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Published: 4 June 2021

Last updated: 8 February 2022

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1

Nichols, Rodney W. "The Science of Science Policy: A Handbook - Edited by Kaye Husbands Fealing, Julia I. Lane, John H. Marburger III, and Stephanie S. Shipp." Review of Policy Research 28, no. 5 (September 2011): 548–50. http://dx.doi.org/10.1111/j.1541-1338.2011.00523.x.

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2

Byrd, Philip R. "Continuous Existence of Historic Ship Museums." Public Historian 39, no. 3 (August 1, 2017): 62–84. http://dx.doi.org/10.1525/tph.2017.39.3.62.

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Keeping museum practices strictly within the confines of the National Register of Historic Places’ period of historical significance guidelines is not sustainable for many museum ships. By defining and using continuous existence, SS John W. Brown is creating a new method of interpretation, marketing, preservation, and programming that tells a larger story. This paper puts SS John W. Brown, a Liberty ship from World War II, operational vessel, and maritime museum, into context by surveying ships on the National Register of Historic Places. As World War II fades from public memory and popular culture, a new methodology is required.

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3

Bego, Margarita. "Trabakul Sveti Ivan – jedan od najstarijih drvenih plovećih brodova na Jadranskom moru." Naše more 67, no. 3 (September 2020): 1–9. http://dx.doi.org/10.17818/nm/2020/3.8.

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4

Muecke, C., L. Hamper, AL Skinner, and C. Osborne. "Ciguatera au sein de l’équipage d’un navire étranger dans la ville canadienne de Saint John en 2015." Relevé des maladies transmissibles au Canada 41, no. 11 (November 5, 2015): 424–28. http://dx.doi.org/10.14745/ccdr.v41i11a04f.

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5

Huang, Hong, Dechao Sun, Renfang Wang, Chun Zhu, and Bangquan Liu. "Ship Target Detection Based on Improved YOLO Network." Mathematical Problems in Engineering 2020 (August 17, 2020): 1–10. http://dx.doi.org/10.1155/2020/6402149.

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Ship target detection is an important guarantee for the safe passage of ships on the river. However, the ship image in the river is difficult to recognize due to the factors such as clouds, buildings on the bank, and small volume. In order to improve the accuracy of ship target detection and the robustness of the system, we improve YOLOv3 network and present a new method, called Ship-YOLOv3. Firstly, we preprocess the inputting image through guided filtering and gray enhancement. Secondly, we use k-means++ clustering on the dimensions of bounding boxes to get good priors for our model. Then, we change the YOLOv3 network structure by reducing part of convolution operation and adding the jump join mechanism to decrease feature redundancy. Finally, we load the weight of PASCAL VOC dataset into the model and train it on the ship dataset. The experiment shows that the proposed method can accelerate the convergence speed of the network, compared with the existing YOLO algorithm. On the premise of ensuring real-time performance, the precision of ship identification is improved by 12.5%, and the recall rate is increased by 11.5%.

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Erskine, Angus B., and Kjell-G. Kjaer. "The Arctic ship Fox." Polar Record 33, no. 185 (April 1997): 123–32. http://dx.doi.org/10.1017/s0032247400014443.

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AbstractThe ship Fox, built in Aberdeen in 1855 as a yacht, was used by Francis Leopold McClintock on his successful search for relics of Sir John Franklin's lost expedition. She was then chartered for one summer for Allen Young and John Rae to survey a route for a trans-Atlantic cable via the Faeroes, Iceland, and Greenland, after which she was in the services of the Kryolith Mine og Handelsselskabet, based at Ivigtut, southwest Greenland, for many years. In 1905, under charter, she made a historically significant voyage to Thule in northwest Greenland. After this she was owned by the Kongelige Grønlanske Handel and used for coastal freighting, until in 1912 she was condemned and abandoned in Qeqertarsuaq (Godhavn) Harbour, where remnants may be seen today.

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7

Hofmeyr, Isabel. "How Bunyan Became English: Missionaries, Translation, and the Discipline of English Literature." Journal of British Studies 41, no. 1 (January 2002): 84–119. http://dx.doi.org/10.1086/386255.

