Tesi: "Shipping – History"

1

Cousin, Justine. "Extra-European Seamen employed by British Imperial Shipping Companies (1860-1960)". Thesis, Sorbonne université, 2018. http://www.theses.fr/2018SORUL135.

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Abstract (sommario):

Cette thèse étudie les marins non-européens travaillant sur les navires à vapeur des compagnies maritimes britanniques desservant l’empire de la Grande-Bretagne, à partir d’archives métropolitaines et coloniales, mais aussi de témoignages oraux. Ces sources sont étudiées avec une approche d’histoire impériale, maritime, sociale et du travail. Les marins extra-européens viennent des Caraïbes, du sous-continent indien, de la péninsule arabique, d’Afrique de l’Est et de l’Ouest. Ils occupent des postes peu ou pas qualifiés dans les trois départements du bord, justifiés par des caractéristiques pseudo-scientifiques établissant une hiérarchie des origines. Leur recrutement est justifié leur faible coût salarial et de leurs horaires de travail étendus en comparaison de leurs collègues britanniques. Les postes de commandement étant réservés aux Blancs, les marins de couleur sont confinés à un rôle de subordonnés. Ces derniers subissent une ségrégation touchant leur logement et leur avitaillement, mais aussi leurs uniformes, contribuant à les mettre à part sur les navires à vapeur. Le recrutement des marins extra-européens se développe massivement à partir de 1849 avant de connaitre des restrictions à partir de 1905 et surtout de l’entre-deux-guerres. Certains s’installent dans les quartiers portuaires dans des environnement multi-ethniques, souvent dégradés et à l’écart du reste de la ville. Ils restent alors dans des pensions qui servent d’entre-deux culturel ou bien sont pris en charge par les missionnaires locaux. Certains s’installent dans leur propre logement et établissent des relations avec les femmes blanches, ce qui suscite périodiquement l’hostilité des hommes locaux
This dissertation studies extra-European seamen who worked on steamships of the British shipping companies throughout the British Empire, by using metropolitan and colonial archives as well as oral history testimonies. These sources are studied with an imperial, maritime, labour and social history approaches. Extra-European seamen came from the Caribbean, the Indian subcontinent, the Arabian peninsula, Eastern and Western Africa. They were hired for unskilled or low-skilled positions in the three shipboard departments, based on pseudoscientific characteristics which created racial hierarchies. They were chosen over their British counterparts, as they cost less and worked more hours aboard. Tbey were subordinated to white officers, as non-white seamen could not get a senior position. Their accommodation and food rations both reflected work division and racial segregation, as they had specific and lower living quarters and food. They were also set apart with their dedicated uniforms. Extra-European seamen are massively recruited from 1849 onwards until further restrictions from 1905 and the interwar years especially. Some of them settled in interracial dockside areas, which were often run-down, overpopulated and physically segregated from the rest of the city. They may stay in boarding-houses that acted as buffers between native and metropolitan cultures or be taken in charge by the local missionaries. Some of them settled in their own houses and began interracial relationships with local white women, which periocally arouse hostility from the local white men

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2

Shore, Philip. "Sunset over the Red Ensign : the decline of the British deepsea shipping 1945-89". Thesis, University of Kent, 1990. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.236856.

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Abstract (sommario):

This thesis investigates the decline of the British deepsea merchant fleet over the period 1945-1989, a decline evident in both relative terms against its major competitors and from the mid-1970s in a dramatic fall in tonnage of the British-owned fleet. For the purposes of analysing the industry's poor performance, it is necessary to divide the period into three distinct phases: post-war reconstruction without radical innovation (1945-65); rapid technological and market developments (1966-73); and severe, prolonged depression (1974-89). Methodologically, therefore, explanations valid in one phase need not apply throughout the whole period. Chapter One sets out the scope of the study, sUlll1l8.I'ises the declining fortunes of British shipping, and explains the approaches used to identify its causes. Chapters two to six present analytical treatments of these causes. First, British technological changes. shipowners were slow to respond to the massive Second, they took a pessimistic view of the markets and were reluctant to engage in new ventures until the mid-1950s. In 1958-66 and again from 1973 all shipowners had to contend with severe depressions. TIlird, there was a lack of action in controlling operating costs before 1965 and again from 1973. In the first period shipowners proved unwilling to use external finance, although the drawbB.cks of the more progressive policy were evident from 1974. Fourth, the government restricted profitability and increased the tax burden until more aid was provided from 1956, while other states' protectionism hit liner operators. Fifth, the shipowners were reduced by continual attrition, from the 1960s by consolidation of ownership and by diversification out of These in turn reflected a chanie in the nature of management traditional control by the founding families. Chapters Seven shipping. from the am Eight comprise five case-studies of a representative selection of shipowners in relation to issues raised in the preceding analytical chapters.

