Gotowa bibliografia na temat „Miami Valley Railway Company”

Abstract When I first visited Brent, the defunct logging village, now campgrounds in the northern reaches of Algonquin Provincial Park I went searching for ghost stories. Often described as a “ghost town,” Brent has been occupied since the earliest days of logging in the Ottawa River/Kiji Sibi Valley and holds an important place in the oral history of the Park. The village was a place where many died after violent accidents during the timber rush of the eighteen-hundreds, where Algonquin Anishinaabe Peoples had camped and likely held a village of their own prior to colonization. Brent was once a bustling community, the former site of the Kish-Kaduk Lodge and an important railway stopover during the First World War. Further, Brent was home to the last year round resident of the Park. Mr. Adam Pitts, known to many local cottagers as the “Mayor” passed away in his home in 1998 one year after the railroad tracks were removed by the Canadian National Railway Company and the electricity was shut off. Now his cottage is a ruin some claim to be haunted by the Mayor’s restless ghost. And there are other ghost stories I heard in Brent that haunt the edges of the colonial imagination, stalking unwary travellers as they meander through what they sometimes assume to be “pristine wilderness.” Common patterns of self-apprehension and identity formation associated with tourism and heritage management in Algonquin Park are imbued with nationalist value through a prismatic complex of cultural appropriation, the denial of complicity in colonial violence, and the contingent obfuscation of Indigenous presence and persistence in the area, a process I call haunted recreation. Countering this complex is critical for working past the historical and intergenerational trauma associated with Canadian settler-colonialism and the contemporary inequities of Canadian society.

Formata dal movimento dei ghiacciai quaternari, la Valle di Susa è una valle alpina nel Nord Ovest italiano. Luminoso esempio di “materia narrante”, è anche terreno di scontro tra iniziative conservazionistiche e progetti infrastrutturali transnazionali. Il progetto dell’alta velocità-capacità ferroviaria, o TAV, è stato oggetto di dure critiche. Dagli anni Novanta, grandi mobilitazioni riunite sotto il vessillo No TAV dalla valle si sono estese all’intero territorio nazionale. Parallelamente, il TAV gode l’appoggio bipartisan delle forze politiche. Diversi progetti preliminari sono stati stracciati nel tentativo di sedare un conflitto quasi trentennale con le comunità locali, un conflitto che buona parte della popolazione descrive come “resistenza”, riallacciandosi all’epopea partigiana contro la piaga nazista. Il 28 luglio 2017, il Movimento No TAV ha annunciato il rinvenimento della sgargiante Zerynthia polyxena presso il torrente Clarea. Questa farfalla è inserita nella Direttiva Habitat, adottata dall’Unione europea nel 1992 per promuovere la tutela della biodiversità. Tuttavia, l’area è stata scelta come nuovo sito di cantiere da TELT, Promotore Pubblico responsabile della realizzazione e gestione della sezione transfrontaliera della futura linea Torino-Lyon. La notizia offre una lettura inedita del rapporto fra umano, tecnologia e ambiente in un contesto di altissima tensione economica e sociale quale è la Val di Susa. Nell'Ecuba, Euripide racconta che Polissena, principessa troiana, preferì farsi uccidere piuttosto che diventare schiava. La vicenda di Polissena è il cavallo di legno che introduce nel dibattito sul progetto del TAV l’assunto per cui “la liberazione della natura così ardentemente desiderata dagli ambientalisti non potrà mai essere pienamente ottenuta senza la liberazione della donna” (Gaard). Una nuova possibilità per il Movimento No TAV di far sentire la propria voce sarà illuminando la verità che il corpo della Terra e i corpi delle donne sono un unico corpo soggiogato e subordinato all’uomo, vittime dello stesso pregiudizio, quello di essere predisposti a uno scopo: compiacere, nutrire, servire. Ho ripercorso una china che va da La Dea Bianca di Robert Graves alla stregoneria al fascismo, guidato da alcune eroine letterarie. Coniugando idealmente l’ecofemminismo alla teoria designata da Edward Lorenz, battendo le ali Polissena può davvero scatenare un uragano. Abstract Formed by the movement of large ice sheets during the Quaternary glaciations, the Susa Valley is an alpine site in northwestern Italy. It is a luminous example of “storied matter,” but it is also a battlefield between visions of wild nature and the plans of “crossnational” infrastructures. The planned TAV (Treno Alta Velocità, or high-speed train) line has been the source of heavy criticism: since the 1990s, an intense mobilization has spread from the valley all across Italy under the banner of the “No TAV” movement. The TAV project has since enjoyed unwavering political support from the members of parliament, right-wing and left-wing alike. Several preliminary drafts have been overturned in the attempt to quell a three-decades–long