Search results

Verlagstext: EUROPEAN FOLK enthält Beispiele von Entwürfen von Textilien und Trachten, die überall in Europa für den Alltag verwendet werden mit einem Nachdruck auf Ländern und Regionen Zentraleuropas (Polen, die Ukraine, Transsylvanien, Mähren, Böhmen usw.). Zu den typischen Designelementen gehören auffällige Karos und Streifen, bunte Blumen und alle Arten von bildlichen Elementen, die mit dem ländlichen Leben und dem Wechsel der Jahreszeiten einhergehen. In diesem Buch sind ebenfalls Beispiele von Häkeleien, Spitzen und Stickereien enthalten

21. yüzyılda Orta Asya coğrafyasının tekrar önem kazanmasıyla, Avrupa ve Asya kıtaları arasında köprü vazifesi gören Türkiye de stratejik ülke olarak dillendirilmeye başlamış, Avrupa-Orta Asya ticaret koridorunun alternatif güzergahlarından biri olarak yerini almıştır. Çalışmada, Avrupa-Orta Asya kaynak ve meta transferinde önemli bir yere sahip olan Türkiye'nin, son dönemde yaptığı en büyük ulaştırma yatırımı olan Marmaray Projesi incelenmiştir. Tezin ana argümanı olarak Marmaray Projesi'nin sosyo-ekonomik ve siyasal etkileri göz önüne alındığında, olası bir Üçüncü Boğaz Köprüsü'ne göre yapımına öncelik verilmesinin doğru olduğu savı ortaya konmuştur. Bunun yanı sıra Proje, ayrıntılı maliyet analizine tabi tutulmuş ve maliyet-getiri ekseninde, yapılması olası Üçüncü Boğaz Köprüsü'yle karşılaştırılmış. Ayrıca Marmaray'ın yapımının, jeopolitik konumu itibariyle ülkemizin algılanışında bir farklılık oluşturup oluşturamayacağı da incelenmiştir. Araştırmada ortaya çıkan sonuçlara birincil veriler kullanılarak ulaşılmıştır. İstanbul ili içerisinde seyahat eden ve rastlantısal olarak seçilen yüz kişiye anket uygulaması yapılmıştır. Anketten elde edilen veriler, SPSS programı ile istatistiksel testlere tabi tutulmuş, çıkan sonuçlar yorumlanarak projenin etkinliği ile ilgili çıkarsamalar yapılmıştır. Ulaşım aracı seçimini etkileyen kriterler ve hangi ulaşım aracının hangi sıklıkla kullanıldığı yapılan anket uygulamasıyla belirlenmiş, gerek kişisel tercihler, gerek İstanbul Şehir Gelişim Planı, gerekse çevre ve tarihi dokuyu koruma adına daha yoğun kullanılması ve yatırım yapılması gereken ulaştırma sisteminin raylı sistem olduğu ortaya konmuştur. ; While Central Asia regaining importance in 21. Century, Turkey that is functioning as a bridge between European and Asian continents has been called as an strategic country and took its place as an alternative route of Europe-Central Asia trade passage. In this study, The Marmaray Project is taken under the loop that is the most important transportation investment made by Turkey in recent times. As given to socio-economical an political effects of the Marmaray Project, the main argumant that the Project must be given priority than possible third Bosphorous Bridge is asserted. As well as the Project is passed through a detailed cost analysis and compared to the third Bridge that possibly is going to be built in the axe of cost-return. On the other hand, building of the Marmaray is investigated in order to find that whether any difference will be brought about or not in terms of geopolitical awareness of Turkey. The results that have been brought about by the research are reached by using primary data. A survey is applied to a hundred people who are travelling within İstanbul province or selected randomly. The data obtained by the survey are exposed to SPSS program and statistical tests and the inferences are made by interpreting the results. The critera affecting the election of transportation instruments and how frequently are used have been brought about by survey. Rail system has been found to be a worthwhile as a transportation system on which investment should be made taking into account of personal priorities and Development Plan and historical tissue of İstanbul.

