Tutivillus i inni

Tutivillus i inni TutivillusTours
Licencjonowany przewodnikiem turystyczny i pilot wycieczek / Licensed Tour Guide and Tour Manager.

All about me - here: http://www.tourpoland.blog/
O mnie - tutaj: http://tutivillusblog.com

08/13/2026

Biblioteka wolnomularska: Tadeusz Cegielski

Czy wiesz, że Tadeusz Cegielski należy do najważniejszych współczesnych polskich autorów piszących o wolnomularstwie?

Jako historyk idei pokazuje masonerię nie jako egzotyczną ciekawostkę, ale jako część kultury europejskiej: Oświecenia, symboliki, przemian religijnych, filozoficznych i społecznych. To autor, którego warto czytać, kiedy chce się zrozumieć nie tylko „co robią masoni”, ale także skąd bierze się ich język symboli.

Warto sięgnąć po takie prace jak „Sekrety masonów. Pierwszy stopień wtajemniczenia”, „Ordo ex Chao”, „Księga Konstytucji 1723 roku i początki wolnomularstwa spekulatywnego w Anglii” oraz teksty publikowane w „Ars Regia”.

To dobra lektura dla tych, którzy wolą rozumieć niż straszyć.

Profil UW: https://ihs.uw.edu.pl/tadeusz-cegielski/
Ars Regia: https://arsregia.pl/
Biogram: https://wolnomularstwo.pl/baza_artykulow/wolnomularze/wolnomularze-polscy/polscy-wolnomularze-wspolczesni/tadeusz-cegielski/

Fot. Grzegorz Gołębiowski / Wikimedia Commons, CC BY-SA 4.0.

08/09/2026

Taka mała prośba. 🌾

Każdy, kto obserwuje profil Zagrody, zapewne wie i rozumie, że kiedy na wsi trwają żniwa, gospodarz wykorzystuje każdą chwilę dobrej pogody. Nie ma wtedy „wolnego, bo niedziela” – jest praca, którą trzeba wykonać, kiedy pozwala na to pogoda.

Każdy rolnik musi też dojechać na pole i z niego wrócić – często drogami publicznymi. Maszyny rolnicze, traktory i przyczepy są szerokie, ciężkie, a ich możliwości i dopuszczalna prędkość są inne niż samochodów osobowych. Dlatego w czasie żniw, choć jest to stosunkowo krótki okres, ruch na naszych drogach może być wolniejszy. Ale też jedziemy. Nie stoimy.

I właśnie wtedy szczególnie potrzebne są uwaga, cierpliwość i wzajemny szacunek wszystkich uczestników ruchu.

Polska wieś wciąż produkuje żywność. A drogi na wakacje, do pracy wiodą często przez wieś. Żeby mogła produkować, rolnicy muszą bezpiecznie dotrzeć na swoje pola, a później wrócić do gospodarstw.

Uszanujcie to.
Bądźcie świadomymi, cierpliwymi i życzliwymi kierowcami. Jeśli możecie – przekażcie tę prośbę dalej.

Nie pisałbym o tym, gdybym sam czuł się na drodze bezpiecznie. Często to tylko kilka minut dłużej a cierpliwość może naprawdę zrobić różnicę.

A na koniec ciekawostka – w wielu krajach, również u nas, wciąż funkcjonują tradycje świętowania zbiorów i organizowane są lokalne święta plonów. 🌾 To piękny sposób na przypomnienie sobie, że za żywnością, którą codziennie stawiamy na stole, stoją ludzie, ich praca i kapryśna pogoda.

Poprosimy o życzenia spokojnych i bezpiecznych żniw. A na drodze – po prostu dajmy sobie nawzajem trochę więcej cierpliwości. 🚜

08/05/2026

Znakomite wystąpienie.

08/05/2026
07/29/2026

Calabar as a Slave Trading Port

Along the Cross River in what is now Cross River State sits Calabar, a town whose name is inseparable from one of the darkest chapters in Atlantic history. Settled in the early 1600s by the Efik people, Calabar grew from a fishing and farming community into one of the busiest export points of the transatlantic slave trade.

How it grew into a trading hub

The Efik settled along the river and built their position around geography rather than force alone. Old Calabar operated as a river port network, not an open beach market, which gave it something rarer, storage, negotiation, and coordination. Several Efik settlements, Duke Town, Creek Town, and Henshaw Town, sat close together and were loosely bound into what Europeans called Old Calabar, giving the area a level of organization other coastal trading points lacked.

