Pub Date : 2021-01-02DOI: 10.1080/03090728.2021.1854016
Y. Arbel
ABSTRACT The production of soap made of potassium and olive oil is a centuries-old industrial tradition in the Holy Land. A popular local and export commodity, olive oil soap from the region was traded as far as Turkey, Yemen, the Sudan and the highly profitable markets of Egypt. Thriving in a land notorious for hygienic deficiencies, this industry reflects various aspects of the social and economic realities in the Holy Land under Ottoman and British Mandate rule. It was nearly eliminated in recent decades by the combined effect of modernisation, competition and conflict, with only two surviving workshops in Nablus preserving its methods and heritage. Textual and archaeological data shed light on early soap workshops in Jerusalem, while abandoned factories active until the end of the British Mandate in 1948 still stand in Lod, ‘Akko and Jaffa. A recently exposed olive oil soap workshop in Jaffa was found to include all the characteristic manufacturing installations. This discovery represents a significant addition to the surprisingly scant material testimonies to what for several centuries has been one of that city’s most renowned industries.
{"title":"Olive Oil Soap in the Holy Land: Background, Technology and a Newly Discovered Workshop in Jaffa","authors":"Y. Arbel","doi":"10.1080/03090728.2021.1854016","DOIUrl":"https://doi.org/10.1080/03090728.2021.1854016","url":null,"abstract":"ABSTRACT The production of soap made of potassium and olive oil is a centuries-old industrial tradition in the Holy Land. A popular local and export commodity, olive oil soap from the region was traded as far as Turkey, Yemen, the Sudan and the highly profitable markets of Egypt. Thriving in a land notorious for hygienic deficiencies, this industry reflects various aspects of the social and economic realities in the Holy Land under Ottoman and British Mandate rule. It was nearly eliminated in recent decades by the combined effect of modernisation, competition and conflict, with only two surviving workshops in Nablus preserving its methods and heritage. Textual and archaeological data shed light on early soap workshops in Jerusalem, while abandoned factories active until the end of the British Mandate in 1948 still stand in Lod, ‘Akko and Jaffa. A recently exposed olive oil soap workshop in Jaffa was found to include all the characteristic manufacturing installations. This discovery represents a significant addition to the surprisingly scant material testimonies to what for several centuries has been one of that city’s most renowned industries.","PeriodicalId":42635,"journal":{"name":"Industrial Archaeology Review","volume":"43 1","pages":"53 - 64"},"PeriodicalIF":0.3,"publicationDate":"2021-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/03090728.2021.1854016","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43805340","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"历史学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-01-02DOI: 10.1080/03090728.2021.1896130
Kevin Coffee
ABSTRACT Established in 1823 as an industrial enclave, Lowell, Massachusetts, was described by a network of canals that diverted waterpower to an array of integrated cotton textile mills. The qualitative advances in engineering and materials science, which drew from and propelled the productive consumption of industrialisation, were particularly manifest in the construction, equipping and powering of Lowell’s mills. Industrialisation re-shaped European and American societies, ecologies and environmental systems. Recent research has adopted the term Anthropocene to describe the distinct era of planetary history that corresponds to that Euro-American industrial revolution in textile manufacturing. Beyond the most obvious input of human labour, a variety of material inputs — wood, iron, limestone, clay — drove that industrial production, each linked with a cascade of effects some distance from the point of production. While the socio-cultural impact of Lowell as a manufacturing centre has been explored in regard to its hydropower and labour forms, how that productive consumption remade social and ecological environments, in unintended but highly consequential ways, remains under-theorised.