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On 31 October 1847, the John Williams, a ship of the London Missionary Society, left Gravesend for the Pacific Islands from whence it had come. Its cargo included five thousand Bibles and four thousand copies of The Pilgrim's Progress in Tahitian. Like other such mission ships, the John Williams had been funded by the pennies and shillings of Sunday school subscription and had become a huge media spectacle. It was but one of the many international propaganda exercises at which mission organizations so excelled.This picture of The Pilgrim's Progress (1678 and 1684) at the center of an international web is an appropriate one. Written in the wake of the English Revolution, the book had rapidly been disseminated to Protestant Europe and North America. By the late 1700s, it had reached India and by the early 1800s, Africa. Yet, some one hundred years on, this avowedly international image of The Pilgrim's Progress had been turned inside out. From being a book of the world, it had become a book of England. Today, John Bunyan is remembered as a supremely English icon, and his most famous work is still studied as the progenitor of the English novel. Roger Sharrock, in his introduction to the Penguin edition of The Pilgrim's Progress, best exemplifies this pervasive trend of analysis. His introduction begins by acknowledging Bunyan's international presence, but this idea is then snapped off from the “real” Bunyan who is local, Puritan, and above all English.

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8

Gottlieb, Sidney. "Milton's Land-Ships and John Wilkins." Modern Philology 84, no. 1 (August 1986): 60–62. http://dx.doi.org/10.1086/391515.

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9

Erskine, Angus B., and Kjell-G. Kjaer. "The polar ship Quest." Polar Record 34, no. 189 (April 1998): 129–42. http://dx.doi.org/10.1017/s0032247400015278.

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AbstractSir Ernest Shackleton bought the Norwegian sealer Foca 7 in 1921 for his third Antarctic expedition and renamed it Quest. He died aboard the ship in South Georgia in January 1922, but Frank Wild took over the leadership and completed the expedition after the delayed start. The vessel returned to Norwegian ownership in 1923 but kept the name Quest. In the 1920s and 1930s, in-between sealing voyages, she was chartered out for various scientific or hunting expeditions, mostly to S valbard or the east coast of Greenland, during which many well-known explorers trod her decks, including Gunnar Isachsen, Gino Watkins, Augustine Courtauld, John Rymill, Count Eigil Knuth, Lawrence Wager, H.W. Ahlmann, Gaston Micard, Paul-Emile Victor, and John Giaever. Vital assistance was given in rescuing the survivors of the Italian airship Italia in 1928, of the Danish ship Teddy in 1924, and of several sealers at different times. Many sailors owed their lives to this little ship, which was owned by the Schjelderup family and for most years captained by Ludolf Schjelderup, who gained international fame as an expert ice pilot. On one occasion, 1936–37, the vessel overwintered at Loch Fyne in northeast Greenland. In April 1940, when the Germans invaded Norway, Quest was sealing off Newfoundland. Allied naval forces took possession of her and she was used in various capacities in Canada, Bermuda, and UK coastal waters for the rest of the war. After the war, she once again returned to the sealing business under Norwegian ownership until finally coming to grief in the ice just north of Newfoundland and sinking on 5 May 1962.

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10

Keynes, Simon, and Rosalind Love. "Earl Godwine's ship." Anglo-Saxon England 38 (December 2009): 185–223. http://dx.doi.org/10.1017/s0263675109990044.

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AbstractThe Vita Ædwardi regis, written probably in the late 1060s, is a major source for our knowledge of the reign of King Edward the Confessor (1042–66). The discovery by Henry Summerson of the complete text of a hitherto incomplete poem in the Vita Ædwardi, describing a ship given to the king by Earl Godwine, on the occasion of the king's accession in 1042, contributes significantly to our understanding of the poem itself, and bears at the same time on the relationship between the Encomium Emmae reginae and Vita Ædwardi, and between the Vita Ædwardi and the later eleventh- or early-twelfth-century source common to John of Worcester's Chronicle and to William of Malmesbury's Gesta regum Anglorum. These matters are pursued further, in a preliminary exploration of the wider significance of Dr Summerson's discovery.

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11

Barr, William. "Discovery of one of Sir John Franklin's ships." Polar Record 51, no. 1 (October 15, 2014): 107–8. http://dx.doi.org/10.1017/s0032247414000758.

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In the summer of 2014 a major search was mounted in the Canadian Arctic for H.M.S.ErebusandTerror, the ships of Sir John Franklin's expedition, the aim of which was to make a transit of the northwest passage. Beset in the ice to the northwest of King William Island in the summer of 1846, they were abandoned there by the 105 surviving members of their crews in the summer of 1848. The officers and men hoped to walk south to the mouth of the Back River, presumably to ascend that river in the hope of reaching the nearest Hudson's Bay Company's post at Fort Resolution on Great Slave Lake. None of them survived. The 2014 expedition, the Victoria Strait Expedition, mounted by a consortium which included Parks Canada, the Canadian Coast Guard, the Canadian Navy, the Royal Canadian Geographical Society, the Arctic Research Foundation, and One Ocean Adventure, had four ships at its disposal including the Canadian Coast Guard's icebreakerSir Wilfrid Laurier(Captain Bill Noon) and the Navy's HMCSKingston.

