論文(碩士)--香港中文大學,1971. / Manuscript. / Includes bibliographical references (p. 390-401). / Thesis (M.A.)--Xianggang Zhong wen da xue,1971. / 序言 --- p.1-3 / Chapter 第一章 --- 湖南新政運動之發軔時期 --- p.4-60 / Chapter 第一節 --- 湖南新政運動之背景 --- p.4 / Chapter 第二節 --- 新政運動之萌芽 --- p.10 / Chapter 第三節 --- 新政運動之發軔 --- p.18 / Chapter 第四節 --- 陳寶箴主持下初期之新政 --- p.23 / Chapter 甲 --- 礦務總局 / Chapter 乙 --- 銀圓局 / Chapter 丙 --- 和豐火柴公司 / Chapter 丁 --- 寶善成製造公司 / Chapter 戊　 --- 電線與電報 / Chapter 己　 --- 湘鄂輪船公司 / Chapter 庚　 --- 時務學堂 / Chapter 第二章 --- 湖南新政運動之高潮時期──文化、教育之新猷 --- p.61-170 / Chapter 第一節 --- 時務學堂 --- p.61 / Chapter 第二節 --- 南學會 --- p.85 / Chapter 第三節 --- 其他學堂與學會 --- p.102 / Chapter 第四節 --- 新書之刊行 --- p.120 / Chapter 第五節 --- 湘報館 --- p.128 / Chapter 第六節 --- 科舉之議變 --- p.137 / Chapter 第七節 --- 女權之提倡 --- p.140 / Chapter 第三章 --- 湖南新政運動之蓬勃時期──行政與經濟開發 --- p.171-226 / Chapter 第一節 --- 行政、司法與治安 --- p.171 / Chapter 甲 --- 課吏館 / Chapter 乙 --- 司法改革 / Chapter 丙 --- 保衛局 / Chapter 丁 --- 遷善所 / Chapter 戊 --- 整頓團練 / Chapter 己 --- 訓練新章 / Chapter 庚 --- 鎗炮兩廠議 / Chapter 第二節 --- 經濟開發 --- p.203 / Chapter 甲 --- 湖南水利公司 / Chapter 乙 --- 化學製造公司 / Chapter 丙 --- 茶與絲 / Chapter 丁 --- 開墾荒地 / Chapter 戊 --- 粤漢鐵路之議建 / Chapter 己 --- 提倡商業 / Chapter 第四章 --- 湖南新政運動所受之阻力 --- p.227-299 / Chapter 第一節 --- 湖南風氣之蔽塞 --- p.227 / Chapter 第二節 --- 湖南官紬反對新政之理由 --- p.234 / Chapter 甲 --- 對新政人士激烈言論之反感 / Chapter 乙 --- 個人利害之衝突 / Chapter 丙 --- 對新政人士學識人品之攻訐 / Chapter 第三節 --- 湖南人士對新政之攻擊 --- p.244 / Chapter 甲 --- 葉德輝 / Chapter 乙 --- 王先謙 / Chapter 丙 --- 徐樹銘 / Chapter 丁 --- 歐陽中鵠 / Chapter 戊 --- 湘紳公呈 / Chapter 己 --- 湘省學約 / Chapter 庚 --- 曾廉 / Chapter 第四節 --- 湖南新政運動所受之阻撓 --- p.268 / Chapter 甲 --- 官吏之阻撓與推行不力 / Chapter 乙 --- 張之洞之箝制 / Chapter 丙 --- 陳寶箴之改組學堂與湘報 / Chapter 丁 --- 康、梁之挽救新政危機 / Chapter 第五章 --- 湖南新政運動之精神 --- p.300-330 / Chapter 第一節 --- 湖南新政運動之目的 --- p.300 / Chapter 第二節 --- 新政運動之地方自保思想 --- p.304 / Chapter 第三節 --- 新政運動之對外態度 --- p.311 / Chapter 第四節 --- 新政人士對西學之態度 --- p.317 / Chapter 第五節 --- 湖南與廣東之關係 --- p.321 / Chapter 第六章 --- 湖南新政運動與戊戌變法之關係 --- p.331-386 / Chapter 第一節 --- 梁啟超之入京 --- p.331 / Chapter 第二節 --- 譚嗣同之入京 --- p.337 / Chapter 第三節 --- 黃遵憲之嚮用 --- p.343 / Chapter 第四節 --- 張之洞之入京調和說 --- p.346 / Chapter 第五節 --- 科舉制度之改革 --- p.351 / Chapter 第六節 --- 樊勤殿之議開 --- p.356 / Chapter 第七節 --- 新改之停頓 --- p.356 / Chapter 第八節 --- 新政人士之懲處與出亡 --- p.362 / 結語 --- p.387-389 / 徵引及參考書目 --- p.390-401