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Pub Date : 2021-01-02DOI: 10.1080/03090728.2021.1899482
M. Messenger
Whether seeing an aqueduct or viaduct striding boldly across a landscape or glimpsing it peeping between buildings in a close urban environment it is always a joy. A dramatic statement, previous generations would see it as man conquering nature, it is impossible to ignore. No matter how hard he has worked on other sections of the line, it is the soaring viaduct, or aqueduct, that will carry the engineer’s reputation. The need to maintain levels in what is often challenging topography has left us with many feats of engineering. In this modest book Victoria Owens sets out to describe the development and progress of aqueduct and viaduct design from the earliest canal structures of the 18th century to the road structures of the late 20th century. Inevitably, it is railway viaducts that dominate. She takes a chronological approach, which works well, and has chosen a good selection of over 90 structures representing most of the most outstanding British erections. Each is described in some detail, often with an account of the construction and its problems, often with biographical details of the engineer and contractors, and frequently with human stories and anecdotes that add life. Most are illustrated in colour and the quality of the photographs is generally good, while the full captions also include grid references. A separate chapter highlights the 17 viaducts on the Settle and Carlisle route and the immense difficulties incurred in building them. I do feel that timber viaducts are given short shrift. Granted, there are very few left, but they were once common and Brunel was not the only enthusiast for timber. I may be biased but I would have thought the 42 timber viaducts necessitated by the arduous terrain the Cornwall Railway traversed between Plymouth and Falmouth would have been worth a mention. They were cheap to build but expensive to maintain and it was left to the Great Western to replace them. A few silly slips have crept in that a little care would have avoided. The Lancashire & Yorkshire Railway has the names of its eponymous counties in that order. A similar switch occurs with Calstock viaduct where the roles of contractor and engineer are reversed; the London & South Western Railway consulting engineers were the eminent Galbraith & Church, while the contractor was J.C. Lang. There are no references but the book is well researched and has a useful bibliography. The index lists aqueducts, viaducts, engineers and contractors. Attractively produced, it is a good introduction to the subject and a fine record of these magnificent structures.
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Pub Date : 2021-01-02DOI: 10.1080/03090728.2021.1905310
I. West
At the time this editorial is being written, the world is still grappling with the effects of the Coronavirus pandemic which swept the world around 12 months earlier. In the early stages of this, the editors of this journal were pleased to receive a flood of articles for consideration, as authors suddenly found themselves with time to complete work that had been in progress for a while. That stream of material has now diminished markedly; many libraries, archives and archaeological sites around the world have remained closed as a result of the pandemic, leaving many projects unfinished. The authors of the five articles presented here are therefore to be congratulated in bringing their work to completion in these difficult times. The textile mills of 18th-century Britain are generally held up as providing the models from which the modern factory developed and, at least in terms of organisation, this has largely been the case. The significance of textile mills as structures in the archaeology of industry is demonstrated by the large number of articles that have been devoted to them in this journal over the years. However, three articles in this issue can be seen to place the British textile mill into a broader continuum of the development of manufacturing spaces. Historically, this starts with the work of Nana Palinić and Adriana Bjelanović, describing the evolution of a number of different industrial buildings in the town of Rijeka, Croatia, from the first half of the 18th century. These owe much of their design and construction to the buildings of the dockyards of the Venetian empire, but with obvious parallels to textile mills in Britain and elsewhere. Given that Britain’s first recognised factory, Lombe’s silk mill in Derby was founded on technology stolen from Italy; perhaps there are more precursors to the modern factory to be found around the Adriatic. It is known that the early industrialists in New England took inspiration from the textile industries in ‘Old England’ but the availability of water power on a scale that could scarcely be imagined in Britain drove the development of textile-manufacturing towns such as Lowell, Massachusetts, in a distinctive direction. Lowell has been studied in detail by many authors, but Kevin Coffee here takes this into new territory by examining the impact that the creation of textile mills of such size had on the environment of a whole region of the US. In particular, he analyses the amount of timber consumed, not just in the construction of the mills and other buildings, but in the smelting of the iron and construction of the railways that served these growing communities. One of Coffee’s discoveries that may surprise those of us better acquainted with British textile mills is that the manufacturers of Massachusetts found buildings with timber structural components to be more fire-resistant than those that used cast iron. Former textile mills have been adapted for use for numerous new uses, including the
