Gender and Virginia\u27s Early-Twentieth Century Equine Landscapes

During the late-19th and early-20th centuries, nouveau riche families moved to the foothills of Virginia. These Gilded Age elites purchased old plantations and converted them into hobby farms. Because racing was such an integral part of their social life and culture, the elites built stables. Scholarly publications have largely ignored the stables constructed by these elites. The stables have only been identified and briefly described through national register nominations and cultural resource surveys. With so little attention being paid to equine structures, the manifestations of gender by women on the built environment have not been identified. Upper-class women increasingly participated in the male-dominated fields of race horse ownership and breeding as part of the expansion of women\u27s gender roles during the Progressive Era. Case studies examining the manifestation of gender through the settings and layouts of the equine complexes and the aesthetics and interior layouts of the stables show that men used the public visibility and stylistic treatments of their stables to serve as statements of their masculinity and competitiveness. While perceptions of female propriety prevented women from constructing stables as public statements of their identities, their placements of their stables within their equine landscapes shows that they placed their broodmare barns in locations of prominence to assert that women could become expert breeders. The development of a context for the Virginia\u27s early-to-mid 20th century equine landscapes could help the Department of Historic Resources identify and preserve these resources. Because these landscapes are often overshadowed by the properties\u27 mansion houses, their historical significance is often overlooked by owners, scholars, and institutions. This study encourages preservationists to reevaluate their approach to preserving these layered landscapes. The evaluation of the influence of gender on the landscape contributes to understandings of women\u27s history and their contributions to the built environment, changing narratives about the extent of male domination in the horse industry

The New Hampshire, Vol. 7, No. 8 (Dec 8, 1917)

An independent student produced newspaper from the University of New Hampshire

Bulletin No. 288 - Draingage and Irrigation, Soil, Economic, and Social Conditions, Delta Area, Utah Division 4: Social Conditions

This study is a part of a more comprehensive one which was organized in 1928 for the purpose of ascertaining what conditions existed in bonded irrigation and drainage districts which were unable to. liquidate obligations incurred. The first such area to be studied was the Delta Area in Millard County. This area was selected for this study because of the pressing need for more detailed and wider information than was available to either the farmers or the bondholders and because available facts based on careful study might aid in achieving fairer settlements. These data might also assist other areas in eliminating wastes which multiply in hastily planned undertakings

The Letterkenny & Burtonport Extension Railway 1903-47: Its social context and environment

I was born in 1941 in the townland of Bunaman, in the parish of Annagry in northwest Donegal. My birth came one year after the closure of the Gweedore to Burtonport section of the Letterkenny & Burtonport Extension Railway which was visible from my home, so that I never had the joy of seeing a train passing by. During the years of my primary schooling, I passed over the railway twice daily and often joined with other schoolchildren in searching for little lumps of coal along the permanent way. In later years, the same track bed became one of my favourite walks and set me wondering about the story behind so large a development at a time when few monuments of progress left much impression on our local landscape. My interest in the Letterkenny & Burtonport Extension Railway was aroused. Most studies of railways tend to concentrate heavily on the locomotives, rolling stock, technical details and the accepted railway enthusiast’s cherished minutiae of locomotives, timetables, horsepower, manuals, specifications, signalling, gradients and memorabilia. Little reference to any of the above will be found in this study for the simple reason that this author is not a railway enthusiast, has little knowledge of such detailed items and has set out a different analysis of the chosen subject

The Letterkenny & Burtonport Extension Railway 1903-47: Its social context and environment

I was born in 1941 in the townland of Bunaman, in the parish of Annagry in northwest Donegal. My birth came one year after the closure of the Gweedore to Burtonport section of the Letterkenny & Burtonport Extension Railway which was visible from my home, so that I never had the joy of seeing a train passing by. During the years of my primary schooling, I passed over the railway twice daily and often joined with other schoolchildren in searching for little lumps of coal along the permanent way. In later years, the same track bed became one of my favourite walks and set me wondering about the story behind so large a development at a time when few monuments of progress left much impression on our local landscape. My interest in the Letterkenny & Burtonport Extension Railway was aroused. Most studies of railways tend to concentrate heavily on the locomotives, rolling stock, technical details and the accepted railway enthusiast’s cherished minutiae of locomotives, timetables, horsepower, manuals, specifications, signalling, gradients and memorabilia. Little reference to any of the above will be found in this study for the simple reason that this author is not a railway enthusiast, has little knowledge of such detailed items and has set out a different analysis of the chosen subject

The Letterkenny & Burtonport Extension Railway 1903-47: Its social context and environment