The origins of the labour movement in Argentina have received little detailed attention from historians, who have generally neglected the years before 1930 in favour of developments associated with Perón and Peronism. Such secondary literature as does exist consists largely of personal memoirs. Moreover, most studies have examined these early years from a general standpoint, regarding the period as a prelude to Peronism instead of treating it in its own right. Detailed analysis of the subject is still in its early stages. The origins of Argentine labour organisation date from the period of rapid economic expansion and mass immigration before 1914. The footplatemen's union was founded in 1887, and a relative wealth of documentary material testifies to the durable and stable growth of organisation in this sector; the vicissitudes of organisation in other railway trades can also be traced from the various working class journals. The railway sector was crucial to the export economy and the growth of the beef and wheat markets, as has been emphasised in economic histories of Argentina. By contrast, the history of railway trade unions and the development of industrial relations on the railways have been neglected. This thesis sets out to fulfil two necessary functions. No adequate basic account of the origins and development of Argentine railway unions exists outside the official union histories. These provide a somewhat tendentious picture, responding to policy needs at the time of writing and relying heavily on hindsight. Thus the first part of my thesis provides a narrative outline of the struggles between 1887, when the footplate union La Fraternidad was founded, and 1922, when the general rail union was consolidated in its present form as Unión Ferroviaria. These chapters trace the steady growth of La Fraternidad from its original, inward-looking base to its eventual standing as an influential and effective craft union. This development contrasts with the difficulties attendant on the organisation of a lasting general rail union for other trades. The initial success and ultimate collapse of the Railwaymen's Confederation (1902-1908), and the transformation of the Railway Workers' Federation (FOF) into a solid counterpart to La Fraternidad in 1922 illustrate the practical problems and ideological dilemmas faced by unions and their organisers in the period. At the same time, particular attention is given to the history of the large-scale strike movements on the railways of 1896, 1907-1908, 1912 and 1917, which are discussed with lesser railway disputes in the context of other contemporary labour unrest. The second purpose of this thesis is to examine the broad themes which emerge consistently from the narrative account. In this way, the particular development of organised railway labour provides a framework for consideration of more general aspects of the early Argentine labour movement. The ideological formation of the union movement is considered with reference to the railwayman's case. This entails discussion of the nature of the immigrant influence in unions and the reasons why political parties (Socialists, Communists and Radicals) failed to dominate labour organisation. Anarchism, generally accepted as a dominant union ideology in Argentina, is reassessed and shown to have been considerably tempered by practical considerations. It was largely superseded by syndicalism, whose growth is explained in terms of changes in union structure and aspirations, which in turn responded to the development of the economy. Large and successful unions dominated a syndicalist movement which between 1915 and 1921 - years of many important industrial conflicts - was exceptionally reformist. Syndicalist unions controlled a greater proportion of the organised working class in Argentina than anywhere else in the world at this time; for this reason their successful anti-political but reformist attitudes and organisation deserve extensive examination. Closely connected with the nature of Argentine union ideology is the question of the relationship between unions and the government; the development of this relationship is a key to the understanding of the union movement to this day. It emerges from this study that the government was concerned with the 'social question' and its possible political implications from the turn of the century. Moreover, despite repressive legislation and revolutionary union rhetoric, there was extensive contact between labour leaders and government officials from an early date. The railwaymen, consistently regarded as a special case, were increasingly protected by legislation on pensions and conditions of work, but in spite of government pressure they resisted efforts to restrict freedom of union action. While exceptional because of their strategic economic role, railway workers still qualify as pioneers of the use by unions of legal remedies and state institutions for their own benefit. The subordination of ideological to practical considerations caused the railway unions to adopt centralised organisation, contrary to anarchist or anarcho-syndicalist theory and unlike many smaller, more local, but active components of the union federations. However, it took the general rail unions the thirty-five years spanned in this study to arrive at the degree of centralisation established by La Fraternidad in 1887. The story of this change involves consideration of the railway unions' place in relation to other unions; by the 1920s, it is clear that successful national unions in large-scale capitalist enterprises were adopting similar modes of organisation, though the only comparable group at the time was the Maritime Workers' Federation (FOM), another transport sector. Argentine railway unions had many structural similarities with their successful European counterparts. Since railwaymen formed a higher proportion of unionised workers in Argentina than in more diverse and developed capitalist economies, their influence in the general union movement was even greater than elsewhere.

