advancement of agricultural practice was highly dependent on developments in chemistry. He was interested particularly in how subtle changes in the structures of chemicals could influence their plant-growth-regulatory properties, and he discovered and actively promoted a group of selective herbicides, some of which are still used today in commercial practice. Many would regard him as Britain's most outstanding agricultural chemist of the twentieth century. He received numerous honours and prizes, but two gave him especial pleasure, perhaps because of their unusual citations. These were the Actonian Prize of the Royal Institution of Great Britain, awarded only every seventh year, for outstanding scientific work ‘which illustrated the wisdom and beneficence of the Almighty’ (previous winners had included Edison, Marconi, Marie Curie and Fleming), and the John Scott (USA) International Award for ‘research for the benefit, welfare and happiness of mankind’. Wain was ever conscious of the need to protect and increase the harvests of food crops for the peoples of poorer, developing countries, and he was a major player in scientists' successes in increasing food crop production. Louis took every opportunity to convey his ideas and enthusiasm to fascinated audiences, whether they were schoolchildren or learned scientists, at home or abroad. He listed travel as one of his hobbies. Did this passion derive from the many invitations he received to lecture abroad? Whatever the answer, he gained great satisfaction from this role; and his audiences were most appreciative of his lucid lecturing style, and often the puckish humour with which his ideas were presented.

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Gillies-Smith, Andrew, and Phill Wheat. "Do network industries plan to eliminate inefficiencies in response to regulatory pressure? The case of railways in Great Britain." Utilities Policy 43 (December 2016): 165–73. http://dx.doi.org/10.1016/j.jup.2016.10.001.

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Dembski, Peter E. Paul. "An English, Protestant, Upper-Class Feminist on the Grand Tour: Elizabeth Smith Shortt in Great Britain and Europe, 1911." Journal of Canadian Studies 28, no. 4 (February 1994): 72–7. http://dx.doi.org/10.3138/jcs.28.4.72.

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Bizup, Joseph. "BOOK REVIEW: David Turnock.AN HISTORICAL GEOGRAPHY OF RAILWAYS IN GREAT BRITAIN AND IRELAND. and Michael Freeman.RAILWAYS AND THE VICTORIAN IMAGINATION." Victorian Studies 43, no. 2 (January 2001): 333–35. http://dx.doi.org/10.2979/vic.2001.43.2.333.

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Grant, H. Roger. "Railwaymen, Politics and Money: The Great Age of Railways in Britain, and: The Oxford Companion to British Railway History (review)." Victorian Studies 42, no. 3 (2000): 527–29. http://dx.doi.org/10.1353/vic.2000.0060.

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Pamuk, Şevket. "Anatolia and Egypt during the Nineteenth Century: A Comparison of Foreign Trade and Foreign Investment." New Perspectives on Turkey 7 (1992): 37–55. http://dx.doi.org/10.15184/s0896634600000480.

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For the economies of the Middle East, the nineteenth century was a period of rapid integration into the world economy. Some of the forces behind this process came from Europe. In the aftermath of the Industrial Revolution, Great Britain and later the Continental economies began to turn towards areas beyond Europe in order to establish markets for their manufactures and also secure inexpensive sources of foodstuffs and raw materials. As a result, European commercial penetration into the Middle East gained new momentum in the 1820s after the end of the Napoleonic Wars. Later, starting around mid-century, commercial penetration began to be accompanied by European investments in the Middle East in the forms of lending to governments and direct investment in railways, ports, banks, trading companies, and even agricultural land. A large part of this investment served to increase the export orientation of the Middle Eastern economies.

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Rogers, Edmund. "A ‘Small Free Trade Oasis’?: agriculture, tariff policy, and the Danish example in Great Britain and Ireland, c. 1885–1911." Scandinavian Journal of History 38, no. 1 (February 2013): 42–64. http://dx.doi.org/10.1080/03468755.2012.741532.

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Gilbert, Bentley B. "Pacifist to Interventionist: David Lloyd George in 1911 and 1914. was Belgium an Issue?" Historical Journal 28, no. 4 (December 1985): 863–85. http://dx.doi.org/10.1017/s0018246x00005100.