Trade before it was only slaves

Calabar's economy wasn't built purely on human trafficking. Fish, cassava, bananas, and palm produce moved through the port for European manufactured goods long before and alongside the slave trade, and after the trade in people declined, the same palm oil and palm kernel trade the Efik had already built simply took over as the main export.

The merchant houses and the Ekpe society

Trade in Old Calabar was run through organized Efik merchant houses, not loose trading groups. These houses controlled who got access to commerce, negotiated directly with European ship captains, and enforced agreements through local authority and custom, backed by the Ekpe secret society, which held real judicial and political power over the settlements. Leading figures like Duke Ephraim and Eyo Honesty II acted as the middlemen of the entire system, balancing cooperation with European traders against the interests of their own communities.

Where the captives came from

Old Calabar was mainly an export point rather than a capture point. Most of the people funneled through it were drawn from inland regions across the Bight of Biafra hinterland, brought to the river port through a chain of markets and brokers rather than seized locally. Warfare, raiding, kidnapping, and local judicial punishment all fed people into this pipeline, mostly Igbo and Ibibio speaking captives moving toward the coast for export to the Americas.

A firsthand record

Some of the clearest documentation of this era survives in the diary of Antera Duke, an Efik merchant active in the late 1700s, who recorded personal and business dealings, including negotiations with British ship captains and the customary payments made to local rulers for the right to trade.

What followed

By the late 1700s, Bonny, further along the Niger Delta coast, had actually overtaken Calabar as the primary slave port of the Bight of Biafra. Calabar's economy shifted decisively toward palm oil in the 1800s, and later became a center of missionary education, home to some of Nigeria's earliest Western schools. The Efik merchant houses and the Ekpe society that once organized the slave trade didn't disappear with it, they adapted, carrying their authority and institutions into the palm oil era and beyond.

07/27/2026
07/25/2026

FLASHBACK: The First Bridge That Connected Lagos

Long before the towering Third Mainland Bridge dominated the Lagos skyline, and before Eko Bridge became one of the city’s busiest routes, there was a bridge that laid the foundation for modern transportation in Nigeria’s commercial capital.

That bridge was Carter Bridge the first permanent bridge built across the Lagos Lagoon to connect Lagos Island with the mainland.

Construction of Carter Bridge began during the British colonial era and it was officially opened in 1901.
It was named after Sir Gilbert Thomas Carter, the Governor of the Lagos Colony from 1891 to 1897, whose administration championed several infrastructure projects that transformed colonial Lagos.

Before the bridge was built, crossing between Lagos Island and the mainland was slow and often difficult.
People depended almost entirely on canoes, ferries, and small boats to travel across the lagoon.
During bad weather or rough tides, the journey could become dangerous, affecting trade, communication, and daily life.

The opening of Carter Bridge changed everything.

For the first time, people could move more easily between the island and the mainland without relying solely on water transport. Traders transported their goods faster, government workers reached their offices more conveniently, and businesses expanded as movement became easier.
The bridge quickly became one of the most important transport links in colonial Lagos.

The original Carter Bridge was built mainly with timber and steel, reflecting the engineering standards of the early 20th century.
As Lagos grew rapidly and traffic increased, the bridge could no longer cope with the city’s demands.

It was therefore reconstructed and modernised, with the present reinforced concrete structure opening to traffic in 1973, providing a stronger and wider crossing for millions of road users.

Although newer bridges such as Eko Bridge, Third Mainland Bridge, and Lekki-Ikoyi Link Bridge have become more prominent, Carter Bridge remains one of the most significant landmarks in Lagos.

It stands as a reminder of the city’s transformation from a colonial port settlement into one of Africa’s largest and busiest metropolitan areas.

Every journey across Carter Bridge is more than a trip from one side of Lagos to another. It is a journey across more than a century of Nigerian history a bridge that witnessed colonial rule, independence, rapid urbanisation, and the rise of modern Lagos.

The next time you drive across Carter Bridge, remember that you are not just crossing the Lagos Lagoon.
You are travelling over one of the most important pieces of Nigeria’s transportation history.

Have you ever crossed Carter Bridge?
Do you remember what Lagos looked like before the newer bridges changed the city’s skyline?
Share your memories in the comments.

©️ Heart 2 Heart With Sammy

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