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Journal articles on the topic 'Transportation of convicts'

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Published: 4 June 2021

Last updated: 20 February 2023

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1

Anderson, Clare. "Convicts, Commodities, and Connections in British Asia and the Indian Ocean, 1789–1866." International Review of Social History 64, S27 (March 26, 2019): 205–27. http://dx.doi.org/10.1017/s0020859019000129.

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AbstractThis article explores the transportation of Indian convicts to the port cities of the Bay of Bengal and the Indian Ocean during the period 1789 to 1866. It considers the relationship between East India Company transportation and earlier and concurrent British Crown transportation to the Americas and Australia. It is concerned in particular with the interconnection between convictism and enslavement in the Atlantic and Indian Ocean worlds. Examining the roots of transportation in South Asia in the repressive policies of the East India Company, especially in relation to its occupation of land and expropriation of resources, it moves on to discuss aspects of convicts’ lives in Moulmein, Singapore, Mauritius, and Aden. This includes their labour regime and their relationship to other workers. It argues that Indian convict transportation was part of a carceral circuit of repression and coerced labour extraction that was intertwined with the expansion of East India Company governance and trade. The Company used transportation as a means of removing resistant subjects from their homes, and of supplying an unfree labour force to develop commodity exports and to build the infrastructure necessary for the establishment, population, and connection of littoral nodes. However, the close confinement and association of convicts during transportation rendered the punishment a vector for the development of transregional political solidarities, centred in and around the Company's port cities.

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2

Devereaux, Simon. "Irish Convict Transportation and the Reach of the State in Late Hanoverian Britain." Journal of the Canadian Historical Association 8, no. 1 (February 9, 2006): 61–85. http://dx.doi.org/10.7202/031117ar.

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Abstract The difficulties encountered by English authorities in resuming the regular and effective transportation of convicts overseas between the loss of the original American destination in 1775 and the opening of a penal settlement in New South Wales in 1787 are well known to historians of criminal justice. Far less so is the contemporaneous convict crisis in Ireland. This article considers the practice of convict transportation from Ireland throughout the eighteenth century. In particular, it examines a series of three dramatic incidents of the late 1780s in which Irish convicts were unscrupulously (though not illegally) abandoned in Cape Breton, Newfoundland and the Leeward Islands. It argues, first, that such practices were not entirely surprising given the great difficulties that had often been experienced in transporting convicts from Ireland even before 1775. It goes on to suggest that the subsequent decision of authorities in London to assume a directive role in the transportation of Irish convicts was informed by changing perceptions of the British state in both its national and imperial dimensions.

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3

Grubb, Farley. "The Transatlantic Market for British Convict Labor." Journal of Economic History 60, no. 1 (March 2000): 94–122. http://dx.doi.org/10.1017/s0022050700024669.

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Convicts account for at least one-quarter of British migration to mid-eighteenth-century America. Their transportation to and disposal in America was essentially an experiment in privatizing post-trial criminal justice. A model of this trade is developed that yields testable implications regarding the relative distributional moments of convict auction prices, the size of shipper profits, and how convicts were selected for transportation.

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4

Swiegers, M., and A. Wessels. "Colonial Britain's Convict Labour Policies and the Cape Colony, 1806-1899." Historia 67, no. 2 (November 2022): 2–26. http://dx.doi.org/10.17159/2309-8392/2022/v67n2a1.

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This article evaluates how convict labour alleviated labour shortages experienced in the Cape Colony from 1806 to 1899. It explores and evaluates Britain's significant impact on labour policies followed in the Cape Colony and focuses on the imperial government's role in developing legislation and procedures regarding management and transportation of convicts. It also considers the influence of nineteenth century policies of convict control in Britain, and the application of these policies and labour regimes in the Cape Colony. The article describes convict transportation, anti-convict agitation by Cape colonists and the economic significance of convict labour and public works projects. Finally, the convict lease system - the practice of hiring convicts to mines and to farmers - and Cape labour legislation's role in increasing the convict labour force through criminal sanctions will be examined.

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5

Южанин, Вячеслав Ефимович, and Дмитрий Владимирович Горбань. "Problematic issues of implementation of the institute of transportation of prisoners without escort or accompaniment outside the correctional institutions and ways of their solution." Vestnik Kuzbasskogo instituta, no. 1(38) (March 21, 2019): 102–10. http://dx.doi.org/10.53993/2078-3914/2019/1(38)/102-110.

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В статье предпринимается попытка комплексного анализа правового института передвижения осужденных за пределами исправительного учреждения без конвоя. Рассмотрены три основания для предоставления осужденным возможности бесконвойного передвижения: производственная необходимость; отбытие определенной части наказания в данном исправительном учреждении; положительная характеристика осужденного. Исходя из анализа оснований предоставления осужденным передвижения без конвоя предложены изменения в уголовно-исполнительное законодательство, направленные на совершенствование изучаемого правового института. The article attempts a comprehensive analysis of the legal institution of movement of convicts outside the correctional institution without escort. Considered three grounds for granting the convicted the opportunity movement without convoy: the need for production; the departure of a certain part of the sentence in this correctional institution; a positive characteristic of the convict. Based on the analysis of the grounds for convicts to travel without convoy proposed changes to the criminal code aimed at improving the studied legal institution.

