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Littérature scientifique sur le sujet « Railroads – Asia, Central »

Auteur : Grafiati
Publié le 10 mars 2023

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Articles de revues sur le sujet "Railroads – Asia, Central"

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Salomatina, Sofya. « Сommodity and Money Flows in Russian Empire in the Second half of the Nineteenth Century : Network and Geoinformation Analysis ». Историческая информатика, no 4 (avril 2022) : 155–78. http://dx.doi.org/10.7256/2585-7797.2022.4.39037.

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This article deals with the domestic interregional cash flows in the Russian Empire, which flowed in the opposite direction to the flows of commodities and services; thus, they can be used as proxies of the resource allocation and uneven development of regions. This study is based on the statistics of transfers between branches of the State Bank of the Russian Empire, and it conducts a network and geoinformation analysis for 1868, 1878, 1888, and 1898. The study proves that the top segment of the payment network, including ties with St. Petersburg and Moscow, was organized like a “double star” (i.e., a star-type network with centers in two capitals with a huge flow between them). From St. Petersburg, the largest proportion of payments for goods and services were dispersed throughout the country, while Moscow was primarily a nationwide center for buying goods or receiving payments. The metropolitan segment always serviced more than half of all settlements in the country. In the European part of the empire, the largest regional ties (beyond the capitals) looked like the flows in the “pre-railway” period (1868); then, the largest flows were redistributed along the principal railways (1878); later, the flows compressed during the depression (1888); and then, the intraregional (local) flows increased sharply due to the expansion of local railroads (1898). Large interregional flows in the Asian part of the empire were inferior in size to those in the European part; until the 1890s, their main axis was the ties between Tomsk and Irkutsk as well as access to Nizhny Novgorod in the European part (through Yekaterinburg from the 1870s onwards). In the 1890s, new segments appeared in the Far East, in the Steppe Region (Kazakhstan), and in Central Asia.
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Tseng, Chin-Yin. « Prologue to Frontier Modernity : Zhangjiakou (Kalgan) as a Gateway City for the Modern Western Expeditions in China ». China and the World 04, no 02 (17 mai 2021) : 2150009. http://dx.doi.org/10.1142/s2591729321500097.

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The late 19th and early 20th centuries witnessed an age of expedition frenzy that had spread east as the Western explorers diverted their interest in Central Asia across the continent to Chinese Xinjiang, Gansu, and Inner Mongolia. To facilitate the planning and logistics of their expedition activities, Western explorers selected specific cities situated on the Chinese northern and western frontiers that were geographically suited to their needs and interests, as well as to serve as their temporary basecamps throughout the expedition period. Kalgan, the name by which the city of Zhangjiakou, Hebei Province is most known to Westerners, is a city with close to 2,000 years of history as a frontier trade zone since the Eastern Han Dynasty, emerged from these expedition activities as an embodiment of full-fledged urban modernity in the early 20th century. Railroads, postal services, telegram lines, banking systems, and customs were all established as necessary infrastructures, turning this historical frontier city into a practical “pivot” from which the expedition operations were managed, relayed, and communicated with the explorers’ respective home nations. Through photos, writings, and other types of housekeeping documents (i.e., cheques, telegrams, and balance sheets), this paper aims to examine the cultural memory of Kalgan against the modern Western expedition activities that had directly, or indirectly, stimulated the modernization of a frontier city, one that had historically been a gateway city where the Chinese heartland meets the outside world.
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Editorial, Article. « The Book about Russian University of Transport (MIIT) ». World of Transport and Transportation 20, no 1 (17 décembre 2022) : 132–34. http://dx.doi.org/10.30932/1992-3252-2022-20-1-15.

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Always on the Move. – Moscow, Pan press publ., 2021, 554 p. − ISBN 978-5-9680-0301-0.The fundamental work is dedicated to the 125th anniversary of establishment of Russian University of Transport. The book contains the most interesting material, unique photographs, archival documents and historical essays on the main milestones in the history of the university, its main achievements and outstanding graduates.The anniversary publication dedicated to the 125th anniversary of Russian University of Transport tells about formation and development of the country’s leading transport university. Opened in 1896, Imperial Moscow Engineering School of the Department of Railways (IMEU) became alma mater for people who glorified themselves with the greatest transport facilities. These are the Great Siberian Railroad (Transsib) and the road from Siberia to Central Asia (Turksib), the bridge across the Yenisei, which received the Gold Medal at the World Exhibition in Paris in 1900, and the Baikal- Amur Mainline.The book includes a description of the glorious history of the university; biographical information about outstanding scientists who glorified not only the university but the whole country with their discoveries, as well as information about the latest successes and achievements of the university and its graduates.
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Chohan, Dildar A., et Amir A. Chandio. « Gwadar Port as an Economic Zone with Especial Reference to US and Indian Reservations on the Regional Part of South Asia ». Journal of South Asian Studies 9, no 2 (31 août 2021) : 97–105. http://dx.doi.org/10.33687/jsas.009.02.3636.

