This Thesis Has Been Submitted in Fulfilment of the Requirements for a Postgraduate Degree (E.G
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Results of the Seabird 2000 Census – Great Skua
July 2011 THE DATA AND MAPS PRESENTED IN THESE PAGES WAS INITIALLY PUBLISHED IN SEABIRD POPULATIONS OF BRITAIN AND IRELAND: RESULTS OF THE SEABIRD 2000 CENSUS (1998-2002). The full citation for the above publication is:- P. Ian Mitchell, Stephen F. Newton, Norman Ratcliffe and Timothy E. Dunn (Eds.). 2004. Seabird Populations of Britain and Ireland: results of the Seabird 2000 census (1998-2002). Published by T and A.D. Poyser, London. More information on the seabirds of Britain and Ireland can be accessed via http://www.jncc.defra.gov.uk/page-1530. To find out more about JNCC visit http://www.jncc.defra.gov.uk/page-1729. Table 1a Numbers of breeding Great Skuas (AOT) in Scotland and Ireland 1969–2002. Administrative area Operation Seafarer SCR Census Seabird 2000 Percentage Percentage or country (1969–70) (1985–88) (1998–2002) change since change since Seafarer SCR Shetland 2,968 5,447 6,846 131% 26% Orkney 88 2,0001 2,209 2410% 10% Western Isles– 19 113 345 1716% 205% Comhairle nan eilean Caithness 0 2 5 150% Sutherland 4 82 216 5300% 163% Ross & Cromarty 0 1 8 700% Lochaber 0 0 2 Argyll & Bute 0 0 3 Scotland Total 3,079 7,645 9,634 213% 26% Co. Mayo 0 0 1 Ireland Total 0 0 1 Britain and Ireland Total 3,079 7,645 9,635 213% 26% Note 1 Extrapolated from a count of 1,652 AOT in 1982 (Meek et al., 1985) using previous trend data (Furness, 1986) to estimate numbers in 1986 (see Lloyd et al., 1991). -
Cruising the ISLANDS of ORKNEY
Cruising THE ISLANDS OF ORKNEY his brief guide has been produced to help the cruising visitor create an enjoyable visit to TTour islands, it is by no means exhaustive and only mentions the main and generally obvious anchorages that can be found on charts. Some of the welcoming pubs, hotels and other attractions close to the harbour or mooring are suggested for your entertainment, however much more awaits to be explored afloat and many other delights can be discovered ashore. Each individual island that makes up the archipelago offers a different experience ashore and you should consult “Visit Orkney” and other local guides for information. Orkney waters, if treated with respect, should offer no worries for the experienced sailor and will present no greater problem than cruising elsewhere in the UK. Tides, although strong in some parts, are predictable and can be used to great advantage; passage making is a delight with the current in your favour but can present a challenge when against. The old cruising guides for Orkney waters preached doom for the seafarer who entered where “Dragons and Sea Serpents lie”. This hails from the days of little or no engine power aboard the average sailing vessel and the frequent lack of wind amongst tidal islands; admittedly a worrying combination when you’ve nothing but a scrap of canvas for power and a small anchor for brakes! Consult the charts, tidal guides and sailing directions and don’t be afraid to ask! You will find red “Visitor Mooring” buoys in various locations, these are removed annually over the winter and are well maintained and can cope with boats up to 20 tons (or more in settled weather). -
Orkney Inter-Island Transport Study Outer North Isles Outline Business Case – Westray Public Engagement
Orkney Inter-Island Transport Study Outer North Isles Outline Business Case – Westray Public Engagement 1 2 ORKNEY INTER- ISLAND TRANSPORT STUDY - OUTER NORTH ISLES Summary of main outcomes Summary ofmain Summary – Vessel and Landside Infrastructure The final vessel specification will not • This is the maximum length of vessel which can OUTER NORTH ISLES be accommodated at current ONI ports without - be defined until the Final Business major infrastructure investment Case / design stage. However, the • A drawing of the proposed landside infrastructure working assumptions are as follows: for Westray is shown on the next board • Proposed vessel speed is 12 knots • 4 * circa 30-car Ro-Pax linkspan vessels • Freight capacity 150T minimum. The which would provide interchangeability across vessels would have capacity for handling the Outer North Isles (ONI) fleet abnormal vehicle loads • Anticipated that the vessels will use a greener ISLAND TRANSPORT STUDY • This would be expected to largely accommodate - current and forecast future car-based demand fuel, although the exact fuel type would be • For the infrastructure, we have assumed a decided through liaison with vessel designer(s) maximum 65m length overall vessel (LOA) to / shipyard(s) allow for future-proofing and uncertainty in the ORKNEY INTER ORKNEY final design of the vessel 3 4 ORKNEY INTER- ISLAND TRANSPORT STUDY - OUTER NORTH ISLES Summary – Timetable The below provides an illustrative indication of the timetable which could be provided ‘from’ Westray by the preferred option. Actual -
Ferry Timetables
1768 Appendix 1. www.orkneyferries.co.uk GRAEMSAY AND HOY (MOANESS) EFFECTIVE FROM 24 SEPTEMBER 2018 UNTIL 4 MAY 2019 Our service from Stromness to Hoy/Graemsay is a PASSENGER ONLY service. Vehicles can be carried by prior arrangement to Graemsay on the advertised cargo sailings. Monday Tuesday Wednesday Thursday Friday Saturday Sunday Stromness dep 0745 0745 0745 0745 0745 0930 0930 Hoy (Moaness) dep 0810 0810 0810 0810 0810 1000 1000 Graemsay dep 0825 0825 0825 0825 0825 1015 1015 Stromness dep 1000 1000 1000 1000 1000 Hoy (Moaness) dep 1030 1030 1030 1030 1030 Graemsay dep 1045 1045 1045 1045 1045 Stromness dep 1200A 1200A 1200A Graemsay dep 1230A 1230A 1230A Hoy (Moaness) dep 1240A 1240A 1240A Stromness dep 1600 1600 1600 1600 1600 1600 1600 Graemsay dep 1615 1615 1615 1615 1615 1615 1615 Hoy (Moaness) dep 1630 1630 1630 1630 1630 1630 1630 Stromness dep 1745 1745 1745 1745 1745 Graemsay dep 1800 1800 1800 1800 1800 Hoy (Moaness) dep 1815 1815 1815 1815 1815 Stromness dep 2130 Graemsay dep 2145 Hoy (Moaness) dep 2200 A Cargo Sailings will have limitations on passenger numbers therefore booking is advisable. These sailings may be delayed due to cargo operations. Notes: 1. All enquires must be made through the Kirkwall Office. Telephone: 01856 872044. 2. Passengers are requested to be available for boarding 5 minutes before departure. 3. Monday cargo to be booked by 1600hrs on previous Friday otherwise all cargo must be booked before 1600hrs the day before sailing. Cargo must be delivered to Stromness Pier no later than 1100hrs on the day of sailing. -
Orkney Greylag Goose Survey Report 2015
The abundance and distribution of British Greylag Geese in Orkney, August 2015 A report by the Wildfowl & Wetlands Trust to Scottish Natural Heritage Carl Mitchell 1, Alan Leitch 2, & Eric Meek 3 November 2015 1 The Wildfowl & Wetlands Trust, Slimbridge, Gloucester, GL2 7BT 2 The Willows, Finstown, Orkney, KY17, 2EJ 3 Dashwood, 66 Main Street, Alford, Aberdeenshire, AB33 8AA 1 © The Wildfowl & Wetlands Trust All rights reserved. No part of this document may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording or otherwise without the prior permission of the copyright holder. This publication should be cited as: Mitchell, C., A.J. Leitch & E. Meek. 2015. The abundance and distribution of British Greylag Geese in Orkney, August 2015. Wildfowl & Wetlands Trust Report, Slimbridge. 16pp. Wildfowl & Wetlands Trust Slimbridge Gloucester GL2 7BT T 01453 891900 F 01453 890827 E [email protected] Reg. Charity no. 1030884 England & Wales, SC039410 Scotland 2 Contents Summary ............................................................................................................................................... 1 Introduction ............................................................................................................................................ 2 Methods ................................................................................................................................................. 3 Field counts ...................................................................................................................................... -
