Journal articles: 'Viceroy of India (Ship)'

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Flinchpaugh, Steven G. "Economic Aspects of the Viceregal Entrance in Mexico City." Americas 52, no. 3 (January 1996): 345–65. http://dx.doi.org/10.2307/1008005.

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On November 4, 1640, a ship two months out of Cádiz entered the harbor of Veracruz and dropped anchor opposite the fortress of San Juan de Ulúa. On board was the new Viceroy of the Kingdom of New Spain, the Duque de Escalona, Diego López Pacheco. The viceroy’s arrival in Veracruz was but the first act in the elaborate drama of colonial government. Escalona and his party tarried in the port, passing the time inspecting the king’s troops and fortifications while they recuperated from the crossing and prepared for the journey to Mexico City. Accompanied by a mounted escort, gentlemen from the towns and cities of New Spain, a retinue of priests, servants and relatives, a herd of sheep, cattle, and other livestock, and by a baggage train carrying the stores of food and wines he brought with him from Spain, the viceroy would climb from sea level to the central meseta of New Spain, an ascent of nearly 8000 feet. The trip to Mexico City was a time for introductions, feasts, toasts, and pageants; but, it was also a time for politics, as the local notables, merchants, and government officials who accompanied the viceroy’s party vied for a favorable processional position and attempted to arrange a place at court for themselves, their relatives, and clients. Each village or town through which the viceroy passed would welcome him according to local custom and means. In larger towns like Puebla, this meant sumptuous entertainment, a procession to the cathedral followed by a reception and banquet. The viceroy could expect a more humble, but no less colorful reception when he passed through one of the dozens of smaller Indian communities along the route.

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GLYNN, IRIAL. "‘An Untouchable in the Presence of Brahmins’ Lord Wavell's Disastrous Relationship with Whitehall During His Time as Viceroy to India, 1943–7." Modern Asian Studies 41, no. 3 (January 11, 2007): 639–63. http://dx.doi.org/10.1017/s0026749x06002460.

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The release of Peter Clarke's biography of Sir Stafford Cripps in 2002, with much of its focus on the protagonist's time in India, meant that a thorough reappraisal of Lord Wavell's time as Viceroy to India was clearly needed. By giving an impartial account of Wavell's relationship with Whitehall during his time as Viceroy this article will also focus on such significant events as the 1945 Simla Conference, the 1946 Cabinet Mission and Wavell's dismissal in late 1946/early 1947. It is hoped that by the end of this article readers will be able to judge Wavell's overall performance as Viceroy and decide for themselves whether he deserved to be replaced by Mountbatten or not.

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CARRINGTON, MICHAEL. "Officers, Gentlemen, and Murderers: Lord Curzon's campaign against ‘collisions’ between Indians and Europeans, 1899 –1905." Modern Asian Studies 47, no. 3 (November 21, 2012): 780–819. http://dx.doi.org/10.1017/s0026749x12000686.

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AbstractAs viceroy of India (1899–1905), George Curzon believed that unprovoked British assaults on Indians undermined the colonial state's authority to rule. These collisions1 challenged Curzon's conception of moral empire and called into question one of the most important representations of British moral character—that of ‘officer and gentleman’. Aware of the strength of indigenous feeling in India and of liberal discontent at home, the viceroy engaged in what appears to have been a laudable defence of the rights of Indians. By doing so, he certainly risked the hostility of official and unofficial opinion in both Britain and India. The fundamental issue was: should the Raj be based on a ruling moral authority administered by men of character, in which collisions were reprehensible, or did it ultimately rest on force?

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Koenigsberger, H. G. "Prince and States General: Charles V and The Netherlands (1506–1555) (The Prothero Lecture)." Transactions of the Royal Historical Society 4 (December 1994): 127–51. http://dx.doi.org/10.2307/3679218.

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ON the 18th June 1902 the viceroy of India, Lord Curzon, wrote to his government in London:The fact is that your Political Committee and the Foreign Office have gone completely off the rails … Now, why could not the India Office trust me …? You send me out to India as an expert and you treat my advice as though it were that of an impertinent schoolboy.

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Powell, Martyn. "Reassessing Townshend‘s Irish Viceroyalty, 1767-72: The Caldwell-Shelburne Correspondence in the John Rylands Library, Manchester." Bulletin of the John Rylands Library 89, no. 2 (March 2013): 155–76. http://dx.doi.org/10.7227/bjrl.89.2.8.

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This essay focuses upon the controversy surrounding Lord George Townshends appointment as Irish viceroy in 1767. He was the first viceroy to be made constantly resident and therefore it was a shift that could be seen as part of a process of imperial centralization, akin to assertive British policy-making for the American colonies and India. Up until this point there has been some doubt as to whether Townshend himself or the British Government was the prime mover behind this key decision. This article uses the Caldwell-Shelburne correspondence in the John Rylands Library,to shed further light on this policy-making process, as well as commenting on the importance of Sir James Caldwell, landowner, hack writer and place-hunter extraordinaire, and the Earl of Shelburne, Irish-born Secretary of State and later Prime Minister, and reflecting on the historiography,of the Townshend administration and Anglo-Irish relations more generally.

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Damodaran, Vinita. "‘Natural Heritage’ and Colonial Legacies: India in the Nineteenth Century." Studies in History 29, no. 1 (February 2013): 1–20. http://dx.doi.org/10.1177/0257643013496684.

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The article examines the ways in which the British imperial context, ideologies relating to national heritage—both cultural and natural—were not just extended but developed in a colonial context, and how they have been subsequently redefined and reconstituted in the post-colonial era. From a nineteenth-century romantic antiquarianism drawn to the ruins of a lost civilization, we can see the growth in status of scientific disciplines of archaeology and palaeontology and natural history in the colonies, and an equivalent diffusion of heritage legislation from the Indian subcontinent to East and Southern Africa and even to metropolitan Britain by men like Lord Curzon, Viceroy of India, whose interest in monumental architecture led him to protect the Taj Mahal and later to take these interests to Britain where he was instrumental in helping to formulate the ancient monuments’ consolidation and amendment Act in 1913.