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3

Andersson, Lars Fredrik. "Bilateral shipping and trade : Swedish-Finnish experiences in the post-war period". Doctoral thesis, Umeå : Ekonomisk historia, Umeå universitet, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-514.

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4

Yeung, Tat-chuen, e 楊達存. "The Hong Kong shipping register: past, present and future". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1994. http://hub.hku.hk/bib/B31964667.

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5

Cousin, Justine. "Extra-European Seamen employed by British Imperial Shipping Companies (1860-1960)". Electronic Thesis or Diss., Sorbonne université, 2018. http://www.theses.fr/2018SORUL135.

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Abstract (sommario):

Cette thèse étudie les marins non-européens travaillant sur les navires à vapeur des compagnies maritimes britanniques desservant l’empire de la Grande-Bretagne, à partir d’archives métropolitaines et coloniales, mais aussi de témoignages oraux. Ces sources sont étudiées avec une approche d’histoire impériale, maritime, sociale et du travail. Les marins extra-européens viennent des Caraïbes, du sous-continent indien, de la péninsule arabique, d’Afrique de l’Est et de l’Ouest. Ils occupent des postes peu ou pas qualifiés dans les trois départements du bord, justifiés par des caractéristiques pseudo-scientifiques établissant une hiérarchie des origines. Leur recrutement est justifié leur faible coût salarial et de leurs horaires de travail étendus en comparaison de leurs collègues britanniques. Les postes de commandement étant réservés aux Blancs, les marins de couleur sont confinés à un rôle de subordonnés. Ces derniers subissent une ségrégation touchant leur logement et leur avitaillement, mais aussi leurs uniformes, contribuant à les mettre à part sur les navires à vapeur. Le recrutement des marins extra-européens se développe massivement à partir de 1849 avant de connaitre des restrictions à partir de 1905 et surtout de l’entre-deux-guerres. Certains s’installent dans les quartiers portuaires dans des environnement multi-ethniques, souvent dégradés et à l’écart du reste de la ville. Ils restent alors dans des pensions qui servent d’entre-deux culturel ou bien sont pris en charge par les missionnaires locaux. Certains s’installent dans leur propre logement et établissent des relations avec les femmes blanches, ce qui suscite périodiquement l’hostilité des hommes locaux
This dissertation studies extra-European seamen who worked on steamships of the British shipping companies throughout the British Empire, by using metropolitan and colonial archives as well as oral history testimonies. These sources are studied with an imperial, maritime, labour and social history approaches. Extra-European seamen came from the Caribbean, the Indian subcontinent, the Arabian peninsula, Eastern and Western Africa. They were hired for unskilled or low-skilled positions in the three shipboard departments, based on pseudoscientific characteristics which created racial hierarchies. They were chosen over their British counterparts, as they cost less and worked more hours aboard. Tbey were subordinated to white officers, as non-white seamen could not get a senior position. Their accommodation and food rations both reflected work division and racial segregation, as they had specific and lower living quarters and food. They were also set apart with their dedicated uniforms. Extra-European seamen are massively recruited from 1849 onwards until further restrictions from 1905 and the interwar years especially. Some of them settled in interracial dockside areas, which were often run-down, overpopulated and physically segregated from the rest of the city. They may stay in boarding-houses that acted as buffers between native and metropolitan cultures or be taken in charge by the local missionaries. Some of them settled in their own houses and began interracial relationships with local white women, which periocally arouse hostility from the local white men

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6

Cai, Sixing, e 蔡思行. "One country, two systems: shipping and maritime customs affairs in Hong Kong and Guangdong Province (1897-1910)". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2013. http://hub.hku.hk/bib/B50218803.

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7

Clydesdale, Greg. "Industrial leadership : a historical analysis of merchant shipping". Lincoln University, 2002. http://hdl.handle.net/10182/1712.