This thesis examines the development of the Leftist movement in British Punjab and the insights it provides into the political spaces it inhabited and the actors it engaged with. Broadly speaking, this is an attempt at uncovering lesser fragments that offer the possibility of complicating our understanding of Punjabi and South Asian History. In doing so, I seek to uncover a socio-political arena which played host to a multiplicity of contested identities, notions of sovereignty, and political objectives. I thus seek to explore this complex and fluid arena through the study of a variety of movements and intellectual strands, all of which can collectively be labelled as the ‘Left.’ I begin by situating the Punjabi Left within the wider global arena and then shift to examining it within the province itself. I then explore the Left’s acrimonious relationship with the Colonial State as well as its tortured engagements with ‘nationalist’ and ‘communitarian’ movements. Taken together, this thesis, aside from enhancing our understanding of the ‘Left’ itself, also contributes to regional studies in general and questions historiographical demarcations and the categories that are normatively employed in standard political histories.

Thesis (M.A.)--Cincinnati Christian Seminary, 1986. / Abstract. Includes bibliographical references (leaves [166]-173).

The purpose of this thesis is threefold: firstly, to serve as a contribution to the history of the Marseilles working class; secondly to illustrate the impact of the Popular Front at local level; and thirdly, to act as a case study of working-class mobilisation. In the first section of the thesis the Marseilles working class is briefly described. It was highly heterogeneous, being made up of various racially, occupationally, and spatially-defined communities. The divisions between these communities were to some extent neutralised by a strong sense of the local community of Marseilles. Marseilles' claim to special status within the nation was, however, increasingly coming under challenge. Prior to the Popular Front the most successful political organisations on the Left in Marseilles integrated themselves into the rich community life of the town by playing down ideological issues and by practising the politics of locally-based clientelism rather than those of class. The movement for the Popular Front encouraged a new mood of militancy within the Marseilles working class which both contributed to, and was itself encouraged by, the growth of Communist influence within the Popular Front alliance. At different moments the strikes of the period facilitated or prejudiced the unity of the working class and its integration into the nation. Initially (1934-1937), the strikes which were undertaken advanced the interests of workers against those of employers whilst increasing working-class unity and support for the Popular Front. At the same time the election of a Popular Front Government and its success in resolving strikes to the satisfaction of workers aided the integration of the working class into a new, enlarged, national political consensus. The fragility of this consensus was, however, later revealed (1938-1939), as the Government called for sacrifices in the workplace and the Communists called fcr the launching of an unpopular war against fascism.