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Tripodi, C. "MUHAMMAD IQBAL CHAWLA. Wavell and the Dying Days of the Raj: Britain's Penultimate Viceroy in India." American Historical Review 118, no. 2 (April 1, 2013): 504. http://dx.doi.org/10.1093/ahr/118.2.504.

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Reddy, Nanda Gopal K. "Ship Recycling: An Important Mile Stone for India." Indian Journal of Science and Technology 7, is6 (August 22, 2014): 15–21. http://dx.doi.org/10.17485/ijst/2014/v7sp6.10.

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9

Turrell, Robert Vicat. "Conquest and Concession: The Case of the Burma Ruby Mines." Modern Asian Studies 22, no. 1 (February 1988): 141–63. http://dx.doi.org/10.1017/s0026749x00009446.

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A compelling vignette of the use of political influence for private gain in the expansion of the British empire is provided by the way King Thebaw' s legendary ruby mines in Upper Burma were acquired by British speculators in the late 1880s. The details of how the ruby-mine concession was awarded to a syndicate soon after Upper Burma was annexed to Britain in 1886 are not well known, although the concesion-mongering created a furore in the India Office and the House of Commons. There was even, at the time, a suggestion that the rubymine affair infleunced Lord Dufferin's decision to resign as Viceroy in 1888.

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AMES, GLENN J. "THE ROLE OF RELIGION IN THE TRANSFER AND RISE OF BOMBAY, C. 1661–1687." Historical Journal 46, no. 2 (June 2003): 317–40. http://dx.doi.org/10.1017/s0018246x03003078.

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Based on hitherto unexplored sources in Lisbon and Goa, this article re-examines the imbroglio relating to the transfer of Bombay from the Portuguese crown to Charles II of England from 1661 to 1665. In doing so, it provides new information on the motivation of the Portuguese viceroy Antonio de Mello de Castro, particularly religious factors, which initially compelled him to refuse to hand over this imperial possession to the English. The article then examines the pivotal importance of the religious policies adopted by the English crown and East India Company, in the years after 1665, in Bombay's rise to commercial prominence by 1687.

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Nikitin, Dmitrii. "Documents on the history of the Indian National Congress from the archive of viceroy of India Minto." Genesis: исторические исследования, no. 6 (June 2021): 86–94. http://dx.doi.org/10.25136/2409-868x.2021.6.33220.

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The subject of this research is the documents from the archive of the viceroy of India Minto, which contain the records about the Indian National Congress. The author examines the history of studying the archive of Minto in foreign scientific literature. Special attention is given to correspondence of Minto with the Secretary of State for India Lord John Morley and their deputies that covers the period from the first Partition of Bengal (1905), split in the Indian National Congress (1907), and draft of the Morley-Minto reform, which involved the members of the Indian National Congress. The article also discusses the activity of the Indian Parliamentary Committee in the British House of Commons, and the response of the colonial authorities to hire pro-Indian parliamentarians in London. The conclusion is made that the documents on the history of the Indian National Congress from Minto’s archive reveal the peculiarities of interaction between the British colonial administration and the national elites, which was aimed at preserving the loyalty of the most moderate representatives of the Indian National Congress, as well as at weakening the national liberation movement that manifested in countering by the colonial administration the significant extension of rights of the Indian nationals and implementation of “separate electorates: within the framework of the Morley-Minto reform.  The documents from Minto’s archive reflect the perspective of the colonial administration on the path of further development of India within the empire by preserving British power.

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12

Heehs, Peter. "Foreign Influences on Bengali Revolutionary Terrorism 1902–1908." Modern Asian Studies 28, no. 3 (July 1994): 533–56. http://dx.doi.org/10.1017/s0026749x00011859.

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Writing to John Morley, the Secretary of State for India, a few days after the first terrorist bomb was thrown by a Bengali, the Viceroy Lord Minto declared that the conspirators aimed ‘at the furtherance of murderous methods hitherto unknown in India which have been imported from the West, and which the imitative Bengali has childishly accepted’.This notion later was taken up and developed by Times correspondent Valentine Chirol, who wrote that Bengalis had ‘of all Indians been the most slavish imitators of the West, as represented, at any rate, by the Irish Fenian and the Russian anarchist’. Chirol went on to say that ‘European works on various periods of revolutionary history figure almost invariably amongst seizures of a far more compromising character whenever the Indian police raids some centre of Nationalist activity.’ This indicated that Bengali revolutionary terrorism was simply a takeoff on the European variety. The only indigenous element in it was the dangerous infusion of Hindu religious fanaticism.

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13

Khanna, Monty. "Understanding China’s naval ship building industry – lessons India can learn." Maritime Affairs: Journal of the National Maritime Foundation of India 15, no. 1 (January 2, 2019): 1–14. http://dx.doi.org/10.1080/09733159.2019.1631512.

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Chakravarti, Ranabir. "NAKHUDAS AND NAUVITTAKAS: SHIP-OWNING MERCHANTS IN THE WEST COAST OF INDIA (C. AD 1000-1500)." Journal of the Economic and Social History of the Orient 43, no. 1 (2000): 34–64. http://dx.doi.org/10.1163/156852000511231.