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Abstract (sommario):

This thesis set out to explore the forces that determine the rise and fall of industrial leadership. It attempted to do this by applying an industry life cycle model to the shipping industry. The industrial life cycle was posited on the basis of existing literature, particularly the growth of knowledge, evolutionary and institutional literature, which lend themselves to patterns of industrial growth and entrapment. On this basis, this thesis set out to examine whether industrial leadership can be explained by a four-staged process of imitation, catch up, advance and entrapment. However, this thesis has exposed something more complicated. Processes of imitation, catch up advance and entrapment were shown to be at work in the shipping industry, but they were tempered by the effects of military and political forces that may not be exogenous, and the trend from regionalism to globalisation. The original model did not encompass early indigenous developments that are not based on imitation that do not immediately lead to a position of advanced leadership. In this light, a better description of the first stage would be capability building.

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8

Perry, John H. "Marrying the Orient and the Occident: Shipping and Commerce between France and Algeria, 1830-1914". The Ohio State University, 2011. http://rave.ohiolink.edu/etdc/view?acc_num=osu1321838904.

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9

Sowden, Carrie Elizabeth. "A shipping crate from the 1865 California shipwreck Brother Jonathan: hardware from the Russell and Erwin Manufacturing Company". Thesis, Texas A&M University, 2003. http://hdl.handle.net/1969.1/3940.

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Abstract (sommario):

In the summer of 2000, divers recovered a large shipping crate from the wreck of the Brother Jonathan, a steamboat that sank off of Crescent City, California on 30 July 1865. Ownership of the crate was taken over by the state of California and was sent to Texas A&MÂs Conservation Research Laboratory for excavation and conservation. As soon as work began, it became clear that the crate contained a shipment of a variety of hardware most likely destined for a general store as each of the artifacts discovered was found in high quantities. Also, there was a wide variety of artifacts discovered, tools, architectural pieces, food preparation, fur trapping, and personal items. The crate was shipped from San Francisco from the warehouse of the Russell and Erwin Manufacturing Company; however, its final destination is unknown. Records for this warehouse and for the boat were destroyed in the earthquake and fire of 1906, so the destination for these goods is purely speculative. Using information from the excavation of the crate and a historical analysis of the contents led to a plausible theory. After careful review, it seems most likely that the crate was intended for a general store in a small town with a rural customer base.

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10

Cheer, Karen A. "Irish maritime trade in the eighteenth century : a study in patterns of trade, market structures, and merchant communities : a thesis submitted to the Victoria University of Wellington in fulfilment of the requirements for the degree of Master of Arts in History /". ResearchArchive@Victoria e-Thesis, 2008. http://hdl.handle.net/10063/895.

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11

Perry, John H. "From Sea to Lake: Steamships, French Algeria, and the Mediterranean, 1830-1940". The Ohio State University, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=osu1555500493058779.

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12

Eriksson, Martin. "Sjötransporter och regional omvandling : Regleringen av den norrländska vintersjöfarten 1940-1975". Licentiate thesis, Umeå University, Department of Economic History, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-955.

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This licentiate thesis investigates the decision-making process behind the regulation of winter shipping along the coast of the northern part of Sweden, the Norrland region, in the period 1940-1975. The licentiate thesis examines two aspects of this decision-making process. First, how the regulations in the field of winter shipping were designed in the period. Second, this work examines the underlying factors behind this regulatory outcome on the premise that the regulatory design in the field was the result of an interaction between the regulating actors in the government and their political and economic institutional context.

As for the first issue, it is demonstrated that the period 1940-1975 was characterised by a regulatory ambition to expand winter shipping along the coast of Norrland. This meant that the government made substantial investments in ice-breakers during the period, which gradually expanded the shipping season until the target of year-round shipping even to the northernmost ports was established in the first part of the 1970s. Accordingly, those dues for ice-breaker services proposed by several committees that investigated the issue were never introduced. Instead, government-led ice-breaking has served to compensate Norrland as a peripheral region for its relatively high transport costs.

Regarding the second issue, it is showed that the decision-making process was influenced by developments at different policy levels of the government hierarchy. In the period 1940-1964, when a public authority within the maritime sector emerged and was consolidated, developments at the maritime sector level affected the decision-making process to a large extent. In turn, the period after 1964 witnessed a change in government policy towards the Norrland region as a more interventionist regional and industrial policy than earlier was implemented. This meant that the decision-making process to a larger extent was influenced by factors originating from a macro policy level.

During the decision-making process, actors at both the maritime sector level and the macro level emphasized the importance of government-regulated winter shipping for the regional industrialization of the Norrland region in terms that reflected the aims and interests of their policy levels. In this respect, actors in the maritime sector pointed to the role of winter shipping as a trade policy instrument while actors who represented the interests of regional development policy and industrial policy considered the expansion of winter shipping as crucial in achieving the general ambition to create a geographically egalitarian welfare state, characterised by high levels of growth and low unemployment.