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6

De Vito, Christian G., Clare Anderson, and Ulbe Bosma. "Transportation, Deportation and Exile: Perspectives from the Colonies in the Nineteenth and Twentieth Centuries." International Review of Social History 63, S26 (June 12, 2018): 1–24. http://dx.doi.org/10.1017/s0020859018000196.

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AbstractThe essays in this volume provide a new perspective on the history of convicts and penal colonies. They demonstrate that the nineteenth and twentieth centuries were a critical period in the reconfiguration of empires, imperial governmentality, and punishment, including through extensive punitive relocation and associated extractive labour. Ranging across the global contexts of Africa, Asia, Australasia, Japan, the Americas, the Pacific, Russia, and Europe, and exploring issues of criminalization, political repression, and convict management alongside those of race, gender, space, and circulation, this collection offers a perspective from the colonies that radically transforms accepted narratives of the history of empire and the history of punishment. In this introduction, we argue that a colony-centred perspective reveals that, during a critical period in world history, convicts and penal colonies created new spatial hierarchies, enabled the incorporation of territories into spheres of imperial influence, and forged new connections and distinctions between “metropoles” and “colonies”. Convicts and penal colonies enabled the formation of expansive and networked global configurations and processes, a factor hitherto unappreciated in the literature.

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7

Kercher, Bruce. "Perish or Prosper: The Law and Convict Transportation in the British Empire, 1700–1850." Law and History Review 21, no. 3 (2003): 527–84. http://dx.doi.org/10.2307/3595119.

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For over 150 years from the early eighteenth century, convict transportation was a primary method of punishing serious crime in Britain and Ireland. Convicts were first sent to the colonies in North America and the Caribbean and then to three newly established Australian colonies on the other side of the world. Conditions were very different between the two locations, yet the fundamental law of transportation remained the same for decades after the process began in Australia.

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8

Morgan, Kenneth. "Convict Runaways in Maryland, 1745–1775." Journal of American Studies 23, no. 2 (August 1989): 253–68. http://dx.doi.org/10.1017/s0021875800003765.

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That the newspaper press in the eighteenth-century Chesapeake colonies was chock-full of advertisements for runaway convicts is a clear indication of the significance of transportation to America in that period. The existence of convicts in Virginia and Maryland stemmed from the provisions of the Transportation Act passed by the British parliament in 1718. This stated that felons found guilty of non-capital crimes against property could be transported to America for seven years while the smaller number of criminals convicted on capital charges could have their death sentence commuted to banishment for either fourteen years or life. Between 1718 and 1775, when the traffic ended with the approach of war, more than 90 percent of the 50,000 convicts shipped across the Atlantic from the British Isles were sold by contractors to settlers in the Chesapeake, where there was a continuous demand for cheap, white, bonded labour. Though many convicts were people who had resorted to petty, theft in hard times rather than habitual criminals, they were often viewed with jaundiced eyes in the Chesapeake as purveyors of crime, disease and corruption. They also had to endure, along with slaves and indentured servants, the everyday reality of lower-class life in colonial America: the exploitation of unfree labour. It is therefore not surprising that many convicts, like other dependent labourers, tried to free themselves from bondage by escaping from their owners.

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9

Anderson, Clare. "The Andaman Islands Penal Colony: Race, Class, Criminality, and the British Empire." International Review of Social History 63, S26 (June 14, 2018): 25–43. http://dx.doi.org/10.1017/s0020859018000202.

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ABSTRACTThis article explores the British Empire’s configuration of imprisonment and transportation in the Andaman Islands penal colony. It shows that British governance in the Islands produced new modes of carcerality and coerced migration in which the relocation of convicts, prisoners, and criminal tribes underpinned imperial attempts at political dominance and economic development. The article focuses on the penal transportation of Eurasian convicts, the employment of free Eurasians and Anglo-Indians as convict overseers and administrators, the migration of “volunteer” Indian prisoners from the mainland, the free settlement of Anglo-Indians, and the forced resettlement of the Bhantu “criminal tribe”. It examines the issue from the periphery of British India, thus showing that class, race, and criminality combined to produce penal and social outcomes that were different from those of the imperial mainland. These were related to ideologies of imperial governmentality, including social discipline and penal practice, and the exigencies of political economy.

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10

Anderson, Clare. "The Age of Revolution in the Indian Ocean, Bay of Bengal, and South China Sea: A Maritime Perspective." International Review of Social History 58, S21 (September 6, 2013): 229–51. http://dx.doi.org/10.1017/s0020859013000229.

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AbstractThis essay explores the history of empire and rebellion from a seaborne perspective, through a focus on convict-ship mutiny in the Indian Ocean. It will show that the age of revolution did not necessarily spread outward from Europe and North America into colonies and empires, but rather complex sets of interconnected phenomena circulated regionally and globally in all directions. Convict transportation and mutiny formed a circuit that connected together imperial expansion and native resistance. As unfree labour, convicts might be positioned in global histories of the Industrial Revolution. And, as mutinous or insurgent colonial subjects, they bring together the history of peasant unrest and rebellion in south Asia with piracy in south-east Asia and the Pearl River delta. A subaltern history of convict transportation in the Indian Ocean thus has much to offer for an understanding of the maritime dimensions of the age of revolution.