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David Lloyd George's behaviour in the crucial week between 27 July and 3 August 1914 has commanded much scholarship and more speculation. Nearly every member of Prime Minister Herbert Asquith's Liberal cabinet, including the chancellor of the exchequer himself, has told the story of those agonizing days, by memoir, diary or letter. Yet Lloyd George's part in Britain's decision to declare war upon Germany on 4 August remains unclear; indeed it is less clear now than it seemed to be half a century ago. How could the ‘Pro-Boer’ of the days of the South African war, who had been the object of any number of dangerous personal assaults for his treasonable speeches, the enemy of the dreadnoughts, the slasher of naval estimates, indeed the man who most recently declared at the Mansion House and had asserted again in the House of Commons only six days later – the last coming on the day of the Austrian ultimatum to Serbia – that powerful commercial influences in Germany and Britain were drawing the two nations so close that great arms were unnecessary, how could such a man become the supporter of intervention in a continental war on behalf of France?

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Schmid, F. "Control and operation of tilting train services." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 212, no. 1 (January 1, 1998): 73–84. http://dx.doi.org/10.1243/0954409981530698.

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Discussions on the best way forward to achieve reductions in journey time without the investment normally associated with the construction of new high-speed railways tend to concentrate on the technical issues to be resolved rather than on the very significant operational, legal and human issues that affect the economies of any high-speed railway operation. Many engineers and operators associated with long-established railway systems (1-4) view the introduction of tilting trains as the best way forward in situations where speed limits are imposed by track built with the objective of minimizing expenditure on civil works. Although there are instances where the introduction of tilting trains has yielded the benefits sought, there are many situations where the environment of the railway business effectively excludes this option. The author of the present paper has attempted to review the tilt debate from an operations angle, stimulated by some comments by Meyer (5), and focuses on developments in Great Britain.

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Rhodes, Andy, Geoff Hunt, Neil Harwood, Naim Kuka, Laurent Baron, and Jaime Borrell. "Track damage comparison between conventional and articulated trains operating on a Great Britain railways ‘classic’ mainline route and a high-speed route." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 7 (November 27, 2018): 743–61. http://dx.doi.org/10.1177/0954409718805256.

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The impact of train architecture and design characteristics on track deterioration accounts for a significant proportion of the whole-life costs of operating a railway. Introducing new train fleets with an expected life in excess of 30 years means that it is important to optimise train design to minimise track deterioration, maximise track life and realise long-term cost savings. Furthermore, higher traffic tonnage (from more frequent services) and increased train acceleration and speeds will cause increasing track deterioration rates; therefore, this issue is central to managing a sustainable railway in future. The track ‘friendliness’ of a train is determined by several ‘vehicle/track interaction’ parameters: train mass, axle load, number of axles, bogie unsprung mass, traction power, suspension ride forces and speed. The Vehicle/Track Interaction Strategic Model (VTISM) can be used to analyse the effect of these parameters on track forces and the resultant track deterioration and maintenance and renewal costs. This paper describes a study undertaken using the VTISM to investigate the impact of axle loads and train architecture on vertical deterioration and costs of ballasted track on a Great Britain railways ‘classic’ mainline route (up to 125 mph) and, following VTISM upgrading and validation, a high-speed route (up to 360 km/h). It identifies where potential cost advantages may be obtained when comparing conventional trains with new, alternative train architectures.

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Taylor, Lawrence D. "Gunboat Diplomacy's Last Fling in the New World: The British Seizure of San Quintin, April 1911." Americas 52, no. 4 (April 1996): 521–43. http://dx.doi.org/10.2307/1008476.

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In considering acts of military intervention by foreign powers which occurred in Mexico during the Mexican Revolution, one is apt to think of the years 1914, 1916 and 1919, when U.S. forces invaded or occupied portions of Mexican territory. There was, however, one case of intervention of this sort during the revolution in which U.S. military personnel were not involved–the landing of a small party of British marines belonging to the H.M.S. “Shearwater” at the port of San Quintín on the northwest coast of the Baja Californian peninsula in April 1911.The British landing at San Quintm constituted a vestige or remnant of "gunboat diplomacy", an aspect of English foreign policy that had originated in the age of Palmerston and which reflected the unrivaled naval supremacy enjoyed by Great Britain during the period extending from the defeat of Napoleon in 1815 to the end of the Second World War. The episode represented, in a rather overt way, the hard-nosed attitude characteristic of British foreign policy at that time with regards to Latin America in general and other so-called "backward" regions of the globe.

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Nikolaienko, Volodymyr, Leonid Nikolaienko, and Yuriy Yakovenko. "Railway mobility: social history and implementation practices." Sociology: Theory, Methods, Marketing, no. 1 (March 2023): 92–120. http://dx.doi.org/10.15407/sociology2023.01.092.