Since the Neolithic seafaring allowed people to move over long distances. The coasts all across the Great Sea were touched by groups of seafarers that using long boats and coastal cabotage ventured by sea looking for new settlements or obsidian and other raw materials. During the III and first half of the II millennium BC sail navigation and innovations in naval technology rapidly developed in the eastern Mediterranean. This technical advance allowed to shorten distances, but lead seamanship to become a specialised task that required profound knowledge of the sea as an environment. Meteorology, oceanographic conditions and coastal morphology was necessary knowledge required to face the seascape. Most of this phenomenon was both fostered and exploited by the rising important local polities of the Bronze Age and the result was a high degree of connectivity within the eastern basin. More fragmentary appears to be the picture of contemporary maritime connections in the central and western basins, the main areas of interest of this study. Here eastern naval technological innovations will not arrive until the second half of the millennium. However in the same time span as in the east, local more modest, sea routes, begin to emerge. These implied the crossing of large portions of open sea. Despite the risk this type of navigation, favoured the colonisation of remote islands and the spread of local cultures during the copper age, and by the Early Bronze Age some common cultural patterns can be recognised in different regions but overall seafaring remains relevant on a local scale. By the second half of the II millennium BC these two realities began to be increasingly interconnected due to the opening of consistent long-range sea routes. From the XVII to the XII century BC, Aegean material culture and influences spread in the west all along these new sea routes. These were far from static and changed and evolved both in extension and in location of key nodes, leaving conspicuous amounts of traces behind. Starting from these traces, this work aims to investigate the sea routes that emerged during the Bronze Age for navigating in the central and western Mediterranean, how these evolved and expanded throughout the centuries, and what type of contacts and interconnections arose due to these maritime voyages, their nature and their intensity. Furthermore a diachronic study will be attempted by comparing the knowledge acquired on the sea routes of the Bronze Age with the routes and evidences of the Iron Age. The aim of this second part of the study would be to investigate the possible existence of trends and patterns in the choice and drawing of sea routes, surviving in later periods.

The article deals with the critical reception of Italian artist Renato Guttuso in Socialist Europe from the late Forties up to the early Sixties. A Communist activist and an outstanding personality of cultural diplomacy in post-war Europe, Guttuso enjoyed a wide exposure in Central and Eastern Europe, where his artwork circulated both within itinerant exhibitions and as reproductions in the press. A further reason for his popularity was provided by his activity as an art critic and author of pamphlets against the hegemony of abstract art in the West. In the Fifties, Guttuso's paintings were presented as the work of a "Western realist", thus playing a crucial role in the art debates of each host nations, but also ending up adapted to the State promoted cultural policies. In Central-eastern Europe, and more specifically in Poland, Czechoslovakia and Hungary, the artist was greeted as an alternative to Soviet socialist realism, while in the German Democratic Republic as a master of anti-fascism, thus providing common ground for a shared critical discourse on interwar regimes, both in Italy and in Germany. Only starting from the late Fifties, Guttuso gained popularity in the Soviet Union as a neo-realist painter, thus echoing Italian popular cinema, which provided the critical framework for the reception and the popularization of his art. His first solo exhibition in the Soviet Union was planned and promoted in 1961 as a key event in the new cultural agenda between Italy and the USSR, paving the way for his popularity in the homeland of real existing socialism

We use EVS-WVS data to test our hypothesis about the contextual dependence of cohesion in Europe. In particular, we apply Bayesian Networks to describe the emergence of Social Cohesion in different welfare models. The creation of different networks for each Welfare model aims at demonstrating that a different way to manage Social Policies creates different paths of Social Cohesion. Political participations, civil engagement and positive social ties are fundamental dimensions, producing Social Capital, while social cohesion requires further dimensions too, as the presence of structural dynamics (equity, granted public services) and the increase in satisfaction. The mechanisms detected are similar enough from different areas, with interesting specificities for Mediterranean, Social-Democratic and Post-communist models.

The papers presented in this volume analyse the many ways in which the Vatican, national Churches and individual catholics dealt with the rise of the extreme right in Europe throughout the 1920s, 1930s and early 1940s, from the end of the First World War, arguably one of the main catalysts of European interwar fascism, to the conclusion and immediate aftermath of the Second World War. While a number of papers focus primarily on theoretical, methodological issues pertaining to the book's general theme, the majority of papers focus on either a country or region where a fascist movement or regime flourished between the wars and during the Second World War, and where there was a significant catholic presence in society. The various chapters cover almost the entire European continent – an endeavour that is unprecedented –, and they explore a wide range of relevant contexts and methodologies, thus further contributing to the general development of an interpretive 'cluster' model that incorporates a series of investigative matrixes, and that will hopefully inspire future research.

La moda è un'istituzione sociale storicamente determinata che alimenta il cambiamento attraverso un turn over in innovazione e novità e che diventa semprepiù pervasiva a seconda dell'entità della quota di popolazione che ha le risorse – siano esse economiche, culturali o sociali – per accedere alla moda stessa. Una forte e decisa spinta all'incremento delle opportunità a tale accesso si è avuta tra la seconda metà dell'Ottocento e la seconda metà del Novecento. Sono già state fornite esaurienti illustrazioni delle cause di ordine economico e sociale che hanno prodotto tali progressi, mentre minore attenzione è stata dedicata alle modalità di interazione tra moda e sistemi politici. Se è vero, come ha affermato Yuniya Kawamura che "In alcune società dove l'ideologia dominante è antipatica al cambiamento e al progresso sociale, la moda non può esistere", allora il secolo compreso tra il 1860 e il 1960, in cui in Europa si sono succeduti governi liberali, regimi socialisti e nazisti, dittature fasciste e, infine, regimi democratici, offre l'opportunitàdi analizzare questo tema in una stimolante prospettiva comparativa.