Orcadians (And Some Shetlanders) Who Worked West of the Rockies in the Fur Trade up to 1858 (Unedited Biographies in Progress)
Orcadians (and some Shetlanders) who worked west of the Rockies in the fur trade up to 1858 (unedited biographies in progress) As compiled by: Bruce M. Watson 208-1948 Beach Avenue Vancouver, B. C. Canada, V6G 1Z2 As of: March, 1998 Information to be shared with Family History Society of Orkney. Corrections, additions, etc., to be returned to Bruce M. Watson. A complete set of biographies to remain in Orkney with Society. George Aitken [variation: Aiken ] (c.1815-?) [sett-Willamette] HBC employee, British: Orcadian Scot, b. c. August 20, 1815 in "Greenay", Birsay, Orkney, North Britain [U.K.] to Alexander (?-?) and Margaret [Johnston] Aiken (?-?), d. (date and place not traced), associated with: Fort Vancouver general charges (l84l-42) blacksmith Fort Stikine (l842-43) blacksmith steamer Beaver (l843-44) blacksmith Fort Vancouver (l844-45) blacksmith Fort Vancouver Depot (l845-49) blacksmith Columbia (l849-50) Columbia (l850-52) freeman Twenty one year old Orcadian blacksmith, George Aiken, signed on with the Hudson's Bay Company February 27, l836 and sailed to York Factory where he spent outfits 1837-40; he then moved to and worked at Norway House in 1840-41 before being assigned to the Columbia District in 1841. Aiken worked quietly and competently in the Columbia district mainly at coastal forts and on the steamer Beaver as a blacksmith until March 1, 1849 at which point he went to California, most certainly to participate in the Gold Rush. He appears to have returned to settle in the Willamette Valley and had an association with the HBC until 1852. Aiken's family life or subsequent activities have not been traced. -
The Significance of the Ancient Standing Stones, Villages, Tombs on Orkney Island
The Proceedings of the International Conference on Creationism Volume 5 Print Reference: Pages 561-572 Article 43 2003 The Significance of the Ancient Standing Stones, Villages, Tombs on Orkney Island Lawson L. Schroeder Philip L. Schroeder Bryan College Follow this and additional works at: https://digitalcommons.cedarville.edu/icc_proceedings DigitalCommons@Cedarville provides a publication platform for fully open access journals, which means that all articles are available on the Internet to all users immediately upon publication. However, the opinions and sentiments expressed by the authors of articles published in our journals do not necessarily indicate the endorsement or reflect the views of DigitalCommons@Cedarville, the Centennial Library, or Cedarville University and its employees. The authors are solely responsible for the content of their work. Please address questions to [email protected]. Browse the contents of this volume of The Proceedings of the International Conference on Creationism. Recommended Citation Schroeder, Lawson L. and Schroeder, Philip L. (2003) "The Significance of the Ancient Standing Stones, Villages, Tombs on Orkney Island," The Proceedings of the International Conference on Creationism: Vol. 5 , Article 43. Available at: https://digitalcommons.cedarville.edu/icc_proceedings/vol5/iss1/43 THE SIGNIFICANCE OF THE ANCIENT STANDING STONES, VILLAGES AND TOMBS FOUND ON THE ORKNEY ISLANDS LAWSON L. SCHROEDER, D.D.S. PHILIP L. SCHROEDER 5889 MILLSTONE RUN BRYAN COLLEGE STONE MOUNTAIN, GA 30087 P. O. BOX 7484 DAYTON, TN 37321-7000 KEYWORDS: Orkney Islands, ancient stone structures, Skara Brae, Maes Howe, broch, Ring of Brodgar, Standing Stones of Stenness, dispersion, Babel, famine, Ice Age ABSTRACT The Orkney Islands make up an archipelago north of Scotland. -
History of Medicine