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12

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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13

Coates, John. "Tilley's and Morrison's triremes—evidence and practicality." Antiquity 69, no. 262 (March 1995): 159–62. http://dx.doi.org/10.1017/s0003598x00064383.

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The designer of the reconstructed Greek trireme, Olympias, first proposed by John Morrison and now built and tested at sea, takes issue with Alec Tilley's divergent ideas and proposals about these ships, together with their practicality. The author is a naval architect.

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14

Swastika, Mayora Bunga. "Values and Norms Matter: Ketidakikutsertaan Indonesia dalam Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships (ReCAAP)." Indonesian Perspective 3, no. 1 (September 6, 2018): 19. http://dx.doi.org/10.14710/ip.v3i1.20176.

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This article examines Indonesia’s choice to not join the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP). Piracy is a transnational crime that requires cooperation to deal with. Asian waters has a high level of piracy, especially in the Malacca Strait and Indonesian Waters. ReCAAP, as a regional institution, was formed to deal with piracy and armed robbery against ships in Asian waters. Indonesia has been choosing not to join ReCAAP to combat piracy and armed robbery against ships. The purpose of this article is to explain the causes of Indonesia’s rejection to join ReCAAP. This article uses literature study by collecting related data piracy in the Malacca Strait and Indonesian waters. Beside, this article collecting related data about Indonesia foreign policy. In the end, this article shows there are non-material factors that influencing Indonesia’s behavior not to join ReCAAP. The non-material factors are historical, values, and norms.Keywords: Indonesia, piracy, Malacca Strait, maritime cooperation, ReCAAP, values, norms

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15

Mendus, Susan. "Innocent Before God: Politics, Morality and the Case of Billy Budd." Royal Institute of Philosophy Supplement 58 (March 2006): 23–38. http://dx.doi.org/10.1017/s1358246100009292.

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I begin with the story told by Herman Melville in his short novel, Billy Budd. The year is 1797. Britain is engaged in a long and bitter war against France, and the British war effort has been threatened by two naval mutinies: the Nore Mutiny and the mutiny at Spithead. The scene is His Majesty's Ship, the Indomitable, and the central character is Billy Budd, sailor. Billy Budd is a young man of exceptional beauty, both physical and moral, whose only flaw is a stammer. He is loved by all his fellow sailors except the master-at-arms, John Claggart. The incarnation of evil, Claggart recognises in Billy the incarnation of goodness, and is consumed by a jealousy which leads him to accuse Billy (falsely) of inciting the crew to mutiny. Alone with Claggart and the ship's Captain, Edward Vere, Billy hears the lying charge against him. He is enraged, but his stammer prevents him from responding in words. He strikes Claggart, and the blow is fatal. Billy Budd, sailor, has killed the master-at-arms of one of His Majesty's ships on active service, and the penalty for this is death.

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16

Mendus, Susan. "Innocent Before God: Politics, Morality and the Case of Billy Budd." Royal Institute of Philosophy Supplement 58 (May 2006): 23–38. http://dx.doi.org/10.1017/s1358246106058024.

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I begin with the story told by Herman Melville in his short novel, Billy Budd.The year is 1797. Britain is engaged in a long and bitter war against France, and the British war effort has been threatened by two naval mutinies: the Nore Mutiny and the mutiny at Spithead. The scene is His Majesty’s Ship, the Indomitable, and the central character is Billy Budd, sailor. Billy Budd is a young man of exceptional beauty, both physical and moral, whose only flaw is a stammer. He is loved by all his fellow sailors except the master-at-arms, John Claggart. The incarnation of evil, Claggart recognises in Billy the incarnation of goodness, and is consumed by a jealousy which leads him to accuse Billy (falsely) of inciting the crew to mutiny. Alone with Claggart and the ship’s Captain, Edward Vere, Billy hears the lying charge against him. He is enraged, but his stammer prevents him from responding in words. He strikes Claggart, and the blow is fatal. Billy Budd, sailor, has killed the master-at-arms of one of His Majesty’s ships on active service, and the penalty for this is death.

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17

Alsop, J. D. "Bishop John Bridgeman and the Lancashire Ship Money." Northern History 24, no. 1 (January 1988): 212–14. http://dx.doi.org/10.1179/nhi.1988.24.1.212.

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18

Jackson, Christine E. "Henry Ward and John James Audubon, 1831–1837." Archives of Natural History 45, no. 1 (April 2018): 14–20. http://dx.doi.org/10.3366/anh.2018.0479.

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Edwin Henry Ward was a member of the illustrious Ward family of taxidermists. The first reference to Henry Ward was when he boarded the ship Columbia off Portsmouth on 31 July 1831 when he set sail for North America with Lucy and John James Audubon. As a teenager, Henry was already a skilled taxidermist, his ability being appreciated by the bird author John James Audubon. On his return from the USA, Henry established a business in London at a time when owning mounted birds became fashionable.