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13

Peel, Samantha. "The development of the bill of lading : its future in the maritime industry". Thesis, University of Plymouth, 2002. http://hdl.handle.net/10026.1/407.

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Abstract (sommario):

This Thesis will consider the development of the traditional bill of lading from its origins, which appear to be much older than previously considered, up to the present day. The development of the bill of lading will be examined in order to answer basic questions: what is a traditional bill of lading, and what functions does it perform. In Part I of the Thesis the development of the three main functions of the traditional bill will be considered, namely receipt, contract, document of title. It will conclude with observations on the nature of the traditional bill of lading and how it differs from the early form of the bill of lading. Part II of the Thesis will then consider the development and nature of related shipping documents (charterparty bills, received for shipment bills, non-transferable bills), how far these documents perform the functions of the traditional bill of lading, and whether they can be truly described as bills of lading. Part II will then go on to consider the development and nature of electronic bills of lading and assess how well such bills perform the functions of the traditional bill of lading. The Thesis will conclude that although most of the functions of the traditional bill are in effect performed by electronic bills, electronic bills are in fact a new type of bill of lading and not merely a traditional bill in an electronic format. Conclusions will then be drawn as to what effect the development of new types of bill of lading will have on the future of the traditional bill of lading in the maritime industry.

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14

Erickson, Valerie J. "Mapping England's Trade Through Depictions in English Emblems". Digital Commons @ East Tennessee State University, 2011. https://dc.etsu.edu/etd/2258.

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This thesis explores the growing interaction between England and foreign countries comparing their trade with contemporary later sixteenth century and seventeenth century English emblems. The emblems used are those available over the internet from several different library and university sources. As England expanded its trade throughout the world, English emblems began to show the exchange occurring between England and its various trading partners. Historians have largely overlooked this valuable source of information. By studying emblems historians gain invaluable insight into the economy, society, politics, religion, and other matters with which England was concerned.

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15

Welter, Franklin Michael. "The American Civil War: A War of Logistics". Bowling Green State University / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=bgsu1434019565.

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16

Aldman, Lili-Annè. "En merkantilistisk början : Stockholms textila import 1720–1738". Doctoral thesis, Uppsala University, Department of Economic History, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-8645.

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The purpose of this thesis is to, from an institutional approach, study how the Stockholm importers within the textile sector adapted their foreign trade to the change in economic policy 1720 through 1738. The focus is to investigate to what extent the introduction of new laws, regulations etc. can be an explanation for what happened to Stockholm’s foreign trade, mainly imports, particularly textile imports during the period. It is mainly the economic policies that had been enacted during the Hornian government and their effects that have been studied. This is a period that has seldom been studied in other research.

This thesis begins when the Russian raids were over. This was a year when the foreign trade still was relatively free and was untouched by the 17th century’s regulations. After 1721 the policies that would be introduced to increase Sweden's level of self-sufficiency and strengthen ties with the North Sea area had several components. Besides the economic policy, the main sources for the thesis are the city toll records.

The trade policies in the shape of tolls and fees, import and consumption bans etc. and the commercial policies together became different kinds of political tools used for several purposes. The conclusion of this thesis is that the economic policies made the Stockholm importers adapt their trade to the change. The import bans and sumptuary laws had an effect. The economic policies gave rise to an increase in the import of textile raw materials. The rise in toll costs and import fees contributed to displacing the foreign trade towards other areas. The change in the economic policies was successful in the sense that it gave rise to new conditions for domestic production within the textile sector and forced Stockholm's importers to adapt their foreign trade.

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17

Little, Andrew Ross. "British personnel in the Dutch navy, 1642-1697". Thesis, University of Exeter, 2008. http://hdl.handle.net/10036/67714.