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AbstractAmong the diverse types of merchants active in India during the first half of the second millennium, the ship-owning merchants occupy a prominent position in the coastal areas of western India (especially at ports). These merchants are given distinct epithets nakhuda and nauvittaka, the two terms being occasionally used as interchangeable ones and also in their abbreviated forms in official documents. Known from the medieval Jewish letters of 'India Traders', copper plates, a bilingual inscription, Arabic accounts and epitaphs and Jaina carita (biographical) texts, nakudas and nauvittkas of different religious leanings (Jewish, Muslim and Hindu) illustrate remarkable co-operation and social amity and religious toleration, which underline their importance in the Indian Ocean maritime network prior to AD 1500. Possessing considerable wealth, these ship-owning merchants can be considered as elites in the ports of coastal western India and were also known for their patronage to religious and cultural activities. The paper is presented as a tribute to the memory of Professor Ashin Das Gupta who immensely enlightened us on the ship-owners of coastal western India between 1500-1800.

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LUDDEN, DAVID. "Spatial Inequity and National Territory: Remapping 1905 in Bengal and Assam." Modern Asian Studies 46, no. 3 (June 20, 2011): 483–525. http://dx.doi.org/10.1017/s0026749x11000357.

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AbstractIn 1905, Viceroy Nathaniel Curzon applied well-worn principles of imperial order to reorganize northeastern regions of British India, bringing the entire Meghna-Brahmaputra river basin into one new administrative territory: the province of Eastern Bengal and Assam. He thereby launched modern territorial politics in South Asia by provoking an expansive and ultimately victorious nationalist agitation to unify Bengal and protect India's territorial integrity. This movement and its economic programme (swadeshi) expressed Indian nationalist opposition to imperial inequity. It established a permanent spatial frame for Indian national thought. It also expressed and naturalized spatial inequity inside India, which was increasing at the time under economic globalization. Spatial inequities in the political economy of uneven development have animated territorial politics in South Asia ever since. A century later, another acceleration of globalization is again increasing spatial inequity, again destabilizing territorial order, as nationalists naturalize spatial inequity in national territory and conflicts erupt from the experience of living in disadvantaged places. Remapping 1905 in the long twentieth century which connects these two periods of globalization, spanning eras of empire and nation, reveals spatial dynamics of modernity concealed by national maps and brings to light a transnational history of spatial inequity shared by Bangladesh and Northeast India.

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Thackeray, David. "Conservative Politics in National and Imperial Crisis: Letters from Britain to the Viceroy of India 1926–31. By Stuart Ball." Twentieth Century British History 26, no. 3 (September 12, 2014): 483–84. http://dx.doi.org/10.1093/tcbh/hwu046.

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17

Wright, Ashley. "Gender, Violence, and Justice in Colonial Assam: The Webb Case, c. 1884." Journal of Social History 53, no. 4 (2020): 990–1007. http://dx.doi.org/10.1093/jsh/shz010.

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Abstract In 1884, Charles Webb, a European employee of a steam transportation company in Assam, sexually assaulted and killed Sukurmani, a woman who had left Bengal with her family to work on a tea plantation. The district magistrate dismissed most of the charges against Webb, assessing only a modest fine for wrongful confinement, and, though the case was appealed and brought to the attention of the viceroy, ultimately this verdict was upheld. The Webb case, as it became known in the Indian press, galvanized public opinion in India, as discussion of the case overlapped with discussion of the controversial Ilbert Bill of the previous year. This article traces the Webb case as it made its way through the courts and newspapers, arguing that a close study of this case reveals the ways that hierarchies of race, class, caste, and gender were constructed and were manifest in daily life. This article further argues that the treatment of the Webb case by the courts and later by the vernacular press indicates that sexual violence was a central element in nineteenth-century contests over colonial rule in India.

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Srinivasa Reddy, M., Shaik Basha, V. G. Sravan Kumar, H. V. Joshi, and P. K. Ghosh. "Quantification and classification of ship scraping waste at Alang–Sosiya, India." Marine Pollution Bulletin 46, no. 12 (December 2003): 1609–14. http://dx.doi.org/10.1016/s0025-326x(03)00329-1.

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19

De, Rohit. "Between midnight and republic: Theory and practice of India’s Dominion status." International Journal of Constitutional Law 17, no. 4 (October 2019): 1213–34. http://dx.doi.org/10.1093/icon/moz081.

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Abstract India became independent on August 15, 1947, and became a democratic republic on January 26, 1950. For the three years in between it functioned as a British dominion, where unelected Indian nationalist leaders were administered oaths in the name of the King-Emperor by a British Viceroy. While this was a critical period for establishing the Indian state, as borders were fixed, populations exchanged, industries set up, electoral lists created, and the constitution written, the legal infrastructure of dominionhood has been ignored both in scholarly literature and in political writings. Central to the article is the problem that Dominion status creates for legal temporality, a gray zone between colony and a republic. This article excavates this neglected period, arguing that it is critical to understanding both the endurance of India’s postcolonial constitution and democracy and the legal processes of decolonization within the British Empire. The article examines the peculiarities of the debate over dominion status for India after World War I. Within the British Empire, India had a legal status somewhat less than dominion but higher than a colony, due to the failure to accommodate racial difference within imperial federalism. It then investigates the reasons behind the British government and Indian nationalists both accepting Dominion status in 1947 despite having opposed it for almost two decades. Finally, it examines how the “dominion period” is both a problem and a resource for the judicial construction of time and constitutional legitimacy in republican India.

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Dutton, David. "Conservative Politics in National and Imperial Crisis: Letters from Britain to the Viceroy of India 1926–31, edited by Stuart Ball." International History Review 39, no. 1 (June 23, 2015): 167–68. http://dx.doi.org/10.1080/07075332.2015.1057969.

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Kryazhev, P. "The Posts of Governor-generals and Viceroys in Colonial Brazil." Problems of World History, no. 4 (June 8, 2017): 80–85. http://dx.doi.org/10.46869/2707-6776-2017-4-5.