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19

Barr, William. "Discovery of one of Sir John Franklin's ships– CORRIGENDUM." Polar Record 51, no. 2 (December 22, 2014): 223. http://dx.doi.org/10.1017/s0032247414000862.

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20

Berger, Jonathan, John Orcutt, Steven Foley, and Steven Bohlen. "HiSeasNet: Oceanographic ships join the grid." Eos, Transactions American Geophysical Union 87, no. 18 (2006): 174. http://dx.doi.org/10.1029/2006eo180009.

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21

Holden, Brock W. "King John, the Braoses, and the Celtic Fringe, 1207–1216." Albion 33, no. 1 (2001): 1–23. http://dx.doi.org/10.1017/s0095139000066357.

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In 1210, King John led to Ireland an army that consisted of the feudal levy of England, mercenary knights from Flanders, and a large force of Serjeants and crossbowmen, supported in the course of the campaign by some seven hundred ships. Money paid out for the ships totalled over £3,800, while wages for the crossbowmen and Serjeants topped £2,380. The 1210 Irish expedition was an impressive operation and showed Angevin government at its most effective. Modern historians, needless to say, have been impressed by the organisation and scale of the undertaking. What makes John’s Irish campaign not only impressive but terrifying was that, in one sense, it was all done to hunt down one man and his family.

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22

Bonnell, FrançOise B. "Review: SS John W. Brown Museum, Project Liberty Ship." Public Historian 38, no. 3 (August 1, 2016): 139–44. http://dx.doi.org/10.1525/tph.2016.38.3.139.

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23

Simmons, Laurence. "Adam Smith’s ‘Impartial Spectator’ and John Webber’s Ship Cove." Third Text 31, no. 5-6 (November 2, 2017): 699–714. http://dx.doi.org/10.1080/09528822.2018.1433116.

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24

Moore, P. G. "The Goodsir brothers from Fife, Scotland: contributions to anatomy, marine zoology and Arctic exploration in the nineteenth century." Archives of Natural History 47, no. 1 (April 2020): 76–91. http://dx.doi.org/10.3366/anh.2020.0623.

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Three Goodsir brothers, John, Henry (“Harry”) and Robert, from Fife, Scotland, all shared an early interest in marine zoology in the early 1800s. They all went on to receive medical training, with the eldest brother, John, eventually becoming Professor of Anatomy in the University of Edinburgh. John's primary claim to biological fame rests on his contributions to cell-doctrine, in which his eminence was on a par with that of Rudolf Virchow. In his youth, however, John (in concert with younger brother Harry) had become interested in marine zoology, and, as students in Edinburgh, they shared rooms with marine zoologist Edward Forbes. Harry Goodsir, however, was much more of a marine naturalist than John. His life was tragically cut short by his perishing, together with the rest of his shipmates on HMS Erebus, on the third Franklin expedition to the Arctic regions, that one being by ship during a quest for the elusive Northwest Passage. A younger brother, Robert, undertook two later Arctic voyages in search of Harry and his doomed shipmates, making natural history observations on sea birds and marine organisms along the way.

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25

Deitz, Dan. "How Did the Titanic Sink?" Mechanical Engineering 120, no. 08 (August 1, 1998): 54–58. http://dx.doi.org/10.1115/1.1998-aug-1.

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This article elucidates the reasons behind the Titanic sink. The recent engineering evidence suggests that the unsinkable ship, Titanic, experienced a hull failure at the surface and broke into pieces before it went down. Although all the officers testified that the ship sank intact, some survivors and crew testified to a hull failure at the surface. Even during the American and British inquiries into the disaster, few questions focused on the structural aspects of the ship. Despite survivors’ testimonies, it was concluded that the ship sank intact. A full-ship model was graphically constructed, employing a modern approach similar to that used for US Navy destroyers and cruisers today. Loadings for the model were developed based on one flooding scenario from the paper, “The Sinking of the Titanic,” by Chris Hackett and John C. Bedford. The demise of the mighty Titanic was swift, sure, and terrible. The engineering marvel that heralded the beginning of the age of technology also displayed, all too clearly, its vulnerability and limits—as well as the need for prudence and safety.

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26

Gallagher, David. "School and Careers for Working-class Kids." Australian Journal of Career Development 3, no. 1 (March 1994): 6–8. http://dx.doi.org/10.1177/103841629400300103.