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An international maritime labour market study, the thesis focuses on the Dutch naval labour market, analysing wartime Zeeland admiralty crews. The research is based primarily on unique naval pay sources. Analysis of crew compositions has not been made on this scale in the period before. The 1667 Dutch Medway Raid is the starting point, where a few British played a leading role – amongst many others reported on the Dutch side. Pepys and Marvell primarily blamed their joining the enemy on the lure of superior Dutch payment. The thesis asks how many British there were really, how they came to be in Dutch service, and whether this involvement occurred, as indicated, at other times too. Part One is thematic and explores the background mechanisms of the maritime environment in detail, determining causation. First, the two naval recruitment systems are compared and completely reassessed in the light of state intervention in the trade sphere. Two new sets of ‘control’ data – naval wages and foreign shipping – are amongst the incentives and routes determined. British expatriate communities are examined as conduits for the supply of naval labour and civilian support. British personnel are compared and contrasted with other foreigners, against the background of Anglo-Dutch interlinkage and political transition from neutrality through conflict to alliance. Part Two is chronological, covering four major wars in three chapters. Micro-case studies assembled from the scattered record streams enable analysis of the crews of particular officers and ships. Seamen were an occupation that made them a very little known group: the thesis examines the different career types of British personnel of many different ranks, shedding light on their everyday lives. The thesis shows that British personnel were an integral part of Dutch crews throughout the period, even when the two nations were fighting each other. The basic need of subsistence labour for employment took precedence over allegiance to nation/ideology, demonstrating limitations in state power and the continual interdependence forced on the maritime powers through the realities of the labour market.

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18

Schimanski, Kate Bridget. "The importance of selective filters on vessel biofouling invasion processes". Thesis, University of Canterbury. School of Biological Sciences, 2015. http://hdl.handle.net/10092/11299.

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The spread of exotic species is considered to be one of the most significant threats to ecosystems and emphasises the need for appropriate management interventions. The majority of marine non-indigenous species (NIS) are believed to have been introduced via ship biofouling and their domestic spread continues to take place via this mechanism. In some countries, biosecurity systems have been developed to prevent the introduction of NIS through biofouling. However, implementing biosecurity strategies is difficult due to the challenges around identifying high-risk vectors. Reliable predictors of risk have remained elusive, in part due to a lack of scientific knowledge. Nonetheless, invasion ecology is an active scientific field that aims to build this knowledge. Propagule pressure is of particular interest in invasion ecology as it describes the quantity and quality of the propagules introduced into a recipient region and is considered to be an important determinant in the successful establishment of NIS. Environmental history affects health and reproductive output of an organism and, therefore, it is beneficial to examine this experimentally in the context of biofouling and propagule pressure. The aim of this thesis was to examine how voyage characteristics influence biofouling recruitment, survivorship, growth, reproduction and offspring performance through the ship invasion pathway. This was to provide fundamental knowledge to assist managers with identifying high-risk vessels that are likely to facilitate the introduction or domestic spread of NIS, and to understand the processes affecting biofouling organisms during long-distance dispersal events. Chapter One provides an introduction to the issues addressed in this thesis. Each data chapter (Chapters Two – Five) then focused on a stage of the invasion process and included field experiments using a model organism, Bugula neritina. Finally, Chapter Six provides a summary of key findings, discussion and the implications to biosecurity management. Throughout this thesis, the effect of donor port residency period on the success of recruits was highlighted. Chapter Two focused on recruitment in the donor region. As expected, recruitment increased with residency period. Importantly, recruitment occurred every day on vulnerable surfaces, therefore, periods as short as only a few days are able to entrain recruits to a vessel hull. The study presented in Chapter Three showed that there was high survivorship of B. neritina recruits during 12 translocation scenarios tested. In particular, the juvenile short-residency recruits (1-8 days) survived voyages of 8 days at a speed of 18 knots; the longest and fastest voyage simulated. Interestingly, variation in voyage speed and voyage duration had no effect on the survivorship of recruits, but did have legacy effects on post-voyage growth. Again, B. neritina which recruited over very short residency periods of 1 day continued to perform well after translocation and had the highest level of reproductive output after the voyage scenarios (Chapter Four). Recruits that were older (32-days) and reproductively mature at the commencement of the scenarios failed to release any propagules. Even though the number of ‘at sea’ and ‘port residency’ days were equal, reproductive output was higher after short and frequent voyages than after long and infrequent voyages. Finally, the study presented in Chapter Five examined transgenerational effects of B. nertina. Results showed that although the environmental history of the parent colony had a carry-over effect on offspring performance, it was the offspring environment that was a stronger determinant of success (measured by reproductive output and growth). Although cross-vector spread is possible (i.e. parent and offspring both fouling an active vessel), offspring released from a hull fouling parent into a recipient environment will perform better. In combination, these studies have provided new insights into NIS transport via vessel biofouling. Although shipping pathways are dynamic and complex, these results suggest that juvenile stages that recruit over short residency periods and are then translocated on short voyages, may pose a higher risk for NIS introduction than originally assumed. This has implications for marine biosecurity management as short residency periods are common and short, frequent voyages are typical of domestic vessel movements which are largely unmanaged.