{"title":"Editorial","authors":"I. West","doi":"10.1080/03090728.2021.1905310","DOIUrl":"https://doi.org/10.1080/03090728.2021.1905310","url":null,"abstract":"At the time this editorial is being written, the world is still grappling with the effects of the Coronavirus pandemic which swept the world around 12 months earlier. In the early stages of this, the editors of this journal were pleased to receive a flood of articles for consideration, as authors suddenly found themselves with time to complete work that had been in progress for a while. That stream of material has now diminished markedly; many libraries, archives and archaeological sites around the world have remained closed as a result of the pandemic, leaving many projects unfinished. The authors of the five articles presented here are therefore to be congratulated in bringing their work to completion in these difficult times. The textile mills of 18th-century Britain are generally held up as providing the models from which the modern factory developed and, at least in terms of organisation, this has largely been the case. The significance of textile mills as structures in the archaeology of industry is demonstrated by the large number of articles that have been devoted to them in this journal over the years. However, three articles in this issue can be seen to place the British textile mill into a broader continuum of the development of manufacturing spaces. Historically, this starts with the work of Nana Palinić and Adriana Bjelanović, describing the evolution of a number of different industrial buildings in the town of Rijeka, Croatia, from the first half of the 18th century. These owe much of their design and construction to the buildings of the dockyards of the Venetian empire, but with obvious parallels to textile mills in Britain and elsewhere. Given that Britain’s first recognised factory, Lombe’s silk mill in Derby was founded on technology stolen from Italy; perhaps there are more precursors to the modern factory to be found around the Adriatic. It is known that the early industrialists in New England took inspiration from the textile industries in ‘Old England’ but the availability of water power on a scale that could scarcely be imagined in Britain drove the development of textile-manufacturing towns such as Lowell, Massachusetts, in a distinctive direction. Lowell has been studied in detail by many authors, but Kevin Coffee here takes this into new territory by examining the impact that the creation of textile mills of such size had on the environment of a whole region of the US. In particular, he analyses the amount of timber consumed, not just in the construction of the mills and other buildings, but in the smelting of the iron and construction of the railways that served these growing communities. One of Coffee’s discoveries that may surprise those of us better acquainted with British textile mills is that the manufacturers of Massachusetts found buildings with timber structural components to be more fire-resistant than those that used cast iron. Former textile mills have been adapted for use for numerous new uses, including the","PeriodicalId":42635,"journal":{"name":"Industrial Archaeology Review","volume":"43 1","pages":"1 - 1"},"PeriodicalIF":0.3,"publicationDate":"2021-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/03090728.2021.1905310","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49286253","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"历史学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-01-02DOI: 10.1080/03090728.2021.1899483
I. West
Whether seeing an aqueduct or viaduct striding boldly across a landscape or glimpsing it peeping between buildings in a close urban environment it is always a joy. A dramatic statement, previous generations would see it as man conquering nature, it is impossible to ignore. No matter how hard he has worked on other sections of the line, it is the soaring viaduct, or aqueduct, that will carry the engineer’s reputation. The need to maintain levels in what is often challenging topography has left us with many feats of engineering. In this modest book Victoria Owens sets out to describe the development and progress of aqueduct and viaduct design from the earliest canal structures of the 18th century to the road structures of the late 20th century. Inevitably, it is railway viaducts that dominate. She takes a chronological approach, which works well, and has chosen a good selection of over 90 structures representing most of the most outstanding British erections. Each is described in some detail, often with an account of the construction and its problems, often with biographical details of the engineer and contractors, and frequently with human stories and anecdotes that add life. Most are illustrated in colour and the quality of the photographs is generally good, while the full captions also include grid references. A separate chapter highlights the 17 viaducts on the Settle and Carlisle route and the immense difficulties incurred in building them. I do feel that timber viaducts are given short shrift. Granted, there are very few left, but they were once common and Brunel was not the only enthusiast for timber. I may be biased but I would have thought the 42 timber viaducts necessitated by the arduous terrain the Cornwall Railway traversed between Plymouth and Falmouth would have been worth a mention. They were cheap to build but expensive to maintain and it was left to the Great Western to replace them. A few silly slips have crept in that a little care would have avoided. The Lancashire & Yorkshire Railway has the names of its eponymous counties in that order. A similar switch occurs with Calstock viaduct where the roles of contractor and engineer are reversed; the London & South Western Railway consulting engineers were the eminent Galbraith & Church, while the contractor was J.C. Lang. There are no references but the book is well researched and has a useful bibliography. The index lists aqueducts, viaducts, engineers and contractors. Attractively produced, it is a good introduction to the subject and a fine record of these magnificent structures.