HISTORY OF MEDICINE The air-ambulance: Orkney's experience R. A. COLLACOTT, MA, DM, PH.D, MRCGP RCGP History of General Practice Research Fellow; formerly General Practitioner, Isle of Westray, Orkney Islands SUMMARY. The paramount problem for the de- isolated medical service. Patients could be transferred livery of the medical services in the Orkneys has between islands and from the islands to mainland been that of effective transport. The develop- Scotland. It became easier for general practitioners to ment of an efficient air-ambulance service has obtain the assistance of colleagues in other islands, had a major impact on medical care. The service which led to more effective specialist services in the started in 1934, but was abolished at the outset of main island townships of Kirkwall in the Orkney Isles, the Second World War and did not recommence Stornoway in the Hebrides and Lerwick in the Shetland until 1967. This paper examines the evolution of Isles. The air-ambulance made attending regional cen- the air-ambulance service in the Orkney Islands, tres such as Aberdeen easier and more comfortable for and describes alternative proposals for the use of patients than the conventional, slower journey by boat: aircraft in this region. for example, the St Ola steamer took four to five hours to sail between Kirkwall and Wick via Thurso whereas the plane took only 35 minutes; furthermore, patients Introduction often became more ill as a result of the sea journey alone, the Pentland Firth being notorious for its stormy UNLIKE the other groups of Scottish islands, the I Orkney archipelago a of seas. -
Introduction
Introduction On 2 July, 1266, diplomatic representatives of King Magnus vi of Norway and King Alexander iii of Scotland convened in Perth to sign a treaty aimed at bringing political order to the unstable Norse-Scottish frontier.1 Three years earlier, Alexander iii had sponsored an invasion of the Inner Hebrides, territo- ries which had long been claimed by the Norwegian crown, prompting Magnus vi’s predecessor, King Hákon iv, to launch a colossal fleet to fight back the Scottish invaders and reestablish Norway’s preeminence over the isles around the Irish Sea. Despite its ambitious scale, the Norwegian fleet was driven back, leaving those proud possessions of the Norwegian crown in the hands of a for- eign ruler.2 But it was not until 1266 that the Scottish king’s practical lordship over the Hebrides was formalized in a finalis concordia, known more commonly as the Treaty of Perth.3 In a seemingly ancillary clause, Magnus vi emphasizes his lordship over two other island provinces, Orkney and Shetland, explaining that he was to retain the lordships, homages, rents and services from them to his own ‘dominion’.4 With this simple interpolation, the Norwegian king estab- lished a political regime that would come to shape the Norse-Scottish frontier and dictate the relations between the Norwegian and Scottish crowns for an- other two centuries until, in 1468/69, those isles also fell into the hands of a Scottish king, James iii.5 During that time, Orkney and Shetland represented 1 Diplomatarium Norvegicum, 21 vols. [dn], eds. C.C.A. Lange et al., Christiania & Oslo 1849–1995, 8, no. -
The Case of Orkney in Eighteenth-Century Scotland
Meiji Journal of Political Science and Economics Volume 3, 2014 The Enlightenment Idea of Improvement and its Discontents: The Case of Orkney in Eighteenth-Century Scotland Hiroyuki Furuya Associate Professor of the History of Economic Thought, Tokushima Bunri University, Japan Abstract The aim of this paper is to offer a view of improvement emerged in the age of Enlightenment in Scotland. This paper examines an economic debate that took place in the context of a bitterly-fought legal battle referred to as the Pundlar Process (1733–1759). It was contested between the Earl of Morton, who was a feudal superior of Orkney and Shetland, and local lairds. This paper focuses on two contemporary documents concerning the lairds as plaintiffs and Morton as defendant respectively: James Mackenzie’s The General Grievances and Oppression of the Isles of Orkney and Shetland (1750), and Thomas Hepburn’s A Letter to a Gentleman from his Friend in Orkney, Containing the True Causes of the Poverty of that Country (1760). This paper