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11

Godfrey, Barry. "Prison Versus Western Australia: Which Worked Best, the Australian Penal Colony or the English Convict Prison System?" British Journal of Criminology 59, no. 5 (March 31, 2019): 1139–60. http://dx.doi.org/10.1093/bjc/azz012.

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Abstract Between 1850 and 1868, a natural experiment in punishment took place. Men convicted of similar crimes could serve their sentence of penal servitude either in Britain or in Australia. For historians and social scientists, this offers the prospect of addressing a key question posed over 200 years ago by the philosopher, penal theorist and reformer Jeremy Bentham when he authored a lengthy letter entitled ‘Panopticon versus New South Wales: Or, the Panopticon Penitentiary System, and the Penal Colonization System, Compared’. This article answers the underlying tenet of Bentham’s question, ‘Which was best prison or transportation?’ by applying two efficiency tests. The first tests whether UK convicts or Australian convicts had higher rates of reconviction, and the second explores the speed to reconviction.

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12

McDonald, John, and Ralph Shlomowitz. "The Cost of Shipping Convicts to Australia." International Journal of Maritime History 2, no. 2 (December 1990): 1–32. http://dx.doi.org/10.1177/084387149000200203.

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13

Harling, Philip. "The Trouble with Convicts: From Transportation to Penal Servitude, 1840–67." Journal of British Studies 53, no. 1 (January 2014): 80–110. http://dx.doi.org/10.1017/jbr.2013.213.

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AbstractThis article makes three points about the death throes of convict transportation. First, the quarrel over transportation shows the double-edged nature of the moral critique of empire in the early Victorian era. Metropolitan criticism of transportation had its roots in the same effort to moralize the empire that was seen in the almost contemporaneous assault on slavery. But transportation was deemed too convenient a means of getting rid of criminals for Britons safely to do without it. Second, the Whig government of 1846–52 sought to save transportation by moralizing the convict before shipping him off. By this point, however, the moral objections to transportation in eastern Australia had become so strong as to make the plan untenable. Third, colonial opposition to transportation ultimately left the British government with no choice but to replace it with penal servitude at home, and the debate over crime and punishment that played out over the next decade revealed a waning of faith in convict rehabilitation that manifested itself in a harsher prison regime. In necessitating the rise of penal servitude, the end of transportation makes it clear that the empire mattered very much indeed to the reshaping of British penal policy in the mid-Victorian era.

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14

Munn, Christopher. "The Transportation of Chinese Convicts from Hong Kong, 1844-1858." Journal of the Canadian Historical Association 8, no. 1 (February 9, 2006): 113–45. http://dx.doi.org/10.7202/031119ar.

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Abstract Between 1844 and 1858 a total of 576 convicts, nearly all of them Chinese, were transported from Hong Kong to other British colonies. For the government this was a convenient, deterrent and inexpensive punishment in a jurisdiction troubled by high crime and low conviction rates. For the convicts the experience was a varied one: some served out long sentences with little prospect of return; others rebelled, escaped, or killed themselves. In 1858, when the last destination closed its doors to Hong Kong's transports, the colony was forced back on its own resources: with a prison dangerously overcrowded during a period of war and disorder, it faced a penal crisis similar to that experienced in England 75 years earlier. This article explores the policies, practices and experiences of transportation from early British Hong Kong and links the demise of transportation with controversial revisions of the colony's penal policies in the 1860s.

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15

Simpson, A. W. Brian, and A. Roger Ekirch. "The Transportation of British Convicts to the Colonies, 1718-1775." American Journal of Legal History 34, no. 2 (April 1990): 196. http://dx.doi.org/10.2307/845526.

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16

Sturgess, Gary L. "Arthur Phillip: Commodore of the Fleet." Sydney Journal 5, no. 1 (September 1, 2017): 20–38. http://dx.doi.org/10.5130/sj.v5i1.5731.

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The transportation of convicts to New South Wales in the early years of settlement was a great deal more challenging than has generally been recognised. Arthur Phillip's success in bringing a convoy of eleven ships, including six transports carrying more than 750 convicts, on a voyage of eight months duration across the globe means we need to rethink his contribution to fitting out and managing Australia's First Fleet.

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17

Frykman, Niklas. "Book Review: Convicts: A Global History by Clare Anderson." International Journal of Maritime History 34, no. 4 (November 2022): 686–87. http://dx.doi.org/10.1177/08438714221142539e.

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18

Kennedy, Patricia. "Book Review: Convicts in the Indian Ocean: Transportation from South Asia to Mauritius, 1815-53, The Origins of Irish Convict Transportation to New South Wales." International Journal of Maritime History 14, no. 1 (June 2002): 405–7. http://dx.doi.org/10.1177/084387140201400170.

