Gotowe bibliografie tematyczne / Grand Trunk Road (India)

Gotowa bibliografia na temat „Grand Trunk Road (India)”

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Data publikacji: 26 lipca 2024

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Artykuły w czasopismach na temat "Grand Trunk Road (India)"

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Singh, Priya. "Transcending Postcolonial Frontiers: Re-envisaging the Grand Trunk Road". Ideas and Ideals 13, nr 1-2 (19.03.2021): 305–26. http://dx.doi.org/10.17212/2075-0862-2021-13.1.2-305-326.

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The essay calls for a re-imagining and reshaping of colonial constructs. It concisely encapsulates the history of the Grand Trunk Road (GT Road), from the 16th century when it was referred to as ‘Sadak-e-Azam’ to the late 19th century, when the road was completed under the administration of Lord William Bentinck and was renamed as ‘The Grand Trunk Road’ to contemporary times when it connects multiple cities with National Highways as part of the Golden Quadrilateral project and remains a ‘continuum’ that covers a distance of over 2,500 kilometres. While highlighting its importance in terms of its criticality as a geopolitical/strategic connect, the essay concludes on the note that there is much more to the GT Road than being a mere logistical, infrastructural tool. It serves as a political and cultural connect as well as embodies a way of life and these historic and organic connections require reinforcement. The essay underlines the symbolic value of the GT Road, while it comprises the mainstay of commerce in the subcontinent but, at the same time is significant in terms of rearranging social and political hierarchies, in other words, it constitutes an intrinsic part of the broader narrative of the south Asian space.
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Llewellyn-Jones, Rosie. "The Grand Trunk Road: From Delhi to the Khyber Pass". Asian Affairs 43, nr 2 (lipiec 2012): 326–27. http://dx.doi.org/10.1080/03068374.2012.682756.

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Slam, Hajra, i Yasar Mahmood. "Contributory Factors of Traffic Accidents in Lahore Using Generalized Linear Models (GLM)". NUST Journal of Engineering Sciences 12, nr 1 (1.06.2019): 33–43. http://dx.doi.org/10.24949/njes.v12i1.506.

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The geometric design of roads is the branch of highway engineering concerned with the positioning of the physical elements of the roadway according to standards and limitations with objectives to optimize efficiency and safety while minimizing cost and environmental damage. The present study aims to explore geometric design and other factors which cause of accidents in Lahore. Data is collected from TEPA (Traffic Engineering and Planning Agency), NESPAK (National Engineering Services Pakistan), CTP (City Traffic Police) and Rescue 1122 over a period of 3 years. Two phase sampling technique has been used. Data is carried out about demographic information, physical characteristics and geometric design of roads. All registered 356 traffic accidents have been used on Ferozpur Road, Multan Road, Canal Bank Road and Grand Trunk in Lahore. Poisson regression and negative binomial regression are discussed in this research. SPSS and R Language are used for analysis. The results show that most of accidents occur at office off timing and fatal due to reckless driving and over speeding. Mostly, cars and tralala hit the bikes and Pedestrians. The Poisson regression model gives good description of number of accidents depends on various explanatory variables. Number of lanes, type of locations and roadway light are statistically significant. Narrow Shoulder width (m), Median Width (m) and Lane width (m) increase accident occurrence. Three lanes and larger road structures increase accidents. Numbers of accident increase when Roadway, type of locations, roadway light and traffic control signals decrease.
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Garlick, Jeremy. "If You Can’t Beat ’em, Join ’em". China Report 53, nr 2 (21.04.2017): 143–57. http://dx.doi.org/10.1177/0009445517696629.