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Pub Date : 2021-01-02DOI: 10.1080/03090728.2021.1903696
Keith Falconer
societies. Subsequent chapters document this continued growth through to the 1960s, with the CWS moving into financial and other services and needing ever-larger offices, warehouses and factories, and the retail societies expanding into department stores and, later, supermarkets. The CWS also set up its own chains of shops, under what was to become Co-operative Retail Services (CRS) to enable it to expand into areas of the country where there were no local societies. The buildings constructed by CWS were often of the highest quality, but, due to the independence of the local societies, in widely disparate architectural styles, which included some fine examples of art deco, moderne and modernist architecture and decoration. From the mid-1960s, however, the Co-operative model, with ‘brand loyalty’ founded on membership and dividends, began to lose ground to the expanding supermarket chains, whose less bureaucratic and more centralised management and distribution allowed them to operate with lower margins. Local societies closed or consolidated, and many were absorbed into the CWS, whose manufacturing enterprises largely closed, or by CRS. The number of larger shops declined and the emphasis switched to convenience stores, to the extent that, to the customer, the Co-op today appears little different from other retailers, with little hint of its ideologically driven past. Lynn Pearson does not attempt to describe the entire history of the Co-operative movement through its built heritage, but rather to demonstrate how it presented its values through its architecture. She describes in detail the growth of the CWS architectural team, as well as the contributions of other architects. In addition to the aesthetics, we learn something of the construction techniques their architects favoured, particularly the pioneering adoption of Hennebique ferro-concrete structural systems in the early 20th century. However, this focus on the public-facing architecture means we learn little about the Cooperative movement’s farms or the housing it built for its workers. We receive tantalising glimpses of the internal organisation of their stores (including those fascinating systems for moving money around), but not of their warehouses and factories. I suspect some readers of this journal might wish to learn more about how these buildings operated, and whether this was in any way different from those of businesses founded on less idealistic principles, but this is an architectural history, as proclaimed in the book’s title, not an archaeological study. It might also have been valuable to understand a little more about the role of the early Co-ops in the educational and social lives of their communities, alongside, for example, Mechanics’ Institutes, but that must wait for another book, perhaps. Liverpool University Press are to be congratulated in seeking to maintain the high standard of production to which we grew accustomed from Historic England. It is true that this vol
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Pub Date : 2021-01-02DOI: 10.1080/03090728.2020.1804159
M. Potemkina, M. Gryaznov, T. Pashkovskaya
ABSTRACT This article traces the development of the tram service in Magnitogorsk, one of the first socialist cities in the USSR. It first outlines the emergence of the city and the construction of the tramway in different facets: the building of tram lines, the development of tram routes and the creation of tram infrastructure. The article also discusses the influences of climate peculiarities, ideological concepts and Soviet planned economy. The focus then turns to the initial condition and development of the tram rolling stock. The main technical characteristics of the tramcars used in Soviet cities from the 1930s to the 1950s are provided.
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Pub Date : 2020-07-02DOI: 10.1080/03090728.2020.1812026
N. Linge, A. Sutton, A. Hurley, N. Johannessen
ABSTRACT Whilst every country in the world has introduced phoneboxes onto its streets, the United Kingdom stands alone in having adopted the red phonebox as a symbol of its national identity. However, that symbol is of phonebox designs produced by Giles Gilbert Scott in 1925/35 and not of the more contemporary ones that followed it. When introduced in 1968, the Bruce Martin-designed K8 kiosk or phonebox was hailed as a masterpiece of industrial design, yet today it has virtually disappeared. It was the last of the British red, cast-iron phoneboxes and despite over 11,000 being manufactured, less than one percent survive. Telecommunications is a rapidly changing field that brings enormous challenges for the heritage movement, as the K8 story illustrates, requiring a far more agile approach in respect of contemporary collecting policies and improved procedures for protection and preservation. This paper traces the evolution of the British phonebox, focusing on the circumstances that led to the development of the K8 and describes in detail its design. A gazetteer of those K8s that are known to survive is also included.