Most writing about "Red Clydeside" has come from writers overtly sympathetic to revolutionary ideals - whether the Clydesiders themselves or later academic admirers. It is hoped that a wider use of outside sources will help to provide a more detached view.

The Korean Independence Movement was a four decades long endeavor from 1905 to 1945 by Koreans to liberate Korea from Japanese colonization. Korean immigrants in America played a vital role in the movement. They contributed money, organized patriotic activities in their communities to raise awareness and issued appeals for support to the U.S. government. Throughout the years, and from generation to generation, Korean immigrants remained loyal to Korea's cause for liberation. This study discusses how this intense patriotic involvement to their homeland affected Koreans immigrants' experiences in America, namely, how such intense overseas nationalism shaped their Americanization process. Korean immigrants have told about their experiences in the form of memoirs, short narratives, interviews and speeches. These provide many first-person perspectives from which to understand Korean immigrants' changing senses of community, patriotism and acculturation. Many of these sources have come available in the last twenty years, but academic scholars have left these source largely untouched. Historians of Korean immigrant history often discuss the political components of the K.I.M. Although recognizing the importance of the Korean Independence Movement to Korean immigrants, scholars have, nonetheless, said very little as to how this movement affected them socially. This study examines how America influenced historical developments culturally by shaping the attitudes of Korea's most politically active nationalists--the Korean immigrants in America. Furthermore, this study argues that Koreans in America utilized the K.I.M. for much more than Korean independence and that their motives evolved throughout the decades. The early immigrants used the K.I.M. as a means to establish a Korean community and establish social networks while the later activists, particularly after 1919, used their demonstrations to broadcast their distinct Asian identity as well as their assimilation and loyalty to America. More simply put, Korean patriotism and Korean immigrant "Americanization," are intimately connected.

No description available.

Submitted thesis tries to grasp philosophically the phenomenon of sport. Attention is devoted to its historical roots, etymology, original meaning and early forms. Also, the relationship between traditional and modern sport is introduced. With respect to distant and recent past the author identifies two fundamental features of sport, which are game together with play and physical movement. Both features are elaborated in detail and captured philosophically. The focus of this thesis is put on sport with its formal aspects as well as on a sporting athlete. The author then presents a discussion regarding the definition of sport and his own position with respect to this topic. This text also deals with the role of sport in human life. The thesis offers reader an opportunity to become acquainted in detail with sport and its philosophical dimension.