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19

Reynolds and Liston. "Surgeon-superintendents and Penal Discipline: The Transportation of Female Convicts 1818–1835." Health and History 22, no. 1 (2020): 27. http://dx.doi.org/10.5401/healthhist.22.1.0027.

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20

Reynolds, Kathrine M., and Carol Liston. "Surgeon-superintendents and Penal Discipline: The Transportation of Female Convicts 1818–1835." Health and History 22, no. 1 (2020): 27–46. http://dx.doi.org/10.1353/hah.2020.0017.

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21

MORGAN, GWENDA, and PETER RUSHTON. "Print culture, crime and transportation in the criminal Atlantic." Continuity and Change 22, no. 1 (April 4, 2007): 49–71. http://dx.doi.org/10.1017/s0268416006006175.

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Stories of transported criminals were exchanged in the print culture of the eighteenth-century British Atlantic, creating images of the incorrigibility of transported criminals and of the failures of transportation, with many either re-offending in America or returning to do so in England. This discourse also framed images that each side of the Atlantic had of the other. The British learnt that the plantations were a place of slavery, the Americans that the British viewed them as a ‘race of convicts’. This process, involving many layers of discourse in the criminal Atlantic, formed one of the earliest examples of international debates on crime and national identity.

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22

Bhana, Surendra, and Claire Anderson. "Convicts in the Indian Ocean: Transportation from South Asia to Mauritius, 1815-53." American Historical Review 106, no. 3 (June 2001): 1101. http://dx.doi.org/10.2307/2692527.

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23

Steele, Ian K., and A. Roger Ekirch. "Bound for America: The Transportation of British Convicts to the Colonies, 1718-1775." Journal of American History 75, no. 4 (March 1989): 1302. http://dx.doi.org/10.2307/1908665.

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24

Horn, James, and A. Roger Ekirch. "Bound for America: The Transportation of British Convicts to the Colonies, 1718-1775." William and Mary Quarterly 46, no. 1 (January 1989): 180. http://dx.doi.org/10.2307/1922419.

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25

Knafla, Louis A., and A. Roger Ekirch. "Bound for America: The Transportation of British Convicts to the Colonies, 1718-1775." American Historical Review 95, no. 5 (December 1990): 1537. http://dx.doi.org/10.2307/2162763.

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26

Dunn, Richard S., and A. Roger Ekirch. "Bound for America: The Transportation of British Convicts to the Colonies, 1718-1775." Journal of Southern History 55, no. 4 (November 1989): 703. http://dx.doi.org/10.2307/2209052.

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27

Devereaux, Simon. "Imposing the Royal Pardon: Execution, Transportation, and Convict Resistance in London, 1789." Law and History Review 25, no. 1 (2007): 101–38. http://dx.doi.org/10.1017/s0738248000001073.

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Shortly after two o'clock on the afternoon of Saturday, 19 September 1789, the last act of the sessions at Justice Hall in the Old Bailey began. London's accused capital offenders were tried here eight times yearly. Those who were convicted and received sentence of death or transportation remained in nearby Newgate Prison until their sentences could be carried into execution. So, too, did the capital respites: those convicts who were to be spared execution but who would not actually be pardoned until the Recorder of London, the chief sentencing officer at the Old Bailey, had decided what condition should be imposed. The vast majority of pardoned capital respites were transported to New South Wales. Before that condition of pardon could be put into effect, however, the respites had first to be brought back into the court at the end of another sessions in order to be formally notified, and to signal their acceptance, of the condition of their pardon—that is, to “plead their pardon” at the bar of the court. Although it is unclear from the sources whether or not the respites were still obliged, as they had been down to the 1690s at least, to present the most overt symbol of deference—kneeling while pleading their pardon—the symbolic significance of this procedure seems still to have been thought important, even if it had become largely a formality.

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28

Morgan, G. "Harlots, Hussies, and Poor Unfortunate Women: Crime, Transportation, and the Servitude of Female Convicts." Journal of American History 102, no. 1 (June 1, 2015): 225. http://dx.doi.org/10.1093/jahist/jav258.

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29

Kociumbas, Jan, and Robert Hughes. "The Fatal Shore. A History of the Transportation of Convicts to Australia, 1787-1868." Labour History, no. 53 (1987): 135. http://dx.doi.org/10.2307/27508867.

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30

Кулаков, Андрей Владимирович, and Ольга Рениславовна Родионова. "SEPARATE DETENTION OF PRISONERS AS MEANS OF SECURITY PROVISION DURING ESCORTING." Vestnik Samarskogo iuridicheskogo instituta, no. 3(49) (November 15, 2022): 42–46. http://dx.doi.org/10.37523/sui.2022.49.3.006.