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China’s ‘One Belt, One Road’ (OBOR) initiative is a grand plan to connect Asia, Europe and East Africa economically. However, from India’s point of view, China’s attempt at what it describes as geo-economic expansion appears as a geopolitical threat because of China’s activity in the Indian Ocean Region (IOR). This essay assesses the extent to which OBOR is (i) realistic and achievable, (ii) a genuine threat to India and (iii) amenable to possible Indian involvement. It concludes that India should continue to be wary of its neighbour in national security terms, but has no option but to cooperate with China economically by participating in OBOR if it seriously wishes to increase economic growth and bring the ‘Make in India’ and Sagarmala projects to fruition. In particular, India should seriously consider allowing Chinese companies to develop one or more Indian ports with associated infrastructure and manufacturing.
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Chi, M., i Y. Liu. "ANALYZING THE ROAD NETWORK STRUCTURE OF TANG-TIBET ROAD AND BUILDING A SPATIAL INFORMATION SYSTEM FOR ITS TIBET SECTION". International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLVI-M-1-2021 (28.08.2021): 125–31. http://dx.doi.org/10.5194/isprs-archives-xlvi-m-1-2021-125-2021.

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Abstract. Since the Tang Dynasty (618–907 AD), the Tang-Tibet Road has been the only way from inland China to Qinghai and Tibet, and even to other countries such as Nepal and India. It ties and bonds various ethnic groups and regions, integrates cultural memories and cross-cultural communication achievements from ancient times to the present, and witnesses the dynamic propagation of the culture. Affected by the environment, climate, and wars, Tang-Tibet Road was often impossible to travel on or through intermittently during its progressive development in history. Routes and lines of each of its sections changed from time to time; eventually, an ancient road network was formed, consisting of one trunk road, two subsidiary roads in the north and south, several branches, and scattered auxiliary routes separated from the system, among which there were both outward-oriented international passages and inward-oriented passages. Nonetheless, research on Tang-Tibet Road is insufficient at the current stage. Regarding the problems summarized based on the review of the research situation, the present work probes deeper into the network structure of Tang-Tibet Road. How historical corridor is generated and evolved is understood from a regional perspective. In particular, strategies to design a space information system for the Tibet section of Tang-Tibet Road are explained to promote the exploration and use of cultural heritages in Tibet, in an effort to preserve these heritages while developing Tibet’s society and economy.
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Khatoon, Aasia, i Sakeena. "China’s Belt and Road Initiative: an analysis of its role in global peace, development, and implications". Journal of Humanities, Social and Management Sciences (JHSMS) 3, nr 2 (1.11.2022): 40–61. http://dx.doi.org/10.47264/idea.jhsms/3.2.3.

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China’s Belt and Road Initiative (BRI) is the grand strategy that interlinks the regions in the common chain of trade and economy. The paper investigates whether China’s rise through this initiative is peaceful or whether the claims and worries of the U.S., India and Japan are true that it is rising as a hegemonic and aggressive country. The descriptive-analytical method is being used in this research work. China is growing, particularly through this global interconnectivity initiative. Its economic and political influence is greatly increasing. It connects the countries in an initiative that boosts their economic and social development and peace. It is an initiative of equal benefits and considerably growing interdependence among the states and non-state actors. It constructs a world that has common interests and common security. The new trend growing between China, U.S., India, and Japan consists of competition and friendly cooperative relations. China’s main priority is bringing peace, development, and a better standard of life to its people first. It does not want to repeat the history when its people were smashed badly during the opium war of 1840 and Japan’s occupation in World War II. It does learn the value of peace from its past.
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Sailant, John. "Dâaga the Rebel on Land and at Sea". CLR James Journal 25, nr 1 (2019): 165–94. http://dx.doi.org/10.5840/clrjames20202767.

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This article challenges scholarly understanding of an 1837 mutiny in the First West India Regiment. In the Anglo-Trinidadian narrative, African-born soldiers acted out of blind rage, failing in their rebellion because they lacked skill with rifles and bayonets and did not understand either the terrain of Trinidad or its location in the Atlantic littoral. This article’s counterargument is that the rebels, led by a former slave-trader, Dâaga, who had been kidnaped by Portuguese traders at either Grand-Popo or Little Popo, was, with other African-born soldiers, well familiar with military weapons and, after time in the Caribbean, the ecosystem, society, and topography of Trinidad. Dâaga aimed at escape from eastern Trinidad for either Tobago or nearby South America, but was thwarted after English officers captured some mutineers, while the soldiers who remained on the run clashed with a mixed-race Spanish-speaking militia on the only road to an east-coast point of escape.
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Jyoti Pandey Sharma. "Sacralizing the City: The Begums of Bhopal and their Mosques". Creative Space 1, nr 2 (6.01.2014): 145–65. http://dx.doi.org/10.15415/cs.2014.12002.