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It is the end of the world — that button has been pushed. Most of the world's population have managed to escape to another planet. The remaining ten people are about to board the last space flight to safety. Due to a mistake in the calculations there is now only space on the space ship for seven people. You have to select which three will remain behind and face certain death. The ten people are Paul Keating, John Hewson, Madonna, the Queen, Jeff Kennett, Pat Cash, Bronwyn Bishop, Princess Diana, Mary Smith and an unmarried mother. Spend a couple of minutes deciding whom you would leave off the space ship.

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27

Horgan, Denis, Joanne Hackett, C. Benedikt Westphalen, Dipak Kalra, Etienne Richer, Mario Romao, Antonio L. Andreu, et al. "Digitalisation and COVID-19: The Perfect Storm." Biomedicine Hub 5, no. 3 (September 17, 2020): 1–23. http://dx.doi.org/10.1159/000511232.

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“A ship in the harbour is safe, but that is not what ships are built for,” observed that sage 19th century philosopher William Shedd. In other words, technology of high potential is of little value if the potential is not exploited. As the shape of 2020 is increasingly defined by the coronavirus pandemic, digitalisation is like a ship loaded with technology that has a huge capacity for transforming mankind’s combat against infectious disease. But it is still moored safely in harbour. Instead of sailing bravely into battle, it remains at the dockside, cowering from the storm beyond the breakwaters. Engineers and fitters constantly fine-tune it, and its officers and deckhands perfect their operating procedures, but that promise is unfulfilled, restrained by the hesitancy and indecision of officialdom. Out there, the seas of the pandemic are turbulent and uncharted, and it is impossible to know in advance everything of the other dangers that may lurk beyond those cloudy horizons. However, the more noble course is for orders to be given to complete the preparations, to cast off and set sail, and to join other vessels crewed by valiant healthcare workers and tireless researchers, already deeply engaged in a rescue mission for the whole of the human race. It is the destiny of digitalisation to navigate those oceans alongside other members of that task force, and the hour of destiny has arrived. This article focuses on the potential enablers and recommendation to maximise learnings during the era of COVID-19.

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Hagerty, James, and Tom Johnstone. "Catholic Military Chaplains in the Crimean War." Recusant History 27, no. 3 (May 2005): 415–46. http://dx.doi.org/10.1017/s0034193200031526.

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In the choir of the chapel at St Mary’s College, Oscott, is a stained glass window dedicated to the memory of Fr John Wheble, a military chaplain who died in the Crimean War. Whereas the four upper lights of the window depict scenes from the life of St John the Apostle, Fr Wheble’s patron saint, the four lower ones show Wheble setting sail for the Crimea, giving absolution to soldiers, attending the wounded at the Battle of the Alma, and his death on board the hospital ship Arabia on November 3, 1854. St Edmund’s College, Ware, also has a Crimean window and again Fr Wheble, a benefactor of the college, is depicted along with two alumni of the college, Fr Michael Canty and Fr Denis Sheehan, who also died in the Crimea.

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29

Morse, Alan L. "Season Ticket Holder No-shows: An Attendance Dilemma at Mississippi State Baseball Games." Case Studies in Sport Management 2, no. 1 (January 2013): 66–80. http://dx.doi.org/10.1123/cssm.2.1.66.

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The Mississippi State Bulldogs baseball team has enjoyed strong fan support over the years as the Bulldogs play in front of sold out crowds each time they take the field. The problem is not the ability to sell tickets, but the high frequency of “no-shows.” Ticketing Director, John King, must consider the big picture when formulating a plan to solve this problem. There are many areas within the athletic department that contribute to this problem, and can help “right the ship” as John described it. The goal is to solve the problem with frequency of attendance at home baseball games from multiple aspects. Many areas within the athletic department factor into this process: 1) fundraising and development, 2) ticket office, 3) marketing department, and 4) promotions department.

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30

Ross, W. Gillies. "Clairvoyants and mediums search for Franklin." Polar Record 39, no. 1 (January 2003): 1–18. http://dx.doi.org/10.1017/s0032247402002723.

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The search for Sir John Franklin (1847–59) coincided with a growing interest in mesmerism and modern spiritualism in Britain. Several clairvoyants, claiming to ‘see’ Franklin's ships and crews in the Arctic, made statements about the status and location of the overdue expedition, and at least three mediums described communications with Franklin’s spirit. Although the Admiralty provided assistance to Dr Haddock, the mesmerist of Emma, the Bolton clairvoyant, they did not take any action on the basis of her statements, probably because the various accounts were contradictory and could not be verified, and because the Admiralty Lords were sceptical of paranormal phenomena. Lady Franklin, on the other hand, visited clairvoyants and altered the plans for her search expeditions under Forsyth and Kennedy on the basis of a revelation. Recently, an American medium has described more than two dozen conversations with the spirits of Sir John and Lady Franklin.