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In the article we examine the problem of posts’ rank for the governor-generals and viceroys of colonial Brazil in the system of Portuguese colonial management of the indicating overseas dominion. We found out the regalia and jurisdiction levels of indicating supreme posts. We emphasized on the contents of administrative and management system of Portugal in the context of its functioning in Brazil. We accented that indicating system had the form of monocracy which was synthesized with collegiate, public administrative authorities. These authorities functioned on the basis of hierarchical coherence principle. We indicated that jurisdiction of governor-generals and viceroys in Brazil were more limited compared with similar supreme posts in India. In the article we elucidate the fact that during 1549-1808 governor-generals and viceroys headed the administration of colonial Brazil. The powers of indicating supreme posts were regulated by numerous statutes. The last statute (1677) prolonged before arrival of Portuguese prince Joao and his royal court in Rio de Janeiro in 1808. According to this statute the list of powers of governor-generals and viceroys in Brazil was actually identical, except withdrawal of the norm about the fixed stay-term of viceroy on the post. It is accented that in difference from the vice-kingdom of India Portuguese crown didn’t provide the corresponding status for colony in South America. This fact demonstrates the privileged position of India among other overseas possessions of Portugal.

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Sonwalkar, Jayant, and Tarika Nandedkar. "Empowering Women through E-Ship in India: A Pragmatic Study of Challenges." Journal of Management Research and Analysis 3, no. 3 (2016): 122. http://dx.doi.org/10.5958/2394-2770.2016.00018.1.

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Solar, Peter M., and Luc Hens. "Ship speeds during the Industrial Revolution: East India Company ships, 1770–1828." European Review of Economic History 20, no. 1 (September 12, 2015): 66–78. http://dx.doi.org/10.1093/ereh/hev017.

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Franke, K., A. Richter, H. Bovensmann, V. Eyring, P. Jöckel, and J. P. Burrows. "Ship emitted NO2 in the Indian Ocean: comparison of model results with satellite data." Atmospheric Chemistry and Physics Discussions 8, no. 4 (August 21, 2008): 15997–6025. http://dx.doi.org/10.5194/acpd-8-15997-2008.

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Abstract. An inventory of NOx emission from international shipping has been evaluated by comparing NO2 tropospheric columns derived from the satellite instruments SCIAMACHY (January 2003 to February 2008), GOME (January 1996 to June 2003), and GOME-2 (March 2007 to February 2008) to NO2 columns calculated with the atmospheric chemistry general circulation model ECHAM5/MESSy1 (January 2000 to October 2005). The data set from SCIAMACHY yields the first monthly analysis of ship induced NO2 enhancements in the Indian Ocean. For both data and model consistently the tropospheric excess method was used to obtain mean NO2 columns over the shipping lane from India to Indonesia, and over two ship free regions, the Bay of Bengal and the central Indian Ocean. In general, the model simulates the differences between the regions affected by ship pollution and ship free regions reasonably well. Minor discrepancies between model results and satellite data were identified during biomass burning seasons in March to May over India and the Indochinese Peninsula and August to October over Indonesia. We conclude that the NOx ship emission inventory used in this study is a good approximation of NOx ship emissions in the Indian Ocean for the years 2002 to 2007. It assumes that around 6 Tg(N) yr−1 are emitted by international shipping globally, resulting in 90 Gg(N) yr−1 in the region of interest when using Automated Mutual Assistance Vessel Rescue System (AMVER) or 72 Gg(N) yr−1 when using the International Comprehensive Ocean-Atmosphere Data Set (ICOADS) as spatial proxy. The results do not support some previously published lower ship emissions estimates of 3–4 Tg(N) yr−1 globally, making this study the first that evaluates atmospheric response to NOx ship emission estimates from space.

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Guy, Richard. "Calamitous Voyages: the social space of shipwreck and mutiny narratives in the Dutch East India Company." Itinerario 39, no. 1 (April 2015): 117–40. http://dx.doi.org/10.1017/s0165115315000157.

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This article analyses four accounts of mutinies and wrecks of Dutch East India Company ships: those of the Nieuw Hoorn, Batavia, Blydorp and Nijenburg. These stories can be read as worst-case survival manuals, which support the Company’s discourse of discipline. They advise readers that the best option in the event of disaster is to obey the officers’ orders and the Company’s rules, linking this advice to moral and religious ideas of endurance and divine providence that were common in the Dutch Republic in the seventeenth and eighteenth century. The accounts also link shipboard spatial protocols with proper social order. The stories present the Indies as a dangerous physical and moral testing ground, from which the ship provides a vital protective barrier, but only if the crew acts with disciplined solidarity and shows seamanlike virtues of cohesion and perseverance. Disorder among the crew, especially the breaching of spatial boundaries between officers and men, invites the dangers of the Indies to penetrate the safe space of the ship. Such breaches threaten all the boundaries on which the lives of the ship and crew depend: between the ship and the sea, between moral and immoral behaviour, and between Europeans and the non-European world. Where spatial boundaries break down, the stories show chaos and calamity following. Where the stories have ‘happy endings’, these are brought about by the re-establishment of proper spatial and social hierarchies.

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Franke, K., A. Richter, H. Bovensmann, V. Eyring, P. Jöckel, P. Hoor, and J. P. Burrows. "Ship emitted NO2 in the Indian Ocean: comparison of model results with satellite data." Atmospheric Chemistry and Physics 9, no. 19 (October 1, 2009): 7289–301. http://dx.doi.org/10.5194/acp-9-7289-2009.