Ce travail débute par le constat d’apparition récente de la question des ‘transports’ en urbanisme et son remplacement rapide par celle de la ‘mobilité’. Observation étonnante étant donné les liens évidents entre la ville et les ‘transports’ ou la ‘mobilité’ : infrastructures, réseaux, espaces de circulation, déplacements des personnes et des biens, etc. Constat également étonnant à la lecture des auteurs fondateurs de la discipline, dont les écrits démontrent qu’ils abordent tous ces questions. Où était donc passé le transport pendant le XXᵉ siècle pour les urbanistes ? Première piste d’explication, plusieurs auteurs traitent des années 1920-1930 comme d’un moment charnière dans la constitution d’une pensée techniciste, notamment face à la menace automobile. Cette période se soldera par la naissance de l’ingénierie du trafic, à qui est confiée la mission d’adapter la ville à des impératifs de circulation. Cette injonction est sous-tendue par des arguments exprimés dans les termes validés par l’époque et à ce titre, impossible à remettre en cause sans proposition théorique qui correspond aux impératifs épistémologiques. L’urbanisme n’en a-t-il donc pas ? Que dit et comment se positionne l’urbanisme naissant sur ces enjeux, en tant que discipline qui revendique le statut de science dès la deuxième moitié du XIXᵉ siècle ? C’est par l’entrée du ‘mouvement’ — en tant qu’ensemble composé de techniques, de pratiques et de représentations — que ce travail aborde la question, étant donnée la charge culturelle et axiologique associée à la technique, mais aussi celle des concepts de ‘transport’ ou de ‘mobilité’. Et c’est aux discours textuels que ce travail s’intéresse, comme contenant d’expression de la norme et du sens, pour pénétrer l’univers épistémologique du rapport que la discipline entretient avec le mouvement. L’hypothèse de ce travail a d’abord été celle de la place théorique centrale de la question du mouvement dans les propositions de l’urbanisme naissant, qui cherche les objets et les outils qui le forgeront comme science. Ensuite, on soupçonne que les propositions théoriques des urbanistes, ancrées dans un univers de sens constitué sur le temps long, font preuve de trop de prudence et de nuance pour un contexte emprunt de positivisme et de solutions La proposition théorique est testée par l’analyse du discours de dix-sept ‘textes normatifs en urbanisme’ datant de 1849 à 1916 et une étude historiographique parallèle dont on a déduit cinq grands moments de placement du sens situés entre le XVIIᵉ siècle et les années 1930. Il ressort de l’analyse que le mouvement occupe une place centrale dans le discours de l’urbanisme naissant entre les années 1849 et 1916 : les références au mouvement sont omniprésentes dans les textes, elles constituent l’occasion de discussions autant sur les méthodes autant que sur les objets de la science naissante. Des traces des moments de placement du sens sont de plus observables dans les textes à travers les représentations. Ils apparaissent à ce titre comme des témoins de ces sens du mouvement qui fondent beaucoup d’évidences et de normes et qui ne lui permettent pas, dans une certaine mesure, d’exprimer de solution claire et épistémologiquement valables face aux problèmes urbains du début du XXᵉ siècle. / This research started as the result of an observation: a recent appearance of the question of 'transportation' in the context of urban education and its rapid replacement by that of 'mobility'. This is a surprising observation, especially given the obvious links between the city and ‘transportation’ or ‘mobility’ issues: infrastructures, networks, circulation spaces, transport of people and goods, etc. Surprising to a greater degree when reading the founding authors of the discipline; their writings show that they all address these matters. Therefore, I wonder: where did ‘transportation’ go during the 20th century? A preliminary assumption is that the period of 1920 was a pivotal moment in the creation of a technicist thought, especially in the face of the automotive threat. This period will lead to the birth of traffic engineering which is given the task to adapt the city to circulation necessities following theoretical propositions that conform with the epistemological imperatives. Does Urban Planning not have any? As a discipline that longs for a science status since the second half of the 19th century, what does the emerging Urban Planning realm say about ‘transportation’ and where does it stand in this regard? This research tackles the previous question through the concept of ‘movement’, which is understood as technics, practices and representations to avoid the cultural and axiological baggage associated not only with ‘technic’, but also with the concepts of ‘transportation’ or ‘mobility’. Therefore, this work focuses on the textual discourses as being the place where norm and meaning are expressed, the point being to enter the epistemological realm that establishes the relationship between Urban Planning and ‘movement’. The purpose of this research was first, to theoretically position the question of ‘movement’ in the emerging Urban Planning discipline. Second, I suspected that the theoretical propositions of the first ‘urban planners’ where embedded in deep epistemological references about movement. Discourse analysis was used on seventeen ‘normative texts in Urban Planning’ written between 1849 and 1916. In addition, a historiographic study was conducted, through which five moments are revealed. These moments are associated with different meanings of movement between the 17th century and the 1930s. The result of this analysis leads to the fact that ‘movement’ clearly occupies a central place in the Urban Planning discourse between 1849 and 1916 : it prompts discussions about methods as well as the essence of this emergent science. The selected texts also appear like witnesses of the changing meaning of ‘movement’ through traces of former identified moments. To some extent, the analysis also concludes that Urban Planning does not convey a clear and epistemologically valid solution to the 20th century’s urban problems : early urban planners have proved to be very prudent and full of nuances in a positivist and technicist context. This constitutes a clue as to why the planning propositions could not compete with the traffic engineering solutions.