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The article raises questions of the social history (history of institutionalization) of railways and railway mobility (or mobility of railway passenger's), which are becoming popular in the English-speaking sociology of transport, which is the reason for mainstreaming this topic in Ukraine. The questions raised are considered from the point of view of empires’ history, in particular, Great Britain, where the institutionalization of the internal railway, and later of railways in the colonies, led to the development of not only English, but also world industry, and at the same time contributed to world socio-cultural development, including the development of warfare. Our goal is to provide the reader with a preliminary introduction to a large series of books published under the general title “Studies in Imperialism”, where there are works on the institutionalization of railway transport, in particular the passenger railway, their functions, etc. The series is dominated by the idea that imperialism as a cultural phenomenon had the same significant impact on the dominant society as it did on the dependent one and that the development and operation of railways is a direct consequence of imperial ideology. It was the imperial ideology of the institutionalization of railway transport both in the metropolises themselves and on the colonized territories that gave rise to contradictions of the social order, including massive outrage, as it led to radical institutional and mental changes associated with the traditional space and time orientation of local residents, limited them in the right to voluntary movement, accustomed to movement according to someone’s and somewhere developed schedules and life according to the principle of movement from work to work, etc. Finally, the authors make a conclusion that all this fit into the postulates of the ideology of modernization and rationalization of public life, but was interpreted in terms of the colonization of others living space/time, as it accustomed to the appropriate life regime and not only while travelling by rail.

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Béliard, Yann. "“Outlandish ‘ISMS’ in the city” : how Madame Sorgue contaminated Hull with the virus of direct action." Recherches anglaises et nord-américaines 36, no. 3 (2003): 113–25. http://dx.doi.org/10.3406/ranam.2003.1710.

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The Great Labour Unrest that shook British society between 1910 and 1914 was remarkable insofar as it developed not in any cities, but mainly in ports. This gave it an international dimension which has too often been reduced to the importation of syndicalist ideas from the USA and France over to Britain by Tom Mann. But whatever influence syndicalism managed to exert in the British Isles was in fact the result of collective efforts to create international networks. The study of Madame Sorgue s visit to Hull in May 1911 provides an interesting case in point. The French activists stay in the city was at the time quite an event, and while many contemporary observers blamed her for poisoning the healthy minds of Hull workers with “outlandish ‘ISMS’”, this article argues that no political contamination would have been possible if the working population of the city had not been ready to adopt the virus in the first place.

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Aldcroft, Derek H. "D. Turnock, An Historical Geography of Railways in Great Britain and Ireland, Aldershot, Ashgate, 1998. pp. xiv + 379, 65. 1 85928 450 7." Rural History 10, no. 2 (October 1999): 264–65. http://dx.doi.org/10.1017/s0956793300001850.

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Channon, Geoffrey. "A Regional History of the Railways of Great Britain. Vol. IX: The East Midlands. By Robin Leleux. North Pomfret: David & Charles, 1984. Pp. 268. $24.00. - A Regional History of the Railways of Great Britain. Vol. XIV: The Lake Counties. By David Joy. North Pomfret: David & Charles, 1984. Pp. 270. $23.50." Journal of Economic History 46, no. 4 (December 1986): 1051–52. http://dx.doi.org/10.1017/s0022050700050774.

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Gallagher, Brigid. "Father Victor Braun and the Catholic Church in England and Wales, 1870–1882." Recusant History 28, no. 4 (October 2007): 547–74. http://dx.doi.org/10.1017/s0034193200011663.

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Nineteenth century London, like many towns and cities in Britain, experienced phenomenal population growth. At the centre of the British Empire, and driven by free trade and industry, it achieved extraordinary wealth, but this wealth was confined to the City and to the West End. East London, however, consisted of ‘an expanse of poverty and wretchedness as appalling as, and in many ways worse than the horrors of the industrial North’. There was clear evidence of the lack of urban planning, as factories were established close to the immense dock buildings constructed near Stratford. Toxic materials such as paint and varnish were produced in large chemical works owned by the German chemist, Rudolf Hersel, as were matches by the firm Bryant and May, and rubber, tar and iron for the building trade by various industrialists. Social historians have viewed the poverty of mid-nineteenth century London's East End as a symbol of urban disintegration in which skilled artisans were reduced to sweated, lowly-paid, labourers. Their homes, built close to the industrial sectors, were erected hastily and cheaply, and lacked proper hygienic and sanitary facilities, so that slum conditions prevailed. Moreover, this housing had to be demolished frequently to make way for new roads and railways, thus creating great hardship for an already destitute people.

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Journal articles on the topic 'Railways, Great Britain, 1911'

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