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31

Millar, Keith, Adrian W. Bowman, William Battersby, and Richard R. Welbury. "The health of nine Royal Naval Arctic crews, 1848 to 1854: implications for the lost Franklin Expedition." Polar Record 52, no. 4 (April 6, 2016): 423–41. http://dx.doi.org/10.1017/s0032247416000176.

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ABSTRACTMedical factors including tuberculosis, scurvy, lead poisoning and botulism have been proposed to explain the high death rate prior to desertion of the ships on Sir John Franklin's expedition of 1845–1848 but their role remains unclear because the surgeons’Sick bookswhich recorded illness on board have eluded discovery. In their absence, this study examines theSick booksof Royal Naval search squadrons sent in search of Franklin, and which encountered similar conditions to his ships, to consider whether their morbidity and mortality might reflect that of the missing expedition. TheSick booksof HMSAssistance, Enterprise, Intrepid, Investigator, PioneerandResoluteyielded 1,480 cases that were coded for statistical analysis. On the basis of the squadrons’ patterns of illness it was concluded that Franklin's crews would have suffered common respiratory and gastro-intestinal disorders, injuries and exposure and that deaths might have occurred from respiratory, cardiovascular and tubercular conditions. Scurvy occurred commonly and it was shown that the method of preparing ‘antiscorbutic’ lemon juice for the search squadrons and Franklin's ships would have reduced its capacity to prevent the disease but there were no grounds to conclude that scurvy was significant at the time of deserting the ships. There was no clear evidence of lead poisoning despite the relatively high level of lead exposure that was inevitable on ships at that time. There was no significant difference between the deaths of non-officer ranks on Franklin's ships and several of the search ships. The greater number of deaths of Franklin's officers was proposed to be more probably a result of non-medical factors such as accidents and injuries sustained while hunting and during exploration.

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32

Cruwys, Liz. "Henry Grinnell and the American Franklin searches." Polar Record 26, no. 158 (July 1990): 211–16. http://dx.doi.org/10.1017/s0032247400011451.

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AbstractHenry Grinnell (1799–1874), a retired New York shipping magnate, maintained for 20 years a correspondence with Jane Franklin, wife of the British explorer Sir John Franklin whose ships Erebus and Terror were lost in the Arctic some time after 1845. Grinnell financed two United States expeditions and two searches by Charles Francis Hall to the Arctic to collect information on the fate of the Franklin expedition. Grinnell's letters, now held in the archives of the Scott Polar Research Institute, form the basis of this article.

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Sheres, David, and Walter Munk. "On John Isaac's 1952 Measurements of Surface-Ship and Submarine Wakes." Oceanography 5, no. 2 (1992): 121–23. http://dx.doi.org/10.5670/oceanog.1992.20.

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Blake, David Haven. "Los Angeles, 1960: John F. Kennedy and Whitman's Ship of Democracy." Walt Whitman Quarterly Review 28, no. 1-2 (October 1, 2010): 60–64. http://dx.doi.org/10.13008/2153-3695.1952.

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Bianco, William. "The Movers and the Shirkers: Representatives and Ideologues in the Senate. By Eric M. Uslaner. Ann Arbor: University of Michigan Press, 1999. 218p. $44.50." American Political Science Review 95, no. 1 (March 2001): 224. http://dx.doi.org/10.1017/s0003055401472017.

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The Movers and the Shirkers is a critique and extension of a well-cited and important research program: attempts to measure the degree to which legislators shirk, or advance their own policy goals at the expense of those held by their constituents. Such analyses (e.g., Joseph P. Kalt and Mark Zupan, "Capture and Ideology in the Economic Theory of Politics," American Economic Review 74 [June 1984]: 279 300; John R. Lott, "Political Cheating," Public Choice 52 [1987]: 16986) typically assume a principal-agent relation- ship between constituents and elected representatives, and they specify a regression analysis with roll-call behavior as a left-hand side variable and various measures of constituency interests and legislator ideology as right-hand side variables. Previous work (John E. Jackson and John W. Kingdon, "Ideology, Interest Groups, and Legislative Votes," American Journal of Political Science 36 [August 1992]: 80523) shows that these analyses are bedeviled by measurement and esti- mation issues. Eric Uslaner highlights a more fundamental flaw: By ignoring important and well-understood mechanisms that tie legislators to their constituents, these analyses as- sume what should be tested.

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Lambert, Andrew. "John Scott Russell — Ships, Science and Scandal in the Age of Transition." International Journal for the History of Engineering & Technology 81, no. 1 (January 2011): 60–78. http://dx.doi.org/10.1179/175812110x12869022260150.