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19

Vieira, Jofre TeÃfilo. "Uma trÃgedia em trÃs partes: o motim dos pretos da Laura em 1839". Universidade Federal do CearÃ, 2010. http://www.teses.ufc.br/tde_busca/arquivo.php?codArquivo=5445.

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Abstract (sommario):

CoordenaÃÃo de AperfeiÃoamento de Pessoal de NÃvel Superior
Em 12 de junho de 1839, alguns dos cativos a bordo do brigue-escuna Laura Segunda, que partiu do MaranhÃo para Pernambuco, realizaram um motim nas costas do litoral do CearÃ e assassinaram seis pessoas, o capitÃo, o contramestre, o prÃtico, dois marujos e um passageiro. Depois de desembarcar na praia do Iguape, os escravos foram presos e, dentre eles, nove foram acusados e levados a julgamento em Fortaleza, onde seis foram condenados Ã pena de morte, um a galÃs perpÃtuas, outro a aÃoites e andar com ferros, e o Ãltimo absolvido. O julgamento ocorreu de forma sumÃria, indicando a necessidade de se punirem rÃpida e exemplarmente os responsÃveis por aquele âhorroroso atentadoâ. A pesquisa pretende analisar o motim e os eventos que envolveram os pretos da Laura. Para isso, se propÃe a examinar a navegaÃÃo de cabotagem realizada entre o Norte e o Nordeste do Brasil, em especial do ParÃ a Pernambuco, para se entender o mundo do trabalho em que estavam inseridos os marinheiros cativos do Laura Segunda. AlÃm disso, busca-se compreender e relacionar os diversos movimentos realizados durante a dÃcada de 1830, que fomentaram um clima de grande instabilidade polÃtica e social no Brasil e permitiram o aparecimento de alguns atos de rebeldia produzidos pela escravaria. O motim no Laura Segunda foi um deles. As memÃrias do motim e dos eventos que envolveram os pretos da Laura ficaram vivas na capital cearense durante bastante tempo. Desta forma, procura-se compreender quais os seus significados e apropriaÃÃes pela sociedade cearense, em especial o grupo dos cativos.
On the 12th of June, 1839, a number of slaves on board the brig-schooner Laura Segunda, which had earlier left Pernambuco en-route to MaranhÃo, mutinied off the coast of CearÃ, killing six people: the captain; the boatswain; the pilot; two of the sailors and a passenger. After landing on the beach at Iguape, the slaves were captured and nine of them charged and taken to be prosecuted in Fortaleza, where six were sentenced to death, one to life imprisonment with forced-labour, yet another to being whipped and forced to go around in irons, and the last acquitted. The trials were summary in nature, demonstrating the need for a prompt and exemplary punishment of those responsible for the "horrendous attack". The present research aims to examine the mutiny and the various events which surrounded the negro slaves on board the Laura. To this end we propose examining the system of cabotage shipping carried out between the North and Northeast of Brazil, in particular that from ParÃ to Pernambuco, in an attempt to understand the work environment of the slave-sailors on the Laura Segunda. In addition, we wish to investigate and detail the various movements which occurred during the 1830s and which fostered a climate of political and social instability in Brazil, paving the way for various acts of rebellion by the slaves, of which the mutiny on the Laura Segunda was one. The memory of the mutiny and the events surrounding the negros on board the Laura remained alive in Fortaleza for some considerable time. We plan to arrive at an appreciation of the meaning of these events and how they were appropriated by CearÃ society, and in particular by the slaves.

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20

"政治決策與經世思考中的明代海運". Thesis, 2007. http://library.cuhk.edu.hk/record=b6074174.

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Abstract (sommario):