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China Pakistan Economic Corridor is a bunch of multiple projects embracing construction: railroad, airport, and pipeline to import and export Chinese goods at intra-regional and ultra-regional to the nth degree. Gwadar is the hub and centre of the Corridor. However, China is investing and reaping the harvest from Gwadar Corridor. India and the US claim Gwadar to be a Chinese military base as against India and a US military base at Diego Garcia on the Indian Ocean. The paper will thoroughly examine for proving with reviewed literature that Gwadar meant to generate revenue, to prosper economy of Balochistan resolves its Crisis. And triangular regional connectivity through the Central, Eastern, and Western part of Asia. It is far away from Indian rivalry, and we can’t disregard Gwadar as a security zone for Pakistan. The paper finds that India upholds and misconstrue Gwadar as a corridor passing Gilgit Baltistan [a disputed territory, India Claims] to Xinjiang. Furthermore, the paper suggests a triangle of cooperation and coordination between Pakistan, India, and China. And all the three countries in this triangle should reap immense benefits from resources, facilities, technologies, and technicalities. The study concludes that US withdrawal from Afghanistan will instigate Pakistan and China to maintain communication, strengthen consultation, deepen cooperation, and support to cart off the challenges surfacing after U.S. withdrawal and the Taliban government.
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Park Eunyoung. « A Review on the Participation of Domestic Firms for Infrastructure Construction Projects in Central Asia -With Special Reference to the Railroad Vehicle Projects in Kazakhstan- ». Journal of Eurasian Studies 13, no 4 (décembre 2016) : 1–14. http://dx.doi.org/10.31203/aepa.2016.13.4.001.

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Levine, Gregory P. A. « Buddha Rush ». Boom 2, no 3 (2012) : 45–61. http://dx.doi.org/10.1525/boom.2012.2.3.45.

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“Buddha Rush” is a profile of the artist Casey O’Connor, who in 2005 dumped hundreds of quarter-size porcelain Buddha heads into the American River near Colfax, and a portrait of the town and region's response to the discovery of these unexpected objects. What were Buddhas doing in gold country, where did they come from, and what were they worth? The press sent reporters to find out and residents imagined the town reviving with tourist revenue. Then the Bureau of Land Management got involved: the heads may have been archaeological artifacts removed illegally from federal land. An arrest was made, but the mystery remained unsolved. Then in 2006 O’Connor came forward to take responsibility; the Buddha heads were not antiques from Asia but contemporary California art. Working from interviews, media reports, and online commentary, I track the Colfax “Buddha rush” as it grew, ricocheted off histories of the Gold Rush, the Central Pacific Railroad, and Pacific-Rim immigration, and rebounded into modern understandings of Buddhism. I situate the saga in a wider history of modern-contemporary representations of and responses to the Buddha. Ultimately, this is not a story that simply reaffirms conventional notions of the cool or contemplative Buddha; the Buddha's presence and meaning may be less clear, less detached from history, power, and violence than we assume. O'Connor's work and its reception pushes us in unexpected ways toward California’s complex relationships of artistic praxis, landscape, race, class, and culture.
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Abdildinova, Lashyn, Nazym Kassymova, Kulimkoz Santayeva, Albina Abdildanova et Zhadyra Kalelova. « Unemployment in the Area of Construction of the Turkestan-Siberian Railroad ». Migration Letters 19, no 5 (29 septembre 2022). http://dx.doi.org/10.33182/ml.v19i5.2377.

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It is important to underline the relevance and role of the Turkish railroad construction in the early twentieth century, one of the most ambitious transport projects of those times. It was a unique project which connected Asia and Siberia. From the beginning of the construction of the Turkestan-Siberian Railway (Turksib), controversy began with construction and the labour force. This study explores the characteristics of the construction of Turksib with a focus on labour migration and labour law. The article deals with the archival materials of the Central State Archive of the Republic of Kazakhstan. The results of this study will be useful as a basis for further research into the regions' demographics and the characteristics of railroads and construction employment.
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Сенин, А. С. « The Road to Kushka ». Istoricheskii vestnik, no 33(2020) (10 décembre 2020). http://dx.doi.org/10.35549/hr.2020.2020.33.007.