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37

Kashay, Jennifer Fish. "Competing Imperialisms and Hawaiian Authority: The Cannonading of Lāāhaināā in 1827." Pacific Historical Review 77, no. 3 (August 1, 2008): 369–90. http://dx.doi.org/10.1525/phr.2008.77.3.369.

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Current historical and anthropological scholarship asserts that narratives of events are not necessarily historical ““truths”” but interpretations made by writers who are socially and culturally situated. This article analyzes multiple perspectives, including those of sailors, merchants, Natives, and missionaries, to gain insight into the ways in which imperial power in the Sandwich Islands was cultivated, negotiated, and redeployed. In particular, the article focuses on the 1827 firing of cannon at American missionaries in Lāāhaināā, Māāui, by the British ship John Palmer in response to several Native Hawaiian women who boarded the ship to engage in sexual relations, and to the protest by a converted Native chief. This article argues that, although Native women's bodies had been commodified since Capt. James Cook's time, by the 1820s they served as sites of desire, contestation, and economic gain.

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Dottie, R. G. "John Crosse of Liverpool and Recusancy in Early Seventeenth-Century Lancashire." Recusant History 20, no. 1 (May 1990): 31–47. http://dx.doi.org/10.1017/s0034193200006105.

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John Crosse of Liverpool has been hailed by several historians (see below, p. 37) as an example of a ‘Roman Catholic actively opposing Ship Money’ in part because Catholics typically were financially stretched by the demands of compositions. Few individuals have been identified in that role, thus assuring Crosse a permanent place in history. But how justified is this assessment of a man whom recent research reveals as a more complex character than is allowed by the convenient stereotype allotted to him? Who exactly was he?

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Park, Robert W., and Douglas R. Stenton. "Use your best endeavours to discover a sheltered and safe harbour." Polar Record 55, no. 6 (October 22, 2019): 361–72. http://dx.doi.org/10.1017/s0032247419000573.

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AbstractOn 24 May 1847, Sir John Franklin’s third expedition reported “All well”, but less than a year later, on 22 April 1848, the 129 sailors who had set out from Britain on Erebus and Terror had been reduced to 105 survivors departing their frozen ships in a desperate attempt to escape the Arctic. At least 24 were so unhealthy that they would perish after having travelled little more than 100 km from the ships. By contrast, the small mortality rates on other contemporary Arctic expeditions, some of which stayed in the Arctic considerably longer, were consistent with the mortality rates in the Royal Navy worldwide. This paper explores the question of what difference caused so many of Franklin’s crew to die during their final months on-board the ships and in the initial stages of the escape attempt. From the perspective of cultural ecology, the most significant difference, and the ultimate cause of the catastrophe as it unfolded, was wintering in the ice pack. This distinguished the Franklin expedition from all of the other comparable overwintering expeditions, and precluded the Erebus and Terror crews from hunting or fishing. That in turn led to nutritional deficiencies due to much greater reliance on stored provisions than other expeditions.

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Jamieson, Alan G. "Book Review: Ships for a Nation, 1847–1971: John Brown & Company, Clydebank." International Journal of Maritime History 15, no. 1 (June 2003): 280–81. http://dx.doi.org/10.1177/084387140301500142.

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Manik Pratiwi, AA, and Putu Diah Kusuma Dewi. "Economic Management of Income Earned by Cruise Ship Workers from Denpasar Municipality in Their Place of Origin." Udayana Journal of Social Sciences and Humanities (UJoSSH) 1, no. 2 (September 29, 2017): 163. http://dx.doi.org/10.24843/ujossh.2017.v01.i02.p07.

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This study aims to identify the ways applied in the economic management of the income earned by cruise ship workers from Denpasar Municipality in their place of origin and to identify the benefits enjoyed by families of the cruise ship workers and their place of origin through the economic income management. This study examines the ways employed in the economic income management. This research took place in Denpasar Municipality of Bali Province. Samples were taken by the random sampling technique. The informants are cruise ship workers from Denpasar Municipality and their families. The thematic content analysis is applied in this study. The main findings of this study indicate that cruise ship workers have managed their income economically. They do so by investing their income to do a business, buy land, and build a boarding house. They also join Bali Seafarers Cooperative as a member. Their families enjoy many benefits with the economic income management by cruise ship workers.

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Kjær, Kjell-G. "The polar ship Frithjof." Polar Record 42, no. 4 (October 2006): 281–89. http://dx.doi.org/10.1017/s0032247406005535.