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Abstract. The inventory of NOx emission from international shipping has been evaluated by comparing NO2 tropospheric columns derived from the satellite instruments SCIAMACHY (January 2003 to February 2008), GOME (January 1996 to June 2003), and GOME-2 (March 2007 to February 2008) to NO2 columns calculated with the atmospheric chemistry general circulation model ECHAM5/MESSy1 (January 2000 to October 2005). For both measurements and model consistently the tropospheric excess method was used to obtain mean NO2 columns over the shipping lane from India to Indonesia, and over two ship free regions, the Bay of Bengal and the central Indian Ocean. The long-term data set from SCIAMACHY yields the first monthly analysis of ship induced NO2 enhancements in the Indian Ocean. Comparison of data from the three instruments and in addition OMI reveals differences between the datasets which are discussed with respect to the diurnal cycle of NO2 and the increase in shipping traffic over the time period studied. In general, the model simulates the differences between the regions affected by ship pollution and ship free regions reasonably well. Minor discrepancies between model results and satellite data were identified during biomass burning seasons in March to May over India and the Indochinese Peninsula and August to October over Indonesia. We conclude that the NOx ship emission inventory used in this study is a good approximation of NOx ship emissions in the Indian Ocean for the years 2002 to 2007. It assumes that around 6 Tg(N) yr−1 are emitted by international shipping globally, resulting in 90 Gg(N) yr−1 in the region of interest when using Automated Mutual Assistance Vessel Rescue System (AMVER) as spatial proxy. A second model run using lower ship emissions estimates of 3–4 Tg(N) yr−1 globally results in poorer agreement with the satellite data.

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Lockwood, David. "Wavell and the Dying Days of the Raj: Britain's Penultimate Viceroy in India Mohammad Iqbal Chawla. Pakistan: Oxford University Press, 2012. £15.99 (hardback)." Britain and the World 7, no. 1 (March 2014): 129–31. http://dx.doi.org/10.3366/brw.2014.0126.

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Pokkanali., Jahfar Shareef. "Sailing across Duniyāv: Sufi Ship–Body Symbolism from the Malabar Coast, South India." South Asian Studies 36, no. 2 (August 2, 2018): 125–38. http://dx.doi.org/10.1080/02666030.2018.1495872.

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Green, Jeremy. "The survey and identification of the English East India Company ship Trial (1622)." International Journal of Nautical Archaeology 15, no. 3 (August 1986): 195–204. http://dx.doi.org/10.1111/j.1095-9270.1986.tb00577.x.

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Svalesen, Leif. "The Slave Ship Fredensborg: History, Shipwreck, and Find." History in Africa 22 (January 1995): 455–58. http://dx.doi.org/10.2307/3171928.

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During a violent storm the Danish-Norwegian frigate Fredensborg was wrecked on 1 December 1768, at Tromøy, an island outside Arendal in southern Norway. The long journey in the triangular route was nearly completed when the crew of 29 men, three passengers, and two slaves managed to save their lives under very dramatic conditions. The Captain, Johan Frantzen Ferents, and the Supercargo, Christian Hoffman, saved the ship's logbook and other journals. These, together with other documents which are in the national archives in Denmark and Norway, make it possible for us to follow the course of the frigate from day to day, both during the journey and after the wreck.The Fredensborg was built in 1752-53 by the Danish West India-Guinea Company in Copenhagen. On its first journey in the triangular trade, and during five subsequent journeys to the West Indies, it sailed under the name of Cron Prins Christian. In 1765, when the Guinea Company replaced the West India-Guinea Company, taking over the forts on the Gold Coast and all trading rights and ships, the name was changed to Fredensborg, after the Danish-Norwegian fort at Ningo. At that time Denmark-Norway owned the islands of St. Thomas, St. John, and St. Croix in the West Indies and their need for slaves was growing.They weighed anchor in Copenhagen on 24 June 1767 with 40 men on board, and anchored in the road at their main fort Christiansborg on the Gold Coast 100 days later, on 1 October 1767. Because of an inadequate supply of slaves, the Fredensborg remained in the road for 205 days. This had a very adverse effect on the health of the crew, with 11 deaths, including that of the Captain, Espen Kiønig. One of the deceased had drowned.

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Copland, Ian. "The Master and the Maharajas: The Sikh Princes and the East Punjab Massacres of 1947." Modern Asian Studies 36, no. 3 (July 2002): 657–704. http://dx.doi.org/10.1017/s0026749x02003050.

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EventDuring the spring, summer and autumn of 1947 India's richest province, the Punjab, played host to a massive human catastrophe. The trigger for the catastrophe was Britain's parting gift to its Indian subjects of partition. Confronted by a seemingly intractable demand by the All-India Muslim League for a separate Muslim homeland—Pakistan—a campaign which since 1946 had turned increasingly violent, the British government early in 1947 accepted viceroy Lord Mountbatten's advice that partition was necessary to arrest the country's descent into civil war. ‘Mahatma’ Gandhi notably excepted, the leadership of the Congress party came gradually and reluctantly to the same conclusion. Sardar Vallabhbhai Patel, Jawaharlal Nehru's deputy, likened it to the cutting off of a diseased limb. But in accepting the ‘logic’ of the League's ‘two-nation’ theory, the British applied it remorselessly. They insisted that partition would have to follow the lines of religious affiliation, not the boundaries of provinces. In 1947 League president Muhammad Ali Jinnah was forced to accept what he had contemptuously dismissed in 1944 as a ‘moth-eaten’ Pakistan, a Pakistan bereft of something like half of Bengal and the Punjab and most of Assam.

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Bowen, H. V. "The shipping losses of the British East India Company, 1750–1813." International Journal of Maritime History 32, no. 2 (May 2020): 323–36. http://dx.doi.org/10.1177/0843871420920963.

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This article establishes and examines the shipping losses of the British East India Company between the middle of the eighteenth century and 1813 when it lost its trade monopoly with India. This was the most important period in the history of the East India Company because it greatly expanded its trade with India and China and established what became a very large territorial empire on the subcontinent. It was also a time when Britain was often at war with France. This is the first publication to present full information on all of the East India Company’s shipping losses. They are set out in the Appendix, which presents details of the names of every ship lost, the date of loss, the cause, and whether the ship was sailing to or from Asia. This information, discussed in the article, shows that 105 ships were lost on 2,171 voyages, a rate of loss that stood at just under 5%. The causes were primarily wrecking, foundering and enemy action, which contributed to far higher shipping losses on voyages outward to Asia than homeward. The East India Company did little itself to rectify this situation because the ships they used were hired from private owners, but some specialists within the Company did take it upon themselves to improve some navigational aids and shipbuilding techniques, although with little overall effect upon the rate of shipping losses. This meant that the East India Company was plagued by shipping losses throughout the period, and this had a very negative effect upon its commercial affairs and profitability.

