Transport Problems of the Volga Region in Connection with Development of its Productive Forces

The Volga region, which owes its economic development in considerable measure to its favorable transport situation, is expected to continue as a major transit region, as fuels and energy [oil, gas, electric power] are transmitted from newly developed Siberian areas to the manufacturing centers of European Russia. Because of the importance of the east-west routes, railroads will continue to play a key role in the regional transport picture, but pipelines and waterways are planned to become more important.     

THE IMPACT OF THE WATER ROUTES OF NOVGOROD AND NORTHEASTERN RUS' ON THE PHYSICAL ENVIRONMENT OF THE TRANSVOLGA IN THE 12TH-14TH CENTURIES

On the basis of early chronicles, statutes, and maps, as well as toponyms, the author retraces the river routes and portages used by Novgorodian and Rostov-Suzdalian tribute collectors, traders, and soldiers travelling from the upper reaches of the Volga to the White Sea slope in the 12th-14th centuries. He also indirectly assesses the negative and positive impact of these waterways on the physical environment on the basis of artifacts and logic. (The translation was prepared by James R. Gibson of York University, Toronto).     

THE SEISMICITY OF THE MARMARA SEA AREA 1800–1899

The paper presents an extended summary of the most important earthquakes of the 19th century in the Marmara Sea region in north-west Turkey. We can find no evidence for a significant earthquake occuring during the first half of the 19th century, a period during which the west terminal of the North Anatolian fault system was much more active further west.This variation of activity with time of segments of fault zones, such as the Anatolian, is typical; the smaller the segment considered the longer the sampling period needed for moment rates and hazard estimates to be reliable. We find that the larger and some of the smaller events of the 19th century are clearly associated with known active faults which have generated earlier and later damaging earthquakes.     

《海录》作者、版本、内容新论

《海录》是记述当时海外邻近国际航线的各国、各地区、各城市见闻的作。《海录》对南中国海岛屿、航线的记述,对研究19世纪初中国南海海疆具有重要价值。《海录》是清代记述世界各大洲、各国、各地状况最多最全的作之一,是清代最早记述西方工业明的作之一,对近代以林则徐、魏源为代表的思想家产生过重要影响。     

16至19世纪前期中日贸易商品结构的变化——以生丝、丝绸贸易为中心

16至19世纪前期的中国对日丝、绸贸易,前后经历了由盛转衰的过程。究其原因,实不能单从输出的中国一方去找,而还应从输入一方的日本去找,其根本原因则在于随着日本蚕丝生产兴起和丝织生产的发展日方对华丝、绸需求的减少。输日华丝的由盛转衰,实质上反映了中日丝绸生产特别是生丝生产能力的前后变化,反映了日本随着生丝生产的发展逐渐减低了对华丝的依赖程度。到19、20世纪之交,中日丝绸生产的格局变化更加清晰地显示出来。     

Carrier routes in the Northeast of Scotland 1803–1914: Development and change in a service

During the first four decades of the 19th century carrier services in the northeast of Scotland developed rapidly. Most were centred on Aberdeen, the main city and port of the region, but local networks also existed, focused on other towns in the region. Improved road facilities throughout the region, particularly those formed by turnpike trusts, enabled an increasing number of locations to be served in this way. The rapid economic development that took place in the area at this time led to, and was fostered by, an increasing frequency of service.. The arrival of the railway in the region in the middle of the 19th century, and its gradual extension north and west of Aberdeen, had a major effect on the road‐based carrier network. Long‐distance routes centred on Aberdeen declined rapidly, there was rationalisation within the services provided, new services grew up centred on railway facilities, and the number of short‐distance carriers increased. The flexibility inherent in carrier services, however, ensured that they continued to remain relevant to customers in the 20th century.     

Eine handgreifliche Geschichtslüge. Wie Martin Luther zum Gegner des copernicanischen Weltsystems gemacht wurde.

Martin Luther has been severely criticized for an offhand remark about Copernicus. In the most frequently cited version of this statement, Luther is alledged to have branded Copernicus as a fool who will turn the whole science of astronomy upside down. This disparaging judgment on Luther prevails in many publications by respected historians of science of the 20th century, although since the early thirties, it has been convincingly demonstrated that the famous citation from Luther's table talk is next to worthless as an historical source, that Luther never referred to Copernicus or to the heliocentric world system in all of his voluminous writings, and that there is no indication that Luther ever suppressed the Copernican viewpoint. His attitude towards Copernicus was indifference or ignorance, but not hostility. In this paper, it is shown that the story of Luther's anti‐Copernicanism emerged in the second half of the 19th century. It was invented by Franz Beckmann and Franz Hipler, two Prussian Catholic historians who were engaged in the conflict between the German government under Bismarck and the Catholic Church (Kulturkampf), and it was disseminated by influential German and American historians like Leopold Prowe, Ernst Zinner, and Andrew D. White. In the second half of the 20th century, many historians of science relied on the authority of these authors, rather than studying the sources or the secondary literature in which it has been proved that Luther's anti‐Copernicanism is an outright falsification of history.     