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Frithjof participated in several North Pole expeditions between 1898 and 1907 and was also involved in several relief expeditions. Her most frequent commander was Captain Johan Kjeldsen, who was an internationally famous ice pilot. Frithjof was built in 1884 at Stokke on Oslo fjord, Norway. After being employed in the sealing trade for some years, Frithjof was sold to an Icelandic concern. In 1891 she returned to Norwegian ownership and, in 1898, was chartered for Walter Wellman's North Pole expedition of the years 1898–1899. In 1900, she was the expedition ship for the Kolthoff expedition to Greenland, Spitsbergen and Jan Mayen. Between 1901 and 1904 she was engaged in Ziegler's North Pole expeditions both as expedition ship and as relief vessel. In 1903 the Swedish government chartered Frithjof in order to search for the Nordenskjöld expedition in the Antarctic. In 1906–7 the ship was again chartered for Wellman's North Pole airship expeditions. In late September 1907, Frithjof sailed from Tromsø on a relief expedition to search for Laura, an expedition vessel to Greenland that had not been heard of for three months. On 5 October 1907 she was lost in a storm off Iceland and only one man survived from her crew of 17.

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Barton, Cheryl. "The dermal filler ship has not sailed, but it has been hijacked by pirates." Journal of Aesthetic Nursing 7, Sup2 (October 2018): 4. http://dx.doi.org/10.12968/joan.2018.7.sup2.4.

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Rubin, Morton J. "John Biscoe's meteorological and oceanographic observations in the Southern Ocean, 1830–1832." Polar Record 33, no. 184 (January 1997): 39–46. http://dx.doi.org/10.1017/s0032247400014157.

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AbstractJohn Biscoe's voyage of discovery in the ships Tula and Lively, undertaken at the directive of the owners of the firm Messrs Enderby between 1830 and 1833, was the third expedition to circumnavigate Antarctica at a high latitude. This paper presents a digest and assessment of meteorological and oceanographic data recorded by Biscoe on that voyage. These observations, which are not normally easily accessible, substantiate the reputation of Biscoe as an assiduous and careful observer, and, when compared, they expand on the observations made during earlier circumnavigations by James Cook (1772–1775) and Thaddeus Bellingshausen (1819–1821).

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Barr, William. "Aleksandr Stepanovich Kuchin: the Russian who went south with Amundsen." Polar Record 22, no. 139 (January 1985): 401–12. http://dx.doi.org/10.1017/s0032247400005647.

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AbstractAleksandr Stepanovich Kuchin (1888–1912) was already an experienced mariner and oceanographer when Amundsen invited him to join the Fram expedition of 1910–12. Expecting a voyage through the Barents Sea, Kuchin found himself on an expedition to the Antarctic. While Amundsen's sledging parties sought the South Pole, Kuchin remained with the ship, completing an excellent oceanographic survey of the southern Atlantic Ocean. Returning to Russia in 1912 he was recruited, by the geologist and explorer V. A. Rusinov to join a scientific expedition to Svalbard. As deputy leader of the party and captain of Gerkules, the expedition ship, Kuchin played an important role in the Svalbard survey. Then once again found himself heading in an unexpected direction: on completing the Svalbard work, Rusanov decided to attempt the Northern Sea Route to the Bering Strait. Gerkules disappeared and was never seen again; her loss, presumably in the Kara Sea, brought to an untimely end the career of a promising young polar explorer.

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Marienberg, Evyatar. "Bible, religion and Catholicism in Sting’s album and musical The Last Ship." Studies in Musical Theatre 12, no. 3 (December 1, 2018): 319–35. http://dx.doi.org/10.1386/smt.12.3.319_1.

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Sting, aka Gordon Sumner (b. 1951 in Wallsend, close to Newcastle upon Tyne), is a famous songwriter and performer who grew up in a Catholic environment. Although he does not identify as Catholic anymore, the religious images and notions he grew up with appear rather frequently in his work. This article explores examples of religious imagery in his album The Last Ship (2013), and in the musical of the same name based on the album. To date, the musical has been produced from two very different books: a US version by John Logan and Brian Yorkey (2014), and a UK one by Lorne Campbell (2018). The US version includes many religious notions, and in particular, includes a priest as one of its central figures. The UK version has little to no religion in it. The article suggests that each of these versions reflects a certain historical moment in the life of Wallsend, from where, supposedly, the ‘last ship’ was launched.

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Talbot, Ann. "Locke's Travel Books." Locke Studies 7 (December 31, 2007): 113–34. http://dx.doi.org/10.5206/ls.2007.1059.

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Peter Martyr, papal legate to the court of Spain and learned humanist, solemnly informed his readers that children were turned into frogs on one of the newly discovered Caribbean islands. Columbus thought his ship was caught in the powerful current of one of the rivers that flowed out of Eden, when he encountered the mouth of the Orinoco. Amerigo Vespucci invented an entire voyage so that he could claim priority in the discovery of the American continent. If we were to leaf through the travel books that the philosopher John Locke had on his shelves we would find these and even