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В статье отмечается, что вопросы обеспечения безопасности пенитенциарных учреждений и органов, обеспечивающих изоляцию от общества, в том числе личной безопасности, как осужденных, так и персонала были и остаются актуальными. Повышенный интерес к данной проблеме обосновывается осложнением оперативной обстановки в местах лишения свободы, в частности, увеличением количества преступлений, совершаемых в отношении персонала. По мнению авторов, личная безопасность как персонала УИС, так и осужденных при исполнении наказания, в том числе при конвоировании, достигается: во-первых, состоянием режима содержания при исполнении наказания, обеспечивающего их изоляцию от общества, а при необходимости друг от друга; во-вторых, состоянием дисциплины среди осужденных; в-третьих, мерами, реализуемыми персоналом по поддержанию режима и улучшению дисциплины, осуществляемыми в рамках требований законодательства. Одним из средств обеспечение личной безопасности является раздельное содержание различных категорий спецконтингента. Проведенный анализ нормативно-правовых актов, закрепляющих требование раздельного содержания и конвоирования различных категорий осужденных, позволяет утверждать, что данный список является неполным. Так, в качестве особой категории не выделены лица, склонные к совершению побега. Обратной стороной раздельного содержания и конвоирования осужденных является проблема соблюдения норм полезной площади на одного осужденного при осуществлении перевозок. Отчасти, по мнению авторов, данную проблему можно решить, пересмотрев вопрос об отдельном содержании осужденных, страдающих психическими расстройствами, не исключающими вменяемости. На основании проведенного исследования авторами предлагается внести соответствующие изменения в ч. 2 ст. 76 УИК РФ. The article notes that the issues of ensuring the security of penitentiary institutions and bodies providing isolation from society, including personal safety, both convicts and staff have been and remain relevant. The increased interest in this problem is justified by the complication of the operational situation in places of detention, in particular, an increase in the number of crimes committed against personnel. According to the authors, the personal safety of both the personnel of the penal institution and convicts during the execution of punishment, including escorting, is achieved: firstly, by the state of the detention regime during the execution of punishment, ensuring their isolation from society, and, if necessary, from each other; secondly, by the state of discipline among convicts; in-third, measures implemented by personnel to maintain the regime and improve discipline, carried out within the framework of legal requirements. One of the means of ensuring personal security is the separate maintenance of various categories of special agent. The analysis of the normative legal acts fixing the requirement of separate detention and escorting of various categories of convicts suggests that this list is not complete. Thus, persons prone to escape are not singled out as a special category. The reverse side of the separate detention and escort of convicts is the problem of compliance with the norms of usable area per convict during transportation. In part, according to the authors, this problem can be solved by reviewing the issue of separate detention of convicts suffering from mental disorders that do not exclude sanity. Based on the conducted research, the authors propose to make appropriate changes to Part 2 of Article 76 of the Criminal Code of the Russian Federation.

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31

Neilson, Briony. "“Moral Rubbish in Close Proximity”: Penal Colonization and Strategies of Distance in Australia and New Caledonia, c.1853–1897." International Review of Social History 64, no. 3 (July 10, 2019): 445–71. http://dx.doi.org/10.1017/s0020859019000361.

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AbstractIn the second half of the nineteenth century, the two convict-built European settler colonial projects in Oceania, French New Caledonia and British Australia, were geographically close yet ideologically distant. Observers in the Australian colonies regularly characterized French colonization as backward, inhumane, and uncivilized, often pointing to the penal colony in New Caledonia as evidence. Conversely, French commentators, while acknowledging that Britain's transportation of convicts to Australia had inspired their own penal colonial designs in the South Pacific, insisted that theirs was a significantly different venture, built on modern, carefully preconceived methods. Thus, both sides engaged in an active practice of denying comparability; a practice that historians, in neglecting the interconnections that existed between Australia and New Caledonia, have effectively perpetuated. This article draws attention to some of the strategies of spatial and temporal distance deployed by the Australian colonies in relation to the bagne in New Caledonia and examines the nation-building ends that these strategies served. It outlines the basic context and contours of the policy of convict transportation for the British and the French and analyses discursive attempts to emphasize the distinctions between Australia and New Caledonia. Particular focus is placed on the moral panic in Australian newspapers about the alleged dangerous proximity of New Caledonia to the east coast of Australia. I argue that this moral panic arose at a time when Britain's colonies in Australia, in the process of being granted autonomy and not yet unified as a federated nation, sought recognition as reputable settlements of morally virtuous populations. The panic simultaneously emphasized the New Caledonian penal colony's geographical closeness to and ideological distance from Australia, thereby enabling Australia's own penal history to be safely quarantined in the past.

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32

Turner, Jennifer, and Kimberley Peters. "Rethinking mobility in criminology: Beyond horizontal mobilities of prisoner transportation." Punishment & Society 19, no. 1 (August 1, 2016): 96–114. http://dx.doi.org/10.1177/1462474516654463.

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Typically, to be incarcerated is to be fixed: limited within specific parameters or boundaries with liberty and agency greatly reduced. Yet, recent literature has attended to the movement (or mobilities) that shape, or are shaped by modes of incarceration. Rather than simply assuming that experiences are inherently ones of immobility, such literature unhinges carceral studies from its framing within a sedentary ontology. However, the potential of mobility studies for unpacking the movements enfolded in carceral space and imprisoned life has yet to be fully exploited. When attending to mobilities, criminologists have investigated the politics of movement through a traditional horizontal frame of motion (between prison spaces, between court and prison, etc.). This paper contends that studies of mobility in criminology could be productively rethought. Drawing on movements of convicts from Britain to Australia aboard prison ships, this paper argues that straightforward, horizontal mobilities at work in regimes of control and practices of resistance marry together with vertical mobilities. Paying attention to the complex mobilities involved in carceral experience leads to a more nuanced understanding of regimes of discipline and practices of resistance that shape how incarcerated individuals move (or are unable to move) within carceral spaces, past and present.