seeks to illuminate the contrasts revealed during the age of Enlightenment in Scotland by focusing on the conflict between those who tried to promote ‘improvement’ in order to adapt the economy to increased competition brought about by trade expansion after the Acts of Union of 1707, and those in the traditional, local communities who sought out alternative ways to accommodate themselves to this change. Keywords: Scottish Enlightenment, Improvement, Orkney, Pundlar Process, Thomas Hepburn 1. Introduction The age of Enlightenment in Scotland is usually associated with promising prospects such as innovations in the fields of philosophy, literature and economic thought, improvements to agricultural methods, and the dawn of the industrial revolution (Smout, 1983). -
Submerged Landscape of Orkney
Submerged Landscape of Orkney Project Interim Report December 2008 S Dawson & CR Wickham-Jones The Bay of Firth showing the islands of Damsay and Holm of Grimbister (Fiona Stewart) Project Work Fieldwork, Bay of Firth Hydrographic survey work was carried out in the Bay of Firth from Ferry Point on the east side to Backaquoy on the west, using side scan sonar operated by Fiona Stewart of HighResolution Geoservices and the Charles-Ann skippered by Harvey Groat from Stronsay. This work had three aims: • To investigate, and if possible verify, persistent rumours of a submerged structure including vertical slabs in the vicinity of Damsay • To recover data relating to the pre- submergence landscape of the Bay of Firth • To examine the sea bed for cultural heritage, including both wrecks and built structures The Charles-Ann, skippered by Harvey Groat (Fiona Stewart) The results of this survey are presented in appendix 1 and revealed several positive anomalies which have now to be investigated further using a camera, ROV and shallow diver work (appendix 2). Most of these anomalies are likely to relate to recent cultural heritage, but at least one clear reading came from the area of interest indicated by local informants. The existence of a submerged prehistoric structure in the Bay has not yet been ruled out. CMax screen during Bay of Firth Survey, showing development of typical Nav line with feature showing up to right side. Scale across image is 200m, water depth about 4m. Corrected sidescan survey of seabed showing potential features. Scale across image is 200m, depth is c.10m. -
Shetlanders Speak – Orcadians Sing by Klaske Van Leyden
4 Shetlanders speak – Orcadians sing by Klaske van Leyden finally abandoned in favour of Lowland Scots in the course of the 18th century. Even though Norn is now an extinct language, it still lives on in the many Norn words and idioms which are one of the most well- known features of the local dialects. Most islanders are conscious of these Norn remnants in dialect vocabulary, which have also been documented in the dictionaries of Jakob Jakobsen, Hugh Marwick and, more recently, John Graham. Orcadians and Shetlanders are also well aware of the pronunciation features which make these accents not only unique in the English speaking world, but also quite different from each other. Yet, up till now, there has been very meagre mention of the crucial dissimilarities between the two dialects in the scholarly literature. Over the past five years, I have been investigating the differences between Orkney and Shetland pronunciation, for my PhD thesis at the University of Leiden in the Netherlands. In this article, I shall discuss some of my most important findings so far. Vowel and consonant duration When the famous phonetician Professor J.C. Klaske van Leyden was born in Gouda in the Netherlands in Catford visited the Northern Isles, in the 1950s, in 1959, and now lives in Vlaardingen. She has studied at the order to collect speech material for the Linguistic universities of Leyden and Edinburgh and the Delft University Atlas of Scotland, he observed that Shetland dialect of Technology. Her PhD thesis, on ‘Prosodic characterisation has a so-called Scandinavian syllable structure.