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После успешного похода М.Д. Скобелева в 1880-1881 гг. и присоединения Мерва Россия в 1885 г. заняла Пендинский оазис, который стал самой южной точкой государственной границы Российской империи. Для закрепления за собой этой территории Военное министерство и администрация Туркестанского края стали добиваться строительства железнодорожного пути вглубь Средней Азии. Закаспийская железная дорога в 1886 г. дошла до Мерва и прокладывалась далее на Самарканд. Однако долина р. Мургаб и Гератская провинция Афганистана рассматривались как наиболее сложный театр военных действий. В статье рассказывается о создании самой южной российской железной дороги от Мерва к крепости Кушка на афганской границе. Несмотря на тяжёлые природные и климатические условия, этот путь – Мургабская ветка – была спроектирована и построена усилиями российских военных инженеров в 1897–1898 гг; финансировалось строительство по смете Главного штаба Военного министерства; общая стоимость всех строительных работ составила 8 718 931 руб. After the 1880–1881 Campaign, carried out by General M.D. Skobelev, and the annexation of Merv, Russia occupied the Pendinsky oasis in 1885, which became the southernmost point on the borders of the Russian Empire. To secure this territory, the Military Ministry and the Administration of Turkestan called for a railroad system to be built, penetrating Central Asia. In 1886, the Transcaspian Railroad reached Merv and moved on to Samarkand. Yet the Murgab River valley and the Great Province of Afghanistan were seen as the most complicated potential theatre of war. The article examines the construction of the southernmost Russian railroad system – from Merv to the Kushka Fortress on the Afghan border. Despite the difficult natural obstacles and climate, the Murgab Railroad was successfully built by the Russian military engineers in 1897–1898, being financed by the General Staff of the Ministry of War. The construction cost 8 718 931 rubles.
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Thèses sur le sujet "Railroads – Asia, Central"

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KAISER, Hilmar. « Baghdad railway politics and the socio-economic transformation of the Cukurova ». Doctoral thesis, 2001. http://hdl.handle.net/1814/5851.

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Defence date: 9 April 2001
Examining board: Prof. Friket Adanir, University of Bochum ; Prof. René Leboutte, University of Aberdeen ; Prof. Michael Müller, Universität Halle (supervisor) ; Prof. Raffaele Romanelli, EUI
PDF of thesis uploaded from the Library digitised archive of EUI PhD theses completed between 2013 and 2017
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Livres sur le sujet "Railroads – Asia, Central"

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V, Bannikova N., dir. Zheleznodorozhnyĭ proryv Rossii v Sredni︠u︡i︠u︡ Azii︠u︡. Moskva : P.A. Tribunskiĭ, 2013.

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Dobson, George. Russia's Railway Advance into Central Asia. Creative Media Partners, LLC, 2018.

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Dobson, George. Russia's Railway Advance into Central Asia. Creative Media Partners, LLC, 2018.

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Russia's Railway Advance into Central Asia. Creative Media Partners, LLC, 2018.

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Perowne, John Thomas Woolrych. Russian Hosts and English Guests in Central Asia. Creative Media Partners, LLC, 2018.

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Dobson, George. Russia's Railway Advance Into Central Asia : Notes of a Journey from St. Petersburg to Samarkand. Franklin Classics Trade Press, 2018.

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Dobson, George. Russia's Railway Advance Into Central Asia : Notes of a Journey From St. Petersburg to Samarkand. Franklin Classics, 2018.

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Dobson, George. Russia's Railway Advance into Central Asia : Notes of a Journey from St. Petersburg to Samarkand. Creative Media Partners, LLC, 2018.

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Russia's Railway Advance Into Central Asia : Notes of a Journey From St. Petersburg to Samarkand. Franklin Classics, 2018.

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Ghosts of Gold Mountain. Houghton Mifflin Harcourt, 2019.

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Chapitres de livres sur le sujet "Railroads – Asia, Central"

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Fagan, Brian. « Travel as Commodity ». Dans From Stonehenge to Samarkand. Oxford University Press, 2006. http://dx.doi.org/10.1093/oso/9780195160918.003.0016.