clash with the communities, a clash that most of the local people depict as “resistance,” latching on to the partisans’ epic stories of endurance against the Nazi scourge that took place in the valley. On July 28, 2017, the No TAV movement announced the discovery of the rare and striking butterfly Zerynthia polyxena, among the rare, threatened, or endemic species in the European Union listed in the Habitat Directive adopted in 1992. Yet, the area has been chosen as the new construction site by the company entrusted with the management of the cross-border section of the high-speed railway line between Turin and Lyon (a.k.a. TELT). This piece of news provides an original point of view to address the relationship between human and non-human agencies in a context of economic and social tension such as the Susa Valley. In this paper, I compare contemporary circumstances in the valley to the ancient Greek myth of Polyxena. In the tragedy Hecuba, the dramatist Euripides describes Polyxena as the Trojan princess who prefers to kill herself rather than become a slave. Hence, the butterfly that carries her name might become a Trojan horse enshrining the idea that “the liberation of nature so ardently desired by environmentalists will not be fully effected without the liberation of women” (G. Gaard). Combining various critical strains within the Environmental Humanities–from ecofeminism and biosemiotics to environmental history and new materialism–I suggest that richer, more encompassing narratives will be generated only when the similar fate of subjugation experienced by non-human bodies and the bodies of women will be more widely recognized. I carve a meandering spatio-temporal narrative path that goes from Robert Graves’ The White Goddess to witch trials and fascism, attempting to follow an erratic fluttering pattern amongst the voices of literature. It is the very slanted figure eight pattern that Polyxena makes with its wings, and by which, according to the theory designated by Edward Lorenz, a hurricane could grow, bringing alternative world visions.Resumen Formado por el movimiento de grandes capas de hielo durante las glaciaciones cuaternarias, el valle de Susa es un enclave alpino en el noroeste de Italia. Es un ejemplo luminoso de “materia narrada”, pero también es un campo de batalla entre las visiones de la naturaleza salvaje y los planes de las infraestructuras “transnacionales”. La línea TAV (“Treno Alta Velocità” o tren de alta velocidad) ha sido objeto de fuertes críticas: desde la década de 1990 se ha extendido en toda Italia una intensa movilización bajo el lema del movimiento “No TAV”. Desde entonces, el proyecto TAV ha gozado de un apoyo político inquebrantable por parte de los miembros del parlamento, tanto de derecha como de izquierda. Varios proyectos preliminares han sido revocados en un intento de sofocar un enfrentamiento de tres décadas con las comunidades, un choque que la mayoría de la población local concibe como “resistencia”, con referencia a las épicas historias de resistencia de los partisanos contra el flagelo nazi que tuvo lugar en el valle. El 28 de julio de 2017, el movimiento No TAV anunció el descubrimiento de la sorprendente mariposa Zerynthia polyxena, entre las especies raras, amenazadas o endémicas de la Unión Europea, enumeradas en la Directiva Hábitat adoptada en 1992. Sin embargo, el lugar ha sido elegido como el nuevo sitio de construcción por la empresa encargada de la gestión del tramo transfronterizo de la línea ferroviaria de alta velocidad entre Turín y Lyon (también conocido como TELT). Esta noticia proporciona un punto de vista original para abordar la relación entre los seres humanos y el medio ambiente en un contexto de tensión económica y social como el Valle de Susa. En este artículo, comparo las circunstancias contemporáneas en el valle con el antiguo mito griego de Políxena. En la tragedia Hécuba, el dramaturgo Eurípides describe a Políxena como la princesa troyana que prefiere suicidarse antes que ser una esclava. Por lo tanto, la mariposa que lleva su nombre podría convertirse en un caballo de Troya que consagre la idea de que “la liberación de la naturaleza tan ardientemente deseada por los ecologistas no se realizará completamente sin la liberación de las mujeres” (G. Gaard). Combinando varias tendencias críticas dentro de las ciencias humanas ambientales—desde el ecofeminismo y la biosemiótica hasta la historia ambiental y los nuevos materialismos—sugiero que se generarán narrativas más ricas e incluyentes sólo cuando el destino similar de subyugación experimentado por cuerpos no humanos y cuerpos de mujeres sea más ampliamente reconocido. Trazo una ruta narrativa espacio-temporal serpenteante que va desde La Diosa Blanca de Robert Graves hasta los juicios de brujas y el fascismo, tratando de seguir un patrón de aleteo errático entre las voces de la literatura. Es el patrón inclinado de la figura de ocho que hace Políxena con sus alas, y por obra del cual, de acuerdo con la teoría designada por Edward Lorenz, un huracán podría crecer, trayendo visiones alternativas del mundo.