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Princely building ventures in post 1857 colonial India included, among others, construction of religious buildings, even as their patrons enthusiastically pursued the colonial modernist agenda. This paper examines the architectural patronage of the Bhopal Begums, the women rulers of Bhopal State, who raised three grand mosques in their capital, Bhopal, in the 19th and early 20th century. As Bhopal marched on the road to progress under the Begums’ patronage, the mosques heralded the presence of Islam in the city in the post uprising scenario where both Muslims and mosques were subjected to retribution for fomenting the 1857 insurrection. Bhopal’s mosques were not only sacred sites for the devout but also impacted the public realm of the city. Their construction drew significantly on the Mughal architectural archetype, thus affording the Begums an opportunity to assert themselves, via their mosques, as legitimate inheritors of the Mughal legacy, including taking charge of the latter’s legacy of stewardship of Iam. Today, the Bhopal mosques constitute an integral part of the city’s built heritage corpus. It is worth underscoring that they are not only important symbols of the Muslim faith but also markers of their patrons’ endeavour to position themselves at the forefront in the complex political and cultural scenario of post uprising colonial India.
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Daimon-Sato, Takeshi. "Sino-Japan Aid War and India’s Role: Possibilities for ‘Win-Win-Win’". China Report 57, nr 3 (sierpień 2021): 289–308. http://dx.doi.org/10.1177/00094455211023907.

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For the past decade, China and Japan have been competing against each other over aid market with its implicit intention to pursue their economic interests, which turned into a rivalry between two diplomatic concepts: Chinese Belt and Road Initiative (BRI) versus Japanese Free and Open Indo-Pacific (FOIP) Strategy. The severe competition over high-speed rail (HSR) by two countries, joined by French and German competitors, has been intensified for the benefit of China, taking all of its catchup benefits with its dubious sense of rule of law. This article asks if the two initiatives can coexist with the entry of India into the game and form an equilibrium of ‘grand coalition’, benefiting all its players as ‘win-win-win’ game, which turns out to be feasible and unstable. Nevertheless, Japan still seems to have a good reason to keep India as a strategic partner of FOIP as well as a ‘gateway’ for Central and Western Asia with fragile states such as Afghanistan and Pakistan, and official development assistance (ODA) could play a significant catalyst role as ‘human security’ promoted by Professor Amartya Sen and ex-UNHCR Ms. Sadako Ogata. The COVID-19 pandemic together with the exit of the isolationist US administration may provide the world with glimmering sense of hope for the year 2021 and beyond, if and only if one becomes more aware of the complementarities of comparative advantage of China, India and Japan to pursue common interests.
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Gómez Martos, Francisco. "China’s “One Belt, One Road Initiative”: challenges and requirements for its successful implementation in Central Asia". Przegląd Politologiczny, nr 3 (15.09.2017): 127–38. http://dx.doi.org/10.14746/pp.2017.22.3.10.

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Twenty five years after the dissolution of the former Soviet Union and the reemergence of the Central Asian Republics as independent States, this region continues to be the scene of rivalries amongst the big powers (Russia, China, the European Union, USA, India, Japan, Turkey and Iran) competing in a sort of a “new Grand Game” to increase their geopolitical and economic influence in the region. Its geography, diverse and rich natural resources, like oil and gas, explain the ongoing hidden rivalries. Despite its common historical and cultural past, Central Asia constitutes a heterogeneous region with a multiethnic and multi-linguistic composition and a low degree of physical, economic and trade integration. The lack of mutual trust, the persisting tension over borders and the use and sharing of natural resources, as well as different levels of economic performance have so far jeopardized the development of genuine regional cooperation. Against this background, the idea behind the Chinese OBOR Initiative to develop rapid transportation, if well implemented, could theoretically, by improving interregional connectivity, develop the Central Asia regional market and foster intergovernmental cooperation and people-to-people contacts within the region. In this context, could we expect that the ambitious Chinese OBOR Initiative will boost geopolitical stability and promote shared economic and trade benefits in Central Asia? What are the conditions for that need to be fulfilled?The author analyzes in depth certain crucial political, economic and institutional requirements for the successful implementation of the OBOR Strategy and concludes, however, that three years after the launching of this crucial instrument of the Chinese “globalization without democracy” model, its implementation faces major problems and thus raises more doubts than certainties.
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Książki na temat "Grand Trunk Road (India)"