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Thomas Cook started it all with his meticulously organized archaeological tours up the Nile. He harnessed the revolutionary technologies of Victorian travel to a growing desire on the part of the middle class to explore the world and its ancient history. Cook was the first to realize the potential of the railroad for group tours. A devout Baptist and an advocate for temperance, he began his business by organizing rail excursions to temperance meetings in nearby towns in central England. The enterprise was so successful that he took advantage of steamships and continental railroads to organize what we now call package tours to France and Germany. From that, it was not much more difficult to organize tours to Egypt and the Holy Land, now readily accessible thanks to the new technology for Victorian travel: the railroad, the steamship, and the telegraph. Then, in the twentieth century, came ocean liners, massive cruise ships, and the Boeing 707, followed by the jumbo jet, all of which together made archaeological travel part of popular culture. We live in a completely accessible world of intricate airline schedules and instant communication, where you can visit the great moiae of Easter Island as easily as you can take a journey to Stonehenge or the Parthenon, the difference being a longer flight and the need for the correct visas and a foreign rental car at the other end. And if you become sick or injured, you can be evacuated from most places within hours: Peter Fleming or Ella Maillart would have been in real trouble had they become sick or injured in the vast expanses of central Asia. We forget that to travel east of the Holy Land was considered highly adventurous until after World War II, and that central Asia was virtually inaccessible to outsiders until the late twentieth century. Much of the adventure of archaeological travel has vanished since the 1960s in a tidal wave of mass tourism and its attendant businesses. Leisure travel is now the world’s largest industry, and the mainstay of many national economies, including that of Egypt, where at last count six mil-lion tourists visit each year. According to Statistics Canada, global cultural tourism will grow at a rate of about 15 percent annually through the year 2010.
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« Russo-Bukharan Relations Transformed The Central Asian Railroad ». Dans Russia's Protectorates in Central Asia, 120–38. Routledge, 2004. http://dx.doi.org/10.4324/9780203390832-19.

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Black, Jeremy. « Geographies of War : The Recent Historical Background ». Dans The Geography of War and Peace. Oxford University Press, 2004. http://dx.doi.org/10.1093/oso/9780195162080.003.0007.

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The dominant metanarrative of war is one that is securely located within the Western intellectual tradition. The stress is on the material culture of war, and the explanatory approach focuses on the capabilities of particular weapons and weapons systems and a belief that progress stemmed from their improvement. This approach extends across time. Thus, for example, when the Iron Age replaced the Bronze Age, the emphasis is on how the superior cutting power of iron and the relative ease of making iron weapons led to a change in civilizations. Mechanization indeed plays a major role in the modern concept of war, and in spatial terms this relates to the collapsing of distance strategically, operationally, and tactically. Thus the entire world is literally under the scrutiny of surveillance satellites, missiles and planes that benefit from midair refueling can deliver warheads continents away, and units can be rapidly transported to and on the battlefield and, once there, can use real-time information to increase their effectiveness. Space no longer appears to be an encumbrance, let alone a friction. This approach to space essentially dates from major shifts in the nineteenth century, in particular, the ability, thanks to steamships, railroads, and telegraphs, to overcome distance. This was linked to (although far from coterminous with) a more extensive application of European military power, especially in East and central Asia, Oceania, and the interior of Africa. Centers that had not hitherto been brought under European control were captured, both coastal (Algiers in 1830 and Aden in 1839) and internal (Beijing in 1860). This reconfiguration of the spatial dimension of global power was apparently dependent on new technology as applied by Western imperialism. Thus limitations on the projection of power that had been apparent earlier in the period of European expansion in the sixteenth century were overcome. For example, metal-bottomed steamships could penetrate deltas, estuaries, and other inshore waters and sail up great rivers, such as the Irrawaddy, Nile, or Paraná in a way in which the deep-draught wooden warships earlier used by Europeans could not. This transformed the geography of maritime force projection.
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« 2 Central Europe : Hungary (a) The Parliament building on the bank of the River Danube, Budapest 139 (b) Fashionable office and shopping area of Budapest, near the 139 Parliament building 6.3 Central Europe : basic means of transport in the Carpathians of 142 Romania, near Bicaz 6.4 Berlin : Checkpoint Charlie shortly after the removal of the Wall 145 between East Berlin and the United States zone of West Berlin 7.1 Clash of cultures in the former USSR (a) St Basil’s (Orthodox) Cathedral, Moscow, Russia 159 (b) Temple in Bukhara, Uzbekistan, formerly Soviet Central 159 Asia 7.2 Former USSR—the cold and the empty east (a) Icebreaker Arktika 160 (b) Baykal—Amur Magistral Railroad opens a new link across 160 southern Siberia 7.3 Former USSR and Japan (a) People waiting for taxis, Leningrad (now St Petersburg), 161 Russia (b) Taxis waiting for people by the Shinkansen train station in 161 the centre of Sendai, north Honshu, Japan 7.4 Former USSR : high technology (a) Space Pavilion, Moscow Exhibition Park 168 ». Dans Geography of the World's Major Regions, 650. Routledge, 2003. http://dx.doi.org/10.4324/9780203429815-160.

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