Gyula Germanus or Hajji Julius Abdul-Karim Germanus, Hungarian Muslim Orientalist Professor (1884-1979) was a well-known scholar and popular figure in Hungary from the turn of the century until late seventies. He was an Arabist, teacher, professor, writer, traveller, literary historian as well MP in Hungary (1958-1966) and member of many academies abroad. He converted to Islam in Delhi in 1930, and he was the first Hungarian to make a pilgrimage to Mecca (Hajj) in 1935. In this paper, I would like to describe in more detail his first major trip abroad, which took him to Bosnia and Herzegovina in the summer of 1902. The 17-year-old Germanus, a newly graduated, well-informed, educated, multilingual and already interested in Eastern culture, had a lifetime of experiences on his journey. Based partly on one of his memoirs and partly on a radio play he wrote and found in the Germanus bequest, I will outline in detail a chronicle of his days in Bosnia. First he travelled by train from Budapest to Banja Luka, where he visited the only Trappist monastery in the Balkans, and then he wrote a brief history of the Trappist order in his book. He then travelled with his companions by coach along a wild and scenic road carved into the valley of the Vrbas river towards Jajce. He noted that the Hungarian soldiers who invaded Bosnia and Herzegovina in 1878 had named the province “the land of curved mountains” for a reason. It is in Jajce that he had his greatest and most astonishing adventure, when he walked into a café in the evening, where he was greeted with great affection by the regular Bosniaks, especially after it turns out that he speaks Turkish. So he spends the evening in good company and is amply entertained. This first impression of the kindness and hospitality of the Muslim people of the East will stayed with him for the rest of his life. Jajca was followed by a journey by narrow-gauge railway to Sarajevo, the capital of Bosnia. In addition to describing the city and its sights, Germanus also reported that he had made a new and very dear friend, the intelligent Ahmed Mustafa, a shariat law student. After meeting him, they talked about the Islamic religion, the Quran, shariat and visited the bazaar. Afterwards they had dinner and Germanus invited his new friend to visit Hungary, who accompanied him to Grazová and then to Raguza. They also discovered Raguza together and said goodbye to each other. From there Germanus travelled to Cattaro, then to Cetinje in Montenegro, where he had interesting and instructive adventures, and after a long and difficult ordeal, including two days of starvation, he arrived in Fiume, where he was helped by an acquaintance of his father’s, and was able to travel home in peace. In the conclusion, I will explain that six years after Germanus’ visit, the Austro-Hungarian Empire annexed Bosnia and Herzegovina to the Empire, and tensions between the peoples of the Balkans escalated, leading to the Sarajevo assassination attempt on 28 June 1914, which soon afterwards led to the outbreak of the First World War. Germanus never forgot his first trip and the positive experiences he had here. He had sympathy for the Bosniaks and helped them in Hungary when veteran soldiers and officers stranded in Hungary after the First World War founded an Islamic religious community in 1931 under the leadership of former Military Imam Husein Hilmi Durić . Germanus, who was already a Muslim, supported them, mobilised his network of contacts for them and took on the role of secretary-general of the so-called “Gül Baba Cultural Committee”. I believe that the teenager Germanus’ personality development was greatly influenced by his trip in 1902 and the friendly, welcoming atmosphere that surrounded him.