I was born in 1941 in the townland of Bunaman, in the parish of Annagry in northwest Donegal. My birth came one year after the closure of the Gweedore to Burtonport section of the Letterkenny & Burtonport Extension Railway which was visible from my home, so that I never had the joy of seeing a train passing by. During the years of my primary schooling, I passed over the railway twice daily and often joined with other schoolchildren in searching for little lumps of coal along the permanent way. In later years, the same track bed became one of my favourite walks and set me wondering about the story behind so large a development at a time when few monuments of progress left much impression on our local landscape. My interest in the Letterkenny & Burtonport Extension Railway was aroused. Most studies of railways tend to concentrate heavily on the locomotives, rolling stock, technical details and the accepted railway enthusiast’s cherished minutiae of locomotives, timetables, horsepower, manuals, specifications, signalling, gradients and memorabilia. Little reference to any of the above will be found in this study for the simple reason that this author is not a railway enthusiast, has little knowledge of such detailed items and has set out a different analysis of the chosen subject

Education in Paradise: Learning for Profitable Employment Among the Old Order Amish of Lancaster County, Pennsylvania, USA

The Old Order Amish sect is an Anabaptist religious group which can trace its origins back to the Protestant Reformation in Zurich. Forced to flee from persecution, some Anabaptists ultimately found a haven in the German Palatinate. Emigrating from the there to America during the eighteenth century, the Amish originally put down roots in Pennsylvania, an English colony founded by the Quaker William Penn. Many other German pioneers, who stemmed from a variety of denominations, joined the Amish in settling the south-eastern part of the colony, where most of them found employment in agriculture or in related fields. Traditionally bound to the land, the Amish in Lancaster County are currently confronted with the problem of urbanization and soaring prices for available acreage. Family size makes their situation even more acute, for they have an average of seven children. Finding adequate arable land for their off-spring to farm has become an almost insurmountable hurdle; therefore young people are being compelled to turn to occupations other than farming. The key question is whether they are successfully able to do so with their limited education. Formal education for the Amish now consists of eight years of basic learning in a one-room school maintained and run by ethnic school boards. Normally there are twenty to forty "scholars", as Amish schoolchildren are called, between the ages of six and fourteen in attendance. Teachers are generally young, single Amish women who themselves have completed only eight years of school. They serve as learning facilitators and motivators. The joy of achievement and the completion of assignments are accentuated. In the tightly-knit ethnic society emphasis is placed on learning not merely as an accrual of formal knowledge obtained at school but also as an accumulation of practical skills and social competence acquired in daily living: in the home, the church, the school, the work locale, and even in the world outside school the Amish social order. Until the late 1930’s the Amish had usually been content to send their children to the common public elementary school with its eight grades. Then a trend emerged to establish consolidated public school districts with central high schools, where attendance was mandatory. Subsequently the Amish began negotiating with authorities for permission to establish and maintain their own parochial schools, for they deem formal learning beyond the eighth-grade level to be unnecessary and incompatible with their way of life. During the mid-twentieth century many Amish parents were jailed or paid fines rather than send their children to high school, but in 1972 the United States Supreme Court determined that the parents, not the state, have the right to decide on the education of their children. Today those very few Amish who do continue their education are normally banned from their ethnic culture. The Amish lead ascetic lives that are governed by an unwritten code – the Ordnung. Amendments to this traditional set of rules are formulated as the need arises. Nonconforming church members face excommunication and social isolation (Meidung) within the ethnic community. The Amish have preserved their tradition of adult baptism, but over twenty percent of all Amish adults never become church members, i.e. are never baptized. Nevertheless, whether for earning a living within or beyond their cultural circle, the Amish work ethic and their practical learning ready them well for successful employment in trades compatible with their belief and their way of living

The Letterkenny & Burtonport Extension Railway 1903-47: Its social context and environment

I was born in 1941 in the townland of Bunaman, in the parish of Annagry in northwest Donegal. My birth came one year after the closure of the Gweedore to Burtonport section of the Letterkenny & Burtonport Extension Railway which was visible from my home, so that I never had the joy of seeing a train passing by. During the years of my primary schooling, I passed over the railway twice daily and often joined with other schoolchildren in searching for little lumps of coal along the permanent way. In later years, the same track bed became one of my favourite walks and set me wondering about the story behind so large a development at a time when few monuments of progress left much impression on our local landscape. My interest in the Letterkenny & Burtonport Extension Railway was aroused. Most studies of railways tend to concentrate heavily on the locomotives, rolling stock, technical details and the accepted railway enthusiast’s cherished minutiae of locomotives, timetables, horsepower, manuals, specifications, signalling, gradients and memorabilia. Little reference to any of the above will be found in this study for the simple reason that this author is not a railway enthusiast, has little knowledge of such detailed items and has set out a different analysis of the chosen subject