Timber-framed Houses Built for the Court Members after the 1894 Earthquake in Istanbul: Rationalization of Construction Techniques

During the second half of the 19th century, Western European industrial achievements affected construction techniques in Istanbul. Ottoman archival documents reveal the usage of industrial materials and machine shaped timber elements, which brought the rationalization of traditional timber construction techniques. After the 1894 Istanbul earthquake, many post-earthquake timber-framed houses constructed as temporary shelters in the precincts of masonry mansions were rapidly built due to the rationalization in building techniques. Since there is not any inventory for the industrial materials and techniques used in the second half of the 19th century in Istanbul, their determination is of crucial importance in the process of conservation.     

A Canadian Scholar'S Views on Geography in Canada and in the USSR

There has long been controversy over the exact location of the middle segment of the great medieval trade route from the Varangians (Northmen) in the Baltic to the Greeks (Byzantium) in the Black Sea. There is no ambiguity about the northern segment, between Novgorod and the Baltic, or the southern segment, from Smolensk down the Dnieper to the Black Sea, but authors have tended to disagree about the various rivers, lakes and portages used by traders in the Russian heartland between Novgorod and Smolensk. A Russian chronicle describing a campaign led by Aleksandr Nevskiy against a Lithuanian force in 1245 sheds light on the alignment of the middle segment of the trade route. It appears that the route originally passed through Velikiye Luki in the 10th century. As this area became embroiled in clashes between warring Russian principalities, the trade route shifted eastward to the Toropets area, which became dominant by the 13th century. The existence of two additional minor routes is also noted.     

18th- and 19th-century shipyards at the south-east entrance to the West India Docks, London

Archaeological fieldwork in 1997 on the Isle of Dogs, at the south-east entrance to the West India Docks, recovered evidence of 17th- to 19th-century shipyards, associated activities and foreign trade. Reused timbers may be the remains of the 17th-century Rolt's yard. Reclamation along the natural inlet was accompanied by the construction of a timber dry dock probably in the late 18th century. This soon fell out of use and was filled in with the construction of new dry docks to the south in 1806 by Thomas Pitcher. Much of the debris dating to the first half of the 19th century from ship repairing and building and from a range of ancillary crafts, together with ceramics from Iberia and the Far East, probably came from Pitcher's yard.     

News Notes

The settling of the Russians in Siberia is considered in the framework of three periods: (1) the 17th century, when the initial nucleus of the Russian population contingent was formed; (2) the 18th century and first half of the 19th, when in-migration declined and natural increase assumed a greater role in population growth; (3) the second half of the 19th century and the beginning of the 20th, when Eastern Siberia's population grew at about the same rate as that of Russia as a whole, mainly through natural increase. Differences in natural increase, migration, economic activity and ethnic composition accounted for a wide diversification of the settling process within the region, and a number of distinctive settlement areas are described and mapped for the last two periods. Except for the initial intensive migration flow that gave rise to the nucleus of Russian population, Eastern Siberia's population growth before the 1917 Revolution derived mainly from natural increase, with migration playing a subordinate role.     

Water-Transport Problems of Central Asia in Connection with Water-Management Projects on the Amudarya and the Karakum Canal

The economics of Central Asian transportation are such that railroads are more economical than waterways if they run parallel, but water transport is considerably more economical than motor transport in the absence of railroads. This explains why shipping was never significant along the Syrdarya, one of the two major streams of Central Asia, which has been paralleled by a railroad (from Orenburg to Tashkent) since 1906. The situation was different in the case of the Amudarya, which was paralleled by a railroad in its lower reaches only since 1955. The significance of shipping on the Aral Sea is declining rapidly as more water is being withdrawn from its tributary streams for irrigation and the sea level is dropping. The author sees a future for water transportation on a southern east-west route made up by the upper reaches of the Amudarya and the Karakum Canal. However, such a route would require considerably additional capital investment on the canal to make it accessible to larger barges.     

Airborne LiDAR application to karstic areas: the example of Trieste province (north-eastern Italy) from prehistoric sites to Roman forts

The Trieste Karst, at the northernmost shore of the Adriatic Sea, is rich in prehistoric caves and protohistoric hill forts. Most of these archaeological sites were already identified in the second half of the 19th century when large parts of the area were almost without vegetation coverage for the effect of sheep breeding and exploitation of wood resources. Only a few open-air archaeological sites have been discovered in recent years due to the lack of systematic archaeological surveys and reforestation.     