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Popova, Zhanna, and Francesca Di Pasquale. "Dissecting Sites of Punishment: Penal Colonies and Their Borders." International Review of Social History 64, no. 3 (August 7, 2019): 415–25. http://dx.doi.org/10.1017/s002085901900049x.

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AbstractAlthough a crucial element of imperial architecture, non-metropolitan penal colonies remain relatively understudied, compared with the richness of historical scholarship on modern prison systems in Western Europe and its offshoots. Complementing the perspective chosen in the recent International Review of Social History Special Issue 26, “Transportation, Deportation and Exile: Perspectives from the Colonies in the Nineteenth and Twentieth Centuries”, the four articles in this Special Theme propose an additional angle of investigation of the role of convicts in the incorporation of new territories into colonial empires. The authors place sites of punishment, rather than flows of convicts, at the core of their reflection, and provide a close-up analysis of circulations of information and people across the borders of penal sites on various scales: local, trans-regional, and international. They problematize the notion of “border”, and consider it as a vantage point that leads to a new conceptualization of the penal colony as a system that expands in its surroundings and, in turn, assimilates external political, social, and economic stimuli. Relying on several distinct methodological approaches, the authors foreground the specificities of colonial punishment and demonstrate how punishment became part of the creation and maintenance of power inequalities between the colonies and the metropoles.

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Pursell, Matthew. "Harlots, Hussies, and Poor Unfortunate Women: Crime, Transportation, and the Servitude of Female Convicts by Edith M. Ziegler." Journal of Southern History 82, no. 2 (2016): 399–400. http://dx.doi.org/10.1353/soh.2016.0108.

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Di Pasquale, Francesca. "On the Edge of Penal Colonies: Castiadas (Sardinia) and the “Redemption” of the Land." International Review of Social History 64, no. 3 (September 18, 2019): 427–44. http://dx.doi.org/10.1017/s0020859019000543.

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AbstractThe article analyses the development of agricultural penal colonies in Italy, focusing on their margins and borders. The first section focuses on Italy's frontier with overseas territories that was assumed in discussion of the location of penal colonies following Italian unification. The article also highlights some of the factors behind the effective lack of deportation and transportation of Italians overseas. The second section explores Italy's largest agricultural penal colony, Castiadas, in Sardinia and, more generally, the borders between convicts and free citizens and between penal territory and free territory. My thesis is that penal colonies were partly designed to discipline populations in adjacent territories and that their economic and social organization served as a development model for rural Italy more widely.

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Weinreich, Spencer J. "Unaccountable Subjects: Contracting Legal and Medical Authority in the Newgate Smallpox Experiment (1721)." History Workshop Journal 89 (December 26, 2019): 22–44. http://dx.doi.org/10.1093/hwj/dbz047.

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Abstract The first experimental trials of smallpox inoculation were conducted on a group of prisoners in London’s Newgate Prison in 1721. These inmates were long believed to have been facing execution, but archival material reveals that they had in fact received pardons conditional on penal transportation to the Americas. This article rereads the design, progress, and reception of the experiment, reorienting the narrative around the prisoners, their agency, and the legal mechanisms of transportation and pardon. In that light the experiment reflects the dynamics of eighteenth-century governance and punishment: a relatively weak state’s reliance on contractors and deputies (whether to transport convicts or to conduct experiments), on the tacit co-operation of those below, and on the rhetorical management of its actions. Forced to accord the Newgate prisoners a measure of autonomy, the physicians and their royal backers faced a constant struggle to manage their subjects’ participation and to control the experiment’s meaning amid fierce controversy that ranged far beyond inoculation. The Newgate cohort reveals a basic identity between the medical subject and the political subject, but also highlights the fragility of such scripts, regardless of the political, economic, and cultural apparatus brought to bear.

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Mitchell-Cook, Amy. "Book Review: Horrible Shipwreck! a full, true and particular account of the melancholy loss of the British convict ship ‘Amphitrite,’ When 108 female convicts, 12 children, and 13 seamen Met with a watery grave, in sight of thousands, None being saved out of 136 souls but three!" International Journal of Maritime History 23, no. 1 (June 2011): 394–95. http://dx.doi.org/10.1177/084387141102300151.

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Davidson, Alastair. "Reviews : Robert Hughes, The Fatal Shore: A History of the Transportation of Convicts to Australia 1787-1868 (Collins Harvill, London, 1987)." Thesis Eleven 18-19, no. 1 (August 1987): 199–202. http://dx.doi.org/10.1177/072551368701800114.