In this study, we explore the reason why Ming people did not use sea transportation to solve the problem of supplying Beijing from the perspectives of political history and intellectual history. Chapter 2 and chapter 3 reconstruct the decision-making processes in sea transportation. Chapter 4 analyses state and local political factors which influenced the result of decision-making. Chapter 6 discusses the spread and evolution of sea transportation knowledge in the intellectual sphere. (Abstract shortened by UMI.)
Sea transportation in this study refers to a specific form of maritime activity---grain transportation by sea. Sea transportation in the Ming dynasty (1368-1644) was conducted in the years before the Grand Canal became the major route of grain transportation. Although retrospectively it was only a transitional means of grain transportation in the dynasty, it was often proposed to be an alternative to canal transportation when the Grand Canal was malfunctioning. Because of what was involved in the grain supply of the imperial capital, sea transportation never ceased to be an issue in the political history of the Ming.
樊鏵.
呈交日期: 2006年9月.
論文(哲學博士)--香港中文大學, 2007.
參考文獻(p. 339-359).
Cheng jiao ri qi: 2006 nian 9 yue.
Adviser: Hung-lam Chu.
Source: Dissertation Abstracts International, Volume: 68-08, Section: A, page: 3545.
Electronic reproduction. Hong Kong : Chinese University of Hong Kong, [2012] System requirements: Adobe Acrobat Reader. Available via World Wide Web.
Electronic reproduction. [Ann Arbor, MI] : ProQuest Information and Learning, [200-] System requirements: Adobe Acrobat Reader. Available via World Wide Web.
Abstracts in Chinese and English.
School code: 1307.
Lun wen (zhe xue bo shi)--Xianggang Zhong wen da xue, 2007.
Can kao wen xian (p. 339-359).
Fan Hua.

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Mouroutsos, Stavros, e 莫達夫. "The History and Challenges of the Baltic Dry Indices in the Bulk Shipping Sector". Thesis, 2017. http://ndltd.ncl.edu.tw/handle/gk5je2.

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碩士
國立臺灣海洋大學
航運管理學系
105
From the creation of the first shipping index, the BFI, until now there have been many changes not only in the seaborne trade patterns but also in the evolution of the shipping indices. The last years’ shipping market is highly unstable and major changes are about to happen in the coming years that will surely affect once again the indices and their calculation methods. This study aims to show if the growth of the seaborne trade volume throughout the years contributed to the Baltic indices’ vessel capacity changes and its’ weightings changes. Beside this, the BVI (Baltic Valemax Index) index is constructed in an effort to show the importance of that index’s routes, as well as how it might be calculated from the Baltic Exchange if it is finally adopted. The matching approach of the index changes with the growth of the seaborne trade volume will be employed in this study, with information obtained mainly from the Baltic Exchange’s reports as well as Clarksons’ reports. It is expected that this study will reveal the contribution that the cargo volumes have on the indices and further make the first step in the construction of a new index. This research reveals that the main cause of the indices’ changes is the pressure that the seaborne trade volume growth puts on the existing transportation capacity and this pressure can be eased either through a tonnage fleet expansion, through a vessel capacity growth or the combination of these two. Furthermore, the BVI index reveals the importance of each route and how the weighting factors should be distributed according to the cargo volumes that are exported solely from Brazil. Last, this research forecasts that the advent of the new Valemax vessels will cause C3 route's weighting and C14 route’s weighting to drop a lot and C5 route's weighting might increase by taking their share. As a consequence, the freight rates for C5 route might drop significantly due to the influx of superfluous tonnage in the Capesize market.

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22

Millar, Roderick J. O. "The technology and economics of water-borne transportation systems in Roman Britain". Thesis, 2002. http://hdl.handle.net/2429/13197.

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The thesis examines a number of questions concerning the design, construction, costs and use of Romano-British seagoing and inland waters shipping. In the first part the reasons for the methods of construction for seagoing and coastal vessels, such as the Blackfriars Ship 1, the St. Peter Port Ship and the Barland's Farm Boat, have been investigated. The constructional characteristics of the two ships are massive floors and frames, with the planking fastened only to the floors and frames with heavy clenched iron nails. There is no edge to edge fastening of the planks, with tenons inserted into mortises cut into the edges of the planks, as is normal in the Mediterranean tradition of ship construction in the Roman period. The Romano-British ships also differ from the Scandinavian tradition of clinker building with overlapping planks nailed to each other along their length. It has been concluded that a natural phenomenon, the large tidal range around the British Isles and the northern coasts of Gaul and Germany, had a dominant effect on the design of seagoing vessels. Deep water harbours, such as Portus, Caesar ea Maritima and Alexandria in the Mediterranean, where ships could lie afloat at all times, were neither practicable nor economic with the technology available. At the British ports, such as Dover, London and Chichester, ships had to come in with the high tide, moor to simple wharves at the high tide level, and then settle on the ground as the tide dropped. At the numerous small havens, inlets and estuaries around the British coasts, ships would come in with the tide, settle on a natural or man-made 'hard' as the tide fell, and discharge cargo over the side to carts, pack animals or people. This mode of operation required sturdy ships that could take the ground without damage, and also withstand a certain amount of 'bumping' on the bottom in the transition period from fully afloat to fully aground. The second part of the thesis investigates the cost of building, maintaining and operating various types of vessels. To do this, a new mode for measuring cost, the Basic Economic Unit, or BEU, has been developed. The probable volume of the various types of cargoes carried has been examined. It appears that grain was the dominant cargo in both coastal and overseas traffic. The total cost of building, maintaining and operating the seagoing and inland water shipping was less than one percent of the gross product of Britain, a small cost for an essential service.