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LONG, D. "The “Shetland Mammoth”: its age, nature and possible origin." Archives of Natural History 19, no. 1 (February 1992): 101–5. http://dx.doi.org/10.3366/anh.1992.19.1.101.

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The alleged mammoth tusks which were trawled up off Shetland in the early 1930s have been reexamined. They are believed to be Recent elephant tusks. It is suggested that they originated from the cargo lost at sea by a ship of the Dutch East India Company in 1690.

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Gawronski, Jerzy. "East Indiaman Amsterdam research 1984–1986." Antiquity 64, no. 243 (June 1990): 363–75. http://dx.doi.org/10.1017/s0003598x00078029.

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Since 1984, underwater archaeological excavations have studied the Amsterdam, a ship of the Dutch East India Company (VOC). Three annual reports (Gawronski 1985; 1986; 1987) have been published by the VOC Schip Amsterdam Foundation covering excavations and research in 1984, 1985 and 1986. Rooij – Gawronski (1989) presents a detailed account of the history, methods and results of the Amsterdam project and background information about the ship and the VOC.The Amsterdam, built in 1748 in Amsterdam, was lost during her maiden voyage, outwardbound for Batavia, the modern Djakarta, in January 1749 near the little town of Hastings on the south coast of England (FIGURE 1). The excavations form part of an integrated historical and archaeological programme to create relevant historical models for understanding the ship and its contents. This project aims to contribute to a more detailed and realistic view of the shipping and trade of the VOC in the 18th century.

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Hiremath, Anand M., Sachin Kumar Pandey, Dinesh Kumar, and Shyam R. Asolekar. "Ecological Engineering, Industrial Ecology and Eco-Industrial Networking Aspects of Ship Recycling Sector in India." APCBEE Procedia 10 (2014): 159–63. http://dx.doi.org/10.1016/j.apcbee.2014.10.035.

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Mindur, Leszek. "Development of maritime container transport in Southeast Asia." Transport Economics and Logistics 78 (December 21, 2018): 43–57. http://dx.doi.org/10.26881/etil.2018.78.04.

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The article presents the role of marine container transport in the present-day world economy, taking into consideration the position of China, Japan, South Korea and India in the global system of containerized cargo transport. Transshipments in the largest container ports of Asia in the period 1990–2016 are discussed. The container ship tonnage in China, Japan, South Korea and India is analyzed in the studied period. The main institutions financing the transport infrastructure development in the Europe-Asia transport corridors are described.

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Brockey, Liam Matthew. "Jesuit Missionaries on the Carreira da Índia in the Sixteenth and Seventeenth Centuries: A Selection of Contemporary Sources." Itinerario 31, no. 2 (July 2007): 111–32. http://dx.doi.org/10.1017/s0165115300000668.

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“It is extraordinary, and almost like a dream”, wrote a Jesuit priest in Macau in 1589, “that a man can be carried for six whole months in a ship, where the accommodations cannot in any way be sufficient and spacious, and many other difficulties must be endured.” Imagining a conversation with the group of Japanese youths who were sent to Europe as the representatives of the “Kings of Japan”, the author made a blunt assessment of the conditions of the passage to India aboard the carracks that plied the Carreira da Índia: Being trapped on ship for so long was tantamount “to being shut in a prison”. Yet, as he contended, “certainly no one who was offered a house, even a regally appointed one, to live shut inside for six months, could stay detained or locked in for so long; much less on a ship replete with so many different kinds of inconveniences”. Anxious lest his readers misunderstand this verdict on the Cape Route, the Jesuit author qualified his judgment in the fictional reply to this assertion: “Indeed, the inconveniences on ship surpass even those of prison.”

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Pandey, Ankita. "Past Verses Present; Metamorphosis in Different Spheres of Guwahati: A Study of Srutimala Duara’s Mindprints of Guwahati." SMART MOVES JOURNAL IJELLH 8, no. 2 (February 28, 2020): 13. http://dx.doi.org/10.24113/ijellh.v8i2.10421.

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Guwahati derives its name from the Assamese word “Guwa” means areca nut and “Haat” means market. However, the modern Guwahati had been known as the ancient Pragjyotishpura and was the capital of Assam under the Kamrupa kingdom. A beautiful city Guwahati is situated on the south bank of the river Bramhaputra. Moreover, It is known as the largest city in the Indian state of Assam and also the largest metropolis in North East India. It has also its importance as the gateway to the North- East India. Assamese and English are the spoken languages in Guwahati. In 1667, the Mogul forces were defeated in the battle by the Ahom forces commanded by Lachut Barphukan. Thus, in a sense Guwahati became the bone of contention among the Ahoms, Kochas and the Moguls during the medieval period. Guwahati the administrative headquarters of Lower Assam with a viceroy or Barbhukan was made by the Ahom king. Since 1972 it has been the capital of Assam. The present paper will discuss the changes happened in Guwahati over the period of late 1970s till the present time. It will focus on the behavior of people, transformed temples, Panbazar of the city, river bank of Bramhaputra, old Fancy Bazaar, chaotic ways, festivals and seasons including a fifth man made season etc. It will also deal how over the years a city endowed with nature’s gifts and scenic views, has been changing as “a dirty city”. Furthermore, it will also present the insurgencies that have barged into the city. The occurrence of changes will be discussed through the perspective and point of view of Srutimala Duara as presented in her book Mindprints of Guwahati.