The study seeks to investigate the awareness and adoption of modern technologies which are collectively called (IRTS) Intelligent Railway Transport Systems by the NRZ (National railways of Zimbabwe) of Zimbabwe. Adoption of these technologies are on an increasing trend in developed and developing countries, installation and implementation of a railway system called RailTracker in Tanzania has improved railway services in that country, in Uganda and Kenya the Rift Valley Railway (RVR) has introduced GPS technology to track trains. In India a system is used to detect defects in rolling stock while they are on the run. Where these systems have been implemented, they have significantly improved the efficiency, safety and quality of service of railway operations. In Zimbabwe the rail network is an important transport infrastructure enabling movement of goods and passengers. Primary research was carried out using questionnaires and semi structured interviews, data was collected from 67 participants comprising Engineers, Technicians, Train Drivers and Station Managers. 98% of the technical participants indicated that they were aware of IRTS however the adoption of the systems by the NRZ is at 0%. 100% of the Managers indicated that they were aware of IRTS and the company is willing to adopt them but currently no system has been installed Secondary research was conducted to identify and study similar projects elsewhere, their success as well as the difficulties encountered during their implementation. Secondary data was collected from books and the Internet. <p> </p><p><strong> Article visualizations:</strong></p><p><img src="/-counters-/edu_01/0720/a.php" alt="Hit counter" /></p>

Oncor Electric Delivery Company, LLC (Oncor) is planning to construct the Owl Hills—Tunstill 138-kV Transmission Line Route in Culberson, Reeves and Loving Counties, Texas. Oncor contracted with Halff Associates, Inc. to conduct an intensive pedestrian survey of 18.5 miles of new 138-kV transmission line on private property. The survey was conducted January 20-24, 2020 and a total of 102 shovel tests were excavated in areas where buried archeological deposits where expected, and two 15-meter (32.8-foot) transects underwent pedestrian survey within the 70-foot (21.3-meter) wide survey corridor, which measures approximately 157 acres. Three archeological sites (41RV208, 41RV209 and 41RV213) were identified and recorded during the archeological survey. Site 41RV208 is a prehistoric occupation containing a surface deposit of 12 lithic debitage, 6 flake tools, 6 cores, 2 groundstone fragments and 40 fire cracked rocks (FCR). The site is situated on a gravelly and deflated upland that forms the western rim of the Pecos River valley. Site 41RV209 consists of a prehistoric occupation containing a surface deposit of 12 FCR, 6 lithic debitage, 3 flake tools, 2 cores, 1 uniface, and 1 biface. This site is situated on the heavily eroded west bank of Salt Creek and has been disturbed by construction activities associated with an adjacent pipeline corridor. Site 41RV213 is an abandoned section of the Atchison, Topeka & Santa Fe (ATSF) Railway that parallels U.S. Highway 285 to the east. The section of railroad in the surveyed area has undergone extensive disturbance and consists of a narrow linear piling of fill, railroad gravels and non-descript metal debris. It is Halff’s recommendation that sites 41RV208, 41RV209 and 41RV213 are ineligible for National Register of Historic Places consideration in the surveyed area and no further cultural resources investigations are warranted for the project. While shovel testing within the lower terraces of the Pecos River valley floor resulted in negative findings, most of the shovel tests in this area did not encounter restrictive deposits soil or geologic deposits that antedate the Holocene. Therefore, the installation of the transmission line poles located along the lower alluvial terraces of the Pecos River was recommended for archeological monitoring. Halff recommends that construction of the remainder of the proposed transmission line route be allowed to proceed and that no additional archaeological investigations are recommended outside of the monitoring area. However, if the proposed transmission line route alignment changes, additional archeological survey may be necessary. In addition, should any cultural resources be discovered during the construction or maintenance activities associated with the project, work in the immediate area shall cease and the Texas Historical Commission be notified of the discovery.

Ironmakers in the Middle Atlantic states used canals and railways to reduce costs and expand the scale of production with new techniques based on mineral-coal fuel beginning in the 1820s. Salisbury forge and furnace proprietors, who still had teamsters hauling ore, fuel, and metal along dirt roads with wagons in summer and sleds in winter, knew that improved transportation systems would help them get their products to outside buyers. They were less aware that canals and railroads would eventually force them to confront new techniques adopted by ironmakers outside their district. Entrepreneurs in northwestern Connecticut had become interested in waterways as early as 1760, when they wanted to improve the Housatonic’s channel north to Massachusetts in order to float logs downriver to their sawmills. Although the General Assembly authorized a lottery to raise £300 for the project in 1761, the promoters accomplished nothing. The start of construction on the Erie Canal stimulated interest in building a canal along the Housatonic River that would open new markets for the northwest’s ironmakers. Urged on by John M. Holley and others, the Ousatonic Canal proprietors organized a company in 1822 to build from tidewater to Stockbridge, Massachusetts. However, when canal engineer Benjamin Wright’s survey showed the company would have to build enough locks to raise boats a total of 604 feet as they traversed the canal, the project’s supporters backed out. The promoters of the Sharon Canal project, intended to start in Sharon and go down the Oblong River into New York and thence follow the route later used by the Harlem Railroad, accomplished even less. John M. Holley had experienced railroad travel on his 1831 trip to Harpers Ferry. He and his neighbors realized that a railway up the Housatonic valley would gather traffic from the region’s ironworks and, with a connection to the Western Railroad in Massachusetts, open the first year-round route from New York City to Albany. (The railroad along the Hudson River between New York and Albany did not open until 1851.) Several of the region’s ironmasters, including J. M. Holley’s son A. H. Holley, helped raise funds for the construction of the Housatonic Railroad when the state issued a charter in 1836.