{"title":"In Celebration of the K8 Telephone Kiosk – Britain’s Last Red, Cast-Iron Phonebox","authors":"N. Linge, A. Sutton, A. Hurley, N. Johannessen","doi":"10.1080/03090728.2020.1812026","DOIUrl":"https://doi.org/10.1080/03090728.2020.1812026","url":null,"abstract":"ABSTRACT Whilst every country in the world has introduced phoneboxes onto its streets, the United Kingdom stands alone in having adopted the red phonebox as a symbol of its national identity. However, that symbol is of phonebox designs produced by Giles Gilbert Scott in 1925/35 and not of the more contemporary ones that followed it. When introduced in 1968, the Bruce Martin-designed K8 kiosk or phonebox was hailed as a masterpiece of industrial design, yet today it has virtually disappeared. It was the last of the British red, cast-iron phoneboxes and despite over 11,000 being manufactured, less than one percent survive. Telecommunications is a rapidly changing field that brings enormous challenges for the heritage movement, as the K8 story illustrates, requiring a far more agile approach in respect of contemporary collecting policies and improved procedures for protection and preservation. This paper traces the evolution of the British phonebox, focusing on the circumstances that led to the development of the K8 and describes in detail its design. A gazetteer of those K8s that are known to survive is also included.","PeriodicalId":42635,"journal":{"name":"Industrial Archaeology Review","volume":"42 1","pages":"141 - 153"},"PeriodicalIF":0.3,"publicationDate":"2020-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/03090728.2020.1812026","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41314421","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"历史学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-07-02DOI: 10.1080/03090728.2020.1799523
Ronan O’Donnell, K. Armstrong
ABSTRACT This article seeks to determine whether changes in factory management during the mid-20th century can be archaeologically recognised. 1 The 20th century witnessed significant changes in management practice which are understood historically. In order to examine the archaeological record of these changes, archaeological and historical research was carried out on four factories on the Team Valley Trading Estate (TVTE) built between 1938 and 1939. It was possible to detect elements of planning for efficiency of movement and process both in the offices and the factory floor. Similarly, division of labour between workers of different status and gender were also evident. Such differences in status were not only part of practical organisation but were marked symbolically. In addition, it was possible to show that though aesthetic considerations were important in factory design during the period 1930–1970; they became less significant subsequently as factories themselves ceased to be marketing tools.
{"title":"The Archaeology of 20th-Century Factory Management: Four Factories on the Team Valley Trading Estate","authors":"Ronan O’Donnell, K. Armstrong","doi":"10.1080/03090728.2020.1799523","DOIUrl":"https://doi.org/10.1080/03090728.2020.1799523","url":null,"abstract":"ABSTRACT This article seeks to determine whether changes in factory management during the mid-20th century can be archaeologically recognised. 1 The 20th century witnessed significant changes in management practice which are understood historically. In order to examine the archaeological record of these changes, archaeological and historical research was carried out on four factories on the Team Valley Trading Estate (TVTE) built between 1938 and 1939. It was possible to detect elements of planning for efficiency of movement and process both in the offices and the factory floor. Similarly, division of labour between workers of different status and gender were also evident. Such differences in status were not only part of practical organisation but were marked symbolically. In addition, it was possible to show that though aesthetic considerations were important in factory design during the period 1930–1970; they became less significant subsequently as factories themselves ceased to be marketing tools.","PeriodicalId":42635,"journal":{"name":"Industrial Archaeology Review","volume":"42 1","pages":"154 - 169"},"PeriodicalIF":0.3,"publicationDate":"2020-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/03090728.2020.1799523","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43345511","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"历史学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-07-02DOI: 10.1080/03090728.2020.1823662
D. Gwyn
{"title":"The railway revolution; a study of the early railways of the Great Northern Coalfield, 1605–1830","authors":"D. Gwyn","doi":"10.1080/03090728.2020.1823662","DOIUrl":"https://doi.org/10.1080/03090728.2020.1823662","url":null,"abstract":"","PeriodicalId":42635,"journal":{"name":"Industrial Archaeology Review","volume":"42 1","pages":"171 - 172"},"PeriodicalIF":0.3,"publicationDate":"2020-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/03090728.2020.1823662","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42107732","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"历史学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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