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Kynn, Tyler Joseph. "Pirates and Pilgrims: The Plunder of the Ganj-i Sawai, the Hajj, and a Mughal Captain’s Perspective." Journal of the Economic and Social History of the Orient 64, no. 1-2 (March 16, 2021): 93–122. http://dx.doi.org/10.1163/15685209-12341531.

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Abstract The pirate attack by Henry Every in 1695 on a Mughal ship carrying travelers returning from pilgrimage to Mecca has received some attention by historians trying to fit this incident into a larger history of European piracy using mainly the English sources related to the incident. Drawing from this literature the aim of the present paper is to combine it with the Mughal Persian material available to demonstrate what this incident reveals about the early modern hajj – which is to say, pilgrimage to Mecca – and the makeup of the Mughal-sponsored ship carrying pilgrims and goods between Mecca and Surat. A previously unstudied Mughal letter related to the incident, by the captain of the Mughal ship in question, reveals the ways in which the Mughal Empire understood this encounter with European piracy and provides evidence for why the Mughal Empire was so quick to place the blame for this attack upon the English and the East India Company.

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Grover, A., S. Kumar, and A. Kumar. "SHIP DETECTION USING SENTINEL-1 SAR DATA." ISPRS Annals of Photogrammetry, Remote Sensing and Spatial Information Sciences IV-5 (November 15, 2018): 317–24. http://dx.doi.org/10.5194/isprs-annals-iv-5-317-2018.

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Abstract. The Earth’s surface is covered with 72% water. This fact alone emphasizes the importance of proper monitoring and regulation of maritime activities. This monitoring can be useful in an array of applications including illegal transitions, rescue operations, territory regulation among many other applications. In order to achieve the task of “Maritime Surveillance” or simply the marine object detection, we need a structured approach combined with a set of algorithms. The objective of this paper is to study an emerging open source tool- Search for Unidentified Maritime Objects (SUMO) developed for the detection of ships which work regardless of weather conditions and coverage limits. Based on the Synthetic Aperture Radar (SAR) data, this paper aims to process the satellite-borne data provided by the Sentinel-1 satellite. Proposed by the Joint Research Centre, SUMO is a pixel-based algorithm which follows a structured approach in order to identify marine objects and remove false alarms. It is observed that many of the false alarms are caused due to the presence of land. These are reduced by using the buffered coastlines referred to as land masks. A local threshold is calculated using the background clutter for the generation of false alarm rate and the pixels above this threshold are identified and clustered to form targets. A reliability value is computed for the elimination of azimuth ambiguities. Also, various attributes of the detected targets are calculated in order to give an accurate description of ships and its characteristics. With the SAR data being freely available due to the open data policy of the EU’s Copernicus program, it has never been more viable to employ new methods for marine object detection and this paper explores this possibility by analyzing the results obtained. Specifically, the employed data consists of Sentinel-1 fine dual-pol acquisitions over the coastal regions of India.

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van Rossum, Matthias. "Building maritime empire: Shipbuilding and networks of coercion under the Verenigde Oost-Indische Compagnie (VOC) in South and Southeast Asia." International Journal of Maritime History 31, no. 3 (August 2019): 465–80. http://dx.doi.org/10.1177/0843871419860699.

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This article maps the overseas infrastructure of the Dutch East India Company (VOC) for ship maintenance and shipbuilding. Reversing the perspective on the VOC, emphasizing the centrality of the ‘overseas’ or Asian activities, it studies how the VOC set up an infrastructure for shipbuilding, ship maintenance, and the necessary supporting industries in Asia. Historians have primarily examined the Company as a ‘merchant’, but the organization of the workplaces and underlying infrastructure for building and repairing ships reveals how important it activities and role as ‘potentate’ and ‘producer’ were. Mobilizing the resources and labour needed for the maintenance of its maritime infrastructure, especially in shipbuilding and repairs, the Company alternated monopolistic and outsourcing strategies, and regularly resorted to coercion.

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Khambholja, Devang Bharatkumar, and Kiran Kalia. "Seasonal Variation in Arsenic Concentration and its Bioremediation Potential of Marine Bacteria Isolated from Alang-Sosiya Ship-Scrapping Yard, Gujarat, India." Defence Life Science Journal 1, no. 1 (June 1, 2016): 78. http://dx.doi.org/10.14429/dlsj.1.10088.

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This work investigates seasonal variations in arsenic concentration at Alang-Sosiya, world’s largest ship-scrapping yard situated on the Gulf of Khambhat. Annually, hundreds of ships have been dismantled, which lead to discharge large amounts of detrimental and persistent pollutants at this location. In all seasons, the arsenic concentration was significantly elevated in sediments and seawaters in the intertidal zone of Alang-Sosiya ship-scrapping yard as compared to the reference station at Ghogha, 42 km away towards the northeast. The highest arsenic concentrations in seawater and sediment samples were observed during the Winter season and Summer season respectively. The marine environment affected by ship-scrapping activity and contaminated with arsenic is the potential location to get arsenic hyper-tolerant bacterial isolates. Out of 16 isolated bacterial strains, KKDK-1 and KKDK-2 sustained 600 mM and 500 mM arsenate respectively. The 16S rRNA ribotyping identified strains KKDK-1 and KKDK-2 as Halomonas species. The strain KKDK-1 showed the maximum arsenic accumulation of 21.7±3.3 mg g-1 cell dry weight at exponential phase (60 h), followed by sudden extrusion of arsenic during stationary phase (84 h) of bacterial growth. Whereas, strain KKDK-2 accumulated 6.8±1.12 mg Arsenic g-1 cell dry weight during exponential phase (72 h), which remains almost invariable during stationary phase (96-144 h) of bacterial growth. These results indicate the hypertolerance of arsenic by KKDK-1 and KKDK-2 with its higher accumulation capacity, signifying them as potential candidates for arsenic detoxification of arsenic contaminated sites.