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Sokalska, Olena. "British prison projects: the Hard Labour Bill and the Penitentiary Act." Law Review of Kyiv University of Law, no. 1 (April 15, 2020): 74–80. http://dx.doi.org/10.36695/2219-5521.1.2020.13.

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The article analyzes the English prison projects: the Hard Labour Bill 1778 and the Penitentiary Act 1779. The author identified the reasons for their creation, sources, key points and their impact on the formation of penitentiary systems. The American Revolutionary War made it impossible relocation of convicted criminals to the colony. His Majesty's Government had to rush to find a replacement for transportation. In the mid-70s of 18 century there were attempts to develop the foundations of new types of punishment that would replace transportation. Such an alternative would hard labor in special Houses of Hard Labor and Penitentiary Houses. The application of punishment by hard labour to criminals sentenced to transportation is developed in the Hulks Act 1776, the Hard Labour Bill 1778 and the Penitentiary Act 1779. The Hard Labour Bill and the Penitentiary Act were not about reforming prisons, but about developing a system of execution and serving a new type of punishment – imprisonment combined with hard labor. The Hard Labor Bill for the first time enshrined the norms that, in 30-40 years, became the basis of the Pennsylvania system, the Auburn system, the progressive system: solitary confinement, the division of convicts into classes, the correction of the offender with the active participation of chaplain, the system disciplinary offence and sanction, initiation of post-penitentiary care, requirements for prison staff, control and supervision of prison activity by the public and judges. The Hard Labor Bill has not been approved by Parliament. It has been slightly redesigned. The idea of a system of Houses of Hard Labor across the country had to be abandoned. Instead, William Blackstone proposed experimental Penitentiary Houses. It was approved in the Penitentiary Act 1779. An analysis of the main provisions of the Penitentiary Act shows that at least part of the regulation of the Penitentiary Houses and their conditions of detention were based on the Hard Labor Bill. Although the ambitious idea of creating a network of prisons throughout the country has been abandoned, Penitentiary Act 1779 has retained the general philosophy of imprisonment in combination with hard labor. Despite the lack of practical implementation, the 1779 Penitentiary Act was essential to further improve the operation of existing detention facilities and build new prisons throughout the country, but as a local initiative rather than a centralized reform.

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Кубанов, Валерий Викторович. "ORGANIZATIONAL MEASURES FOR SPECIAL TRANSPORT PROCESSING USED FOR CONVICTS AND PERSONS IN CUSTODY ESCORTING INCLUDING PATIENTS WITH INFECTIOUS DISEASES." Vestnik Samarskogo iuridicheskogo instituta, no. 4(40) (December 14, 2020): 43–47. http://dx.doi.org/10.37523/sui.2020.40.4.006.

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В статье анализируются вопросы правового регулирования и организации мероприятий по обработке специального транспорта, используемого для конвоирования осужденных и лиц, содержащихся под стражей, в целях недопущения распространения заболеваний, вызванных новой коронавирусной инфекцией (COVID-19). Охарактеризована правовая регламентация санитарно-гигиенической и противоэпидемиологической деятельности в условиях учреждений, обеспечивающих изоляцию от общества. Показан комплекс проблем, связанных с обеспечением необходимых санитарно-гигиенических условий при перевозках осужденных и лиц, содержащихся под стражей. Исследован вопрос о критериях отбора дезинфицирующего средства, применяемого для обработки специального транспорта. Сформулированы дополнительные требования, предъявляемые к дезинфицирующим средствам, в современных условиях распространения новой коронавирусной инфекции (COVID-19). Сделан вывод о целесообразности сочетания химических и физических способов проведения дезинфекции. Предложено комбинированное использование химических аэрозольных методов и физических ультрафиолетовых дезинфекционных технологий, реализуемых посредством бактерицидных облучателей-рециркуляторов воздуха, предназначенных для обеззараживания воздуха ультрафиолетовым излучением в различных закрытых пространствах, включая салоны транспортных средств. Затронуты вопросы организации дезинфекционных пунктов в учреждениях уголовно-исполнительной системы Самарской области. The article analyzes the issues of legal regulation and organization of measures for processing special transport used for convicts and persons in custody escorting in order to prevent the spread of diseases caused by a new coronavirus infection (covid-19). The article describes the legal regulation of sanitary-hygienic and antiepidemiological activities in institutions that provide isolation from society. The complex of problems related to ensuring the necessary sanitary and hygienic conditions during transportation of convicts and persons in custody is shown. The question of the selection criteria for the disinfectant used for the treatment of special transport is investigated. Additional requirements for disinfectants are formulated in the current conditions of the spread of a new coronavirus infection (COVID-19). The conclusion is made about the expediency of combining chemical and physical methods of disinfection. The combined use of chemical aerosol methods and physical ultraviolet disinfection technologies implemented by means of bactericidal irradiators-air recirculators designed for disinfection of air with ultraviolet radiation in various enclosed spaces, including vehicle interiors, is proposed The issues of organization of disinfection points in institutions of the penitentiary system of the Samara region were discussed.