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Singh, Raghubir. The grand trunk road: A passage through India. London: Deutsch, 1995.

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Singh, Raghubir. The Grand Trunk Road: A passage through India. New York: Aperture, 1995.

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Weller, Anthony. Days and nights on the Grand Trunk Road. New York: Marlowe, 1997.

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Arora, Anirudh. Food of the Grand Trunk Road: Recipes of rural India, from Bengal to the Punjab. London: New Holland, 2011.

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(Pakistan), National Defence University, red. Shaking hands with clenched fists: The grand trunk road to confidence building measures between Pakistan and India. Islamabad: National Defence University, 2018.

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Sarkar, K. M. The grand trunk road in the Punjab. Lahore: Sang-e-Meel Publications, 1998.

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Bach, Brian Paul. The Grand Trunk Road: From the front seat. New Delhi: Indus, 1993.

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Coll, Steve. On the grand trunk road: A journey into South Asia. New York: Times Books, 1994.

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Coll, Steve. On the Grand Trunk Road: A journey into South Asia. New York: Penguin Books, 2009.

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Grand Trunk Railway Company of Canada. Rapport du comité sur la section partant de Montréal à Kingston du grand rail-road du Canada [i.e. Grand Trunk Railway], 1851. [S.l: s.n., 1985.

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Części książek na temat "Grand Trunk Road (India)"

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Lally, Jagjeet. "Colonial Conquest". W India and the Silk Roads, 161–76. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780197581070.003.0007.

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The final three chapters scrutinise the impact on Indo-central Asian trade on the conquest and incorporation of the Eurasian interior into the British and Russian empires, typical of the penetration of European political or commercial regimes into the continental interiors of Afro-Eurasia and America during the era of the New Imperialism. The advent of new railway and shipping routes, as well as the development of new and existing roads, was integral to this process. The result was the revitalisation of a range of routes criss-crossing and connecting the inner continental spaces and their greater integration into the larger world economy. This chapter surveys these developments, focusing on maritime and overland routes from India across the Arabian Sea, over the Karakoram, and those along the Grand Trunk Road through Afghanistan to central Asia.
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Sarma, Jasnea. "The edge of Kaladan". W Highways and Hierarchies. Nieuwe Prinsengracht 89 1018 VR Amsterdam Nederland: Amsterdam University Press, 2021. http://dx.doi.org/10.5117/9789463723046_ch05.

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Using the case of India’s mega-infrastructure build-up, the Kaladan Multimodal Transport Project (KMMTP) in the ‘remote’ and ethnically contentious borderlands between India and Myanmar, this chapter takes an ethnographic approach to understand the meaning of spectacular connectivity and infrastructure on remote borderlands. Based on six months of fieldwork, the chapter explores the voices, visions, spatial and ethnic worlds of border residents who subsequently have to position themselves and their remoteness to absorb the Indian state’s spectacular new connective infrastructure. The chapter narratively traverses along this newly constructed road, to the very edge of a hitherto informal and flexible border with Myanmar. In doing so, it highlights the need to investigate the banal, unspectacular and interethnic lived realities of the borderland. The chapter argues that spectacular infrastructures such as the KMMTP are harnessed in the pursuit of territorial control, making the remote legible and for extracting profits. The chapter introduces the analytic of the ‘spectacle’ to demonstrate how powerful states and ethnic communities rely on grand infrastructural spectacles and cross-border projects often at the expense, erasure and displacement of those at the edge of borderlands, who have the least stake in shaping such spectacular infrastructures.
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