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WILKS, ANN. "The 1921 Anglo-Afghan Treaty: How Britain's ‘man on the spot’ shaped this agreement." Journal of the Royal Asiatic Society 29, no. 1 (October 31, 2018): 75–94. http://dx.doi.org/10.1017/s1356186318000421.

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AbstractThis article explores the part played by Sir Henry Dobbs, the ‘man on the spot’, in shaping the 1921 Anglo-Afghan Treaty. The treaty provisions being negotiated were important to the security of the Indian frontier, internally and internationally, as they defined the formal relationship between India and Afghanistan right through until Indian independence. In contrast with existing accounts, the analysis presented here contends that Dobbs did have a significant influence both on the negotiating process and on the eventual result. It demonstrates how in his role as chief negotiator Dobbs drew on experience and techniques that he had earlier acquired as a political officer in frontier areas. His aim seems to have been to influence matters so that the treaty would deliver on what he regarded as important while giving away nothing that he thought damaging. The article thus sheds light on how—in a novel and volatile context—Dobbs handled differing views in London and Delhi, and negotiated with the Amir. Given the necessary authority by the British Government, he finally arrived at an agreement accepted by the various parties—Afghans, the Viceroy and the British Government in London. The source for this revised perspective on the negotiations and fuller understanding of his role are Dobbs’ recently-discovered letters and private papers, previously unavailable to historians, together with a re-examination of official sources prompted by this new material.

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Muldoon, Andrew. "Wavell and the Dying Days of the Raj: Britain's Penultimate Viceroy in India. By Muhammad Iqbal Chawla. (Karachi, Pakistan: Oxford University Press, 2012. Pp. xi, 293. $25.00.)." Historian 76, no. 2 (June 1, 2014): 386–87. http://dx.doi.org/10.1111/hisn.12036_32.

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Kumar, N. Senthil, and K. Selvamani. "LIFE INSURANCE INDUSTRY IN INDIA-AN OVERVIEW." International Journal of Research -GRANTHAALAYAH 4, no. 10(SE) (October 31, 2016): 30–36. http://dx.doi.org/10.29121/granthaalayah.v4.i10(se).2016.2466.

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The first insurer of life was the marine insurance underwriters who started issuing life insurance policies on the life of master and crew of the ship, and the merchants. The first insurance policy was issued on 18th June 1583,on the life of WILLIAM GIBBONS for the period of 12 months. The oriental life insurance company is the first insurance companies in India which is started on 1818 by Europeans at Kolkata. The Indian Life Assurance Companies Act, 1912 was the first statutory measure to regulate life business. In 1928, the Indian Insurance Companies Act was enacted to enable the Government to collect statistical information about both life and non-life business transacted in India by Indian and foreign insurers including provident insurance societies. In 1938, with a view to protecting the interest of the Insurance public, the earlier legislation was consolidated and amended by the Insurance Act, 1938 with comprehensive provisions for effective control over the activities of insurers. In 1956 the life insurance companies was nationalized. The LIC absorbed 154 Indian, 16 non-Indian insurers as also 75 provident societies—245 Indian and foreign insurers in all. The LIC had monopoly till the late 90s when the Insurance sector was reopened to the private sector.

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Chakravarti, Ranabir. "Nakhudas and Nauvittakas: Ship-owning Merchants In The West Coast of India (c. AD 1000-1500)." Journal of the Economic and Social History of the Orient 41, no. 3 (February 1, 2000): 34–64. http://dx.doi.org/10.1163/1568520001436261.

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Patel, Vilas, Siddharth Jain, and Datta Madamwar. "Naphthalene degradation by bacterial consortium (DV-AL) developed from Alang-Sosiya ship breaking yard, Gujarat, India." Bioresource Technology 107 (March 2012): 122–30. http://dx.doi.org/10.1016/j.biortech.2011.12.056.

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Basha, Shaik, Premsingh Mansingh Gaur, Ravikumar Bhagwan Thorat, Rohitkumar Harikrishna Trivedi, Sandip Kumar Mukhopadhyay, Nisha Anand, Shalin Hemantbhai Desai, Kalpana Haresh Mody, and Bhavnath Jha. "Heavy Metal Content of Suspended Particulate Matter at World’s Largest Ship-Breaking Yard, Alang-Sosiya, India." Water, Air, and Soil Pollution 178, no. 1-4 (July 22, 2006): 373–84. http://dx.doi.org/10.1007/s11270-006-9205-z.

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Thakur, Leela Devi. "Correlation-ship of playing ability with body length segments of Tribal girls of Himachal Pradesh India." International Journal of Physical Education Sports Management and Yogic Sciences 11, no. 2 (2021): 6–12. http://dx.doi.org/10.5958/2278-795x.2021.00010.2.

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Llewellyn-Jones, Rosie. "The Colonial Response to African Slaves in British India ‐ Two Contrasting Cases." African and Asian Studies 10, no. 1 (2011): 59–70. http://dx.doi.org/10.1163/156921011x558628.

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Abstract The African presence in India, especially in the Deccan and Gujarat, has been well documented. Scattered references to discrete groups of Africans in other parts of India are less well known. The author recently identified a group of African slave descendants living in Lucknow, the capital of a former kingdom in northern India, following the discovery of pertinent East India Company records in the National Archives, New Delhi. Why the Africans were brought to this particular kingdom will be examined, together with their treatment by the British Government in India after the Mutiny of 1857/58. At the same time, the Government was setting up an ‘African Asylum’ in Bombay, to house and educate African children liberated from an Arab slave ship at Karachi. The question of inconsistent government policy towards African slaves in British India will be examined and it will be argued that it was tempered by differing regional and political considerations.

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Journal articles on the topic 'Viceroy of India (Ship)'

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