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Krátká, Lenka. "Československá námořní plavba očima československých námořníků (1959 -1989)". Master's thesis, 2011. http://www.nusl.cz/ntk/nusl-298044.

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The main target of the work is to extend our current knowledge concerning history of the Czechoslovak Ocean Shipping company during the period from the company's founding in 1959 until year 1989. The main basis for this task fulfillment there are interviews with former Czechoslovak sailors realized with help of the oral history method. Beside this, the paper is supported also by archive materials. The text reflects certain specificity of the topic (maritime business running in the inland country, in addition country ruled by non-democratic regime) and it aims to the company's history; but its main part is concentrated on the sailors' living conditions. It processes direct testimonies about sailors' life and work on Czechoslovak ships; there are included topics as travelling, emigration, direct experience with communist regime on ships, private life of sailors, and their father and husband role. The author does not propose definite conclusions; her effort is aimed to see the topic from various points of view. Sailors are not portrayed as exceptional people but as men whose meaning of life was work on the sea. And this fact principally influenced their lives as well as lives of their families.

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FEYS, Torsten. "A business approach to transatlantic migration : the introduction of steam-shipping on the North Atlantic and its impact on the European Exodus 1840-1914". Doctoral thesis, 2008. http://hdl.handle.net/1814/10407.

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Defence date: 13 May 2008
Examining Board: Prof. Heinz-Gerhard Haupt (EUI) - supervisor; Prof. Bartolomé Yun (EUI); Prof. Eric Vanhaute (Ghent University); Prof. Lewis Fischer (University of Newfoundland).
First made available online on 24 August 2018
Why, yet another study on the long 19th century European mass-migration movement to the US, when during the last decade migration historians have encouraged a shift away from the Atlanto-centrism and Modernization-centrism that has dominated the sub-discipline (Lucassen and Lucassen, 1996, 28-30; Hoerder, 2002, 10-18)? For many, the topic seems saturated, yet one particular and reoccurring question has not yet received a satisfying answer: how did the migrant trade evolve and influence the relocation of approximately thirty five million migrants across the Atlantic, of whom an ever increasing percentage returned and repeated the journey during the steamship era? More than half a century ago Maldwyn Jones, Frank Thistletwaite, and Rolf Engelsing drew attention to the fact that transatlantic migration was determined by trade routes (Jones, 1956, Engelsing, 1961; Thistletwaite, 1960). Migrants essentially became valuable cargo, on a shipping route made up of raw cotton, tobacco or timber from the New World; a route that had room to spare on the return leg of the journey. Rolf Engelsing in particular documented how the maritime business community reacted to this trade opportunity, by erecting inland networks, directing a continuous flow of human cargo to the port of Bremen during the sailship-era. Marianne Wokeck later stressed the Atlantic dimensions of these networks, by dating the origins of non-colonial mass migration movements to the 18th Century (Wokeck, 1999).

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Steel, Frances Mary. "Oceania under steam : maritime cultures, colonial histories 1870s-1910s". Phd thesis, 2007. http://hdl.handle.net/1885/148187.

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Barker, Peter Frederick. "From the scamander to syracuse: studies in ancient logistics". Diss., 2005. http://hdl.handle.net/10500/1740.

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This dissertation discusses logistical aspects of the Persians invasion of Greece; the Athenian need for timber for building warships; supply problems in their assault on Syracuse; and the march of Alexander's army from Macedonia into Asia. The amount of cereals needed by the Persian and Greek armies and navies is calculated from modern nutritional data and an estimate of the numbers of combatants. The location and size of the Persian food dumps; the excavation of the Athos canal; and the ships and materials needed to build the bridges of boats are considered. The Athenian need for ship-timber led to the costly occupation of Amphipolis. An assured supply of cereals was one motive for the disastrous Sicilian Expedition. The Athenian fleet was an inefficient long-range support for an army which had to protect its non-combatant sailors. This was realised by Alexander the Great, who crossed the Hellespont without naval support.
Classics and Modern European Languages
M.A. (Classics)

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Tesi sul tema "Shipping – History"

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