《燕行录》资料反映的16-19世纪东北南部地区冬半年气温变化

朝鲜古汉籍《燕行录》,是历史上朝鲜使臣出使中国的见闻记录,保留有很多历史气候资料,十分宝贵。本文收集了19种《燕行录》中记载的16-19世纪东北南部地区河流封冻情况,并利用中国其它文献为补充,使用现代河流封冻资料为对照,逐年考订了当时河流封冻与现代河流封冻的距平情况,并得出封冻期的50年平均距平值。由于冬半年气温变化是影响河流冰情的关键因素,河流封冻情况的变化可很好地反映该区域冬半年温度变化情况。分析发现,在1500-1900年间,存在3个较冷的时期,其中16世纪上半期是400年中最冷的时期;存在2个较暖的时期,分别为18世纪下半叶和19世纪下半叶。而和20世纪的温度变化衔接分析,则500年间区域气温基本是上升的趋势。同时和中国其它区域以及欧洲的小冰期温度变化序列比较,在大的趋势变化和波动方面有一致性,但在时间上并不完全一致。表明区域间气候变化的复杂性。     

The Origin,Development and Decline of Back-to-Back Houses in Leeds, 1787–1937

This paper traces the development of back-to-back house building in Leeds. It first outlines the origin of the house type, before examining the urban layout, building form and social aspects of back-to-back courts in the first half of the 19th century, and the role of speculative developers, building societies and sanitary reformers. The focus then turns to the bills, acts and by-laws of the later 19th and early 20th century, and the determination of the people of Leeds to retain their preferred house type. Together, these brought improvements to the design and facilities, culminating in a house type that was far superior to that which was condemned by the back-to-back critics, and arguably had overcome all of the criticisms by the time construction of back-to-backs was prohibited in 1909.     

Problems of Transport Development of the West Siberian Plain in Conjunction with the Formation of a new Economic Complex in its Territory

A transportation model of the West Siberian plain is based on a division of the region into subregions, and estimates of expected traffic requirements among these subregions. Arguments for and against the construction of railroads, as opposed to waterways and highways, as the basic means of transport are presented. The Tyumen'-Surgut railroad, now under construction, is viewed as the optimal initial approach to the region's transport development. Future alternative rail lines are outlined.     

The Role of the Eastern Regions in the Economy of the USSR

The economic development of the eastern regions, including Siberia and the Far East, Kazakhstan and Central Asia, has been hampered by manpower shortages (except in Central Asia) and the high cost of construction. However the generally more favorable conditions for resource development are viewed as a sound basis for further industrialization of the Eastern regions, focusing on fossil fuels and electric power and on industries consuming large amounts of fuel and power (nonferrous and ferrous metals, some chemicals, and forest products). In view of the need for integrated regional development, primary resource-based industries should be supplemented by some manufacturing, particularly heavy machinery industries and pulp and paper. Savings in construction could be achieved by investing in territorial-production complexes with interrelated industries and common engineering and transport systems.     

洞庭湖变迁的历史过程再探讨

关于洞庭湖的历史变迁过程问题,学术界一直没有取得共识。本文认为,今洞庭湖地区在先秦两汉时期尚处于河网沼泽平原阶段,没有形成大型湖泊;进入魏晋南朝隋唐时期,今洞庭湖地区的湖泊水体得到快速扩展;唐后期至清前期,今洞庭湖地区的湖泊水体面积处于全盛阶段;自清中期以来,随着长江来沙量的日益增加,湖泊进入明显的萎缩阶段。历史时期洞庭湖的形成与变迁主要取决于洞庭湖区的沉降速度和长江干流的来沙量。     

中国近代工业道路的历史反思

中国近代工业道路形成于19世纪后半期的半殖民地半封建社会,其形成的前提条件、产生方式、组成结构、行业发展和资本积累等方面,都具有与一般资本主义国家所不同的独特性,给我们今天的工业现代化建设留下了深刻的教训。     

Die Seele auf der Bühne der Justiz. Die Entstehung der Kriminalpsychologie im 19. Jahrhundert und ihre interdisziplinäre Erforschung

The mind on the stage of justice: The formation of criminal psychology in the 19th century and its interdisciplinary research. – Criminal psychology emerges at the end of the 18th century as a new academic discipline in lectures and publications. It has recently been investigated by a considerable number of contributions from researchers of different academic backgrounds. In many respects criminal psychology can be seen as a predecessor of criminology. Its subject is the analysis of the origins of crime and its causes and determinants in the human mind. Criminal psychology embraced at that time philosophical, medical, legal and biological aspects. The latter increase in importance in the second half of the 19th century. The conditions of individual responsibility were generally codified in penal law, but had to be individually investigated in crucial cases through expertise in court. There a conflict emerged between medical experts and judges about their ability and competence to decide. At the end of the 19th century criminal psychology is used to fulfil the needs and interests of a criminal law which understands itself as increasingly utilitarian. Force and new instruments of treatment of offenders were legitimized by scientists who were very optimistic about their own epistemological abilities.