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Chase, Jeanne. "A. Roger Ekirch, Bound for America : The Transportation of British Convicts to the Colonies, 1718-1775, Oxford, Clarendon Press, 1987, 277 p., index, bibliographie." Annales. Histoire, Sciences Sociales 45, no. 6 (December 1990): 1482–84. http://dx.doi.org/10.1017/s0395264900071900.

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PICKARD, JOHN. "Shepherding in Colonial Australia." Rural History 19, no. 1 (April 2008): 55–80. http://dx.doi.org/10.1017/s0956793307002300.

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AbstractShepherds were a critical component of the early wool industry in colonial Australia and persisted even after fencing was adopted and rapidly spread in the later nineteenth century. Initially shepherds were convicts, but after transportation ceased in the late 1840s, emancipists and free men were employed. Their duty was the same as in England: look after the flock during the day, and pen them nightly in folds made of hurdles. Analysis of wages and flock sizes indicates that pastoralists achieved good productivity gains with larger flocks but inflation of wages reduced the gains to modest levels. The gold rushes and labour shortages of the 1850s played a minor role in increasing both wages and flock sizes. Living conditions in huts were primitive, and the diet monotonous. Shepherds were exposed to a range of diseases, especially in Queensland. Flock-masters employed non-whites, usually at lower wages, and women and children. Fences only replaced shepherds when pastoralists realised that the new technology of fences, combined with other changes, would give them higher profits. The sheep were left to fend for themselves in the open paddocks, a system used to this day.

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Beattie, J. M. "Bound for America. The Transportation of British Convicts to the Colonies, 1718-1775. By A. Roger Ekirch (Oxford: Clarendon Press, 1987. xvii plus 277 pp.)." Journal of Social History 25, no. 4 (June 1, 1992): 898–99. http://dx.doi.org/10.1353/jsh/25.4.898.

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Vaidik, Aparna. "Book Reviews : CLARE ANDERSON, Convicts in the Indian Ocean: Transportation from South Asia to Mauritius, 1815-1853, London, Macmillan Press, 2000, pp. 192. Price not stated." Studies in History 20, no. 1 (January 2004): 161–65. http://dx.doi.org/10.1177/025764300402000107.

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Arnold, David. "Convicts in the Indian Ocean: Transportation from South Asia to Mauritius, 1815–1853. By Clare Anderson. New York: St. Martin's Press, 2000. xii, 192 pp. $65.00 (cloth)." Journal of Asian Studies 60, no. 1 (February 2001): 250–52. http://dx.doi.org/10.2307/2659565.

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Grubb, Farley. "Bound for American: The Transportation of British Convicts to the Colonies, 1718–1775. By A. Roger Ekirch. New York: Oxford University Press, 1987. pp. xvii, 277. $45.00." Journal of Economic History 48, no. 4 (December 1988): 968–69. http://dx.doi.org/10.1017/s0022050700007087.

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Rawley, James A. "A. Roger Ekirch. Bound for America: The Transportation of British Convicts to the Colonies, 1718–1775. New York: Clarendon Press, Oxford University Press. 1987. Pp. xvi, 277. $45.00." Albion 21, no. 1 (1989): 126–27. http://dx.doi.org/10.2307/4049888.

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Schlenther, Boyd Stanley. "A. Roger Ekirch, Bound for America: the Transportation of British Convicts to the Colonies, 1718–1775 (Oxford: Clarendon Press, 1987, £25). Pp. 277. ISBN 0 19 820092 7." Journal of American Studies 23, no. 3 (December 1989): 491–93. http://dx.doi.org/10.1017/s0021875800004369.

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Zernetska, O. "William Wentworth – Democrat by Worldview, Australian Politician and Explorer by Calling." Problems of World History, no. 8 (March 14, 2019): 185–99. http://dx.doi.org/10.46869/2707-6776-2019-8-10.

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The article is dedicated to William Charles Wentworth, the leading Australian political figure during the first half of the 19th century, whose lifelong work for self-government culminated in the NewSouth Wales in 1855. While detecting his life-long activity we come to the conclusion that he was an exceptionally talented men: explorer, author, gifted barrister (he graduated from CambridgeUniversity with honours), landowner, and statesman. In 1819 he published a book “Statistical, Нistorical, and Political Description of The Colony of New South Wales and Its Dependant Settlements in Van Diemen’s Land” which was the first book of Australia written by native-born Australian. The analyses of this outstanding magnum opus, written by a young man before his thirties, allow to state that his book did much to stimulate emigration to Australia. It was reissued in revised and enlarged editions in 1820 and 1824. It is found out that while returning to Australia, Wentworth as a gifted orator and excellent journalist became the colony’s leading political figure of the 1820s and 1830s, calling for the abolition of convicts’ transportation and establishing representative government, freedom of the press and trial by jury. It is disclosed how he struggled for the Legislative Council (Parliament) and new Constitution in 1840s and 1850s; how he made primary education for all children in the colony a reality and did his utmost to open Sydney University. In sum: this great son of Australia accomplished everything he planned for his native land.

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Morgan, Kenneth, and A. Roger Ekirch. "Convict Transportation to Colonial America." Reviews in American History 17, no. 1 (March 1989): 29. http://dx.doi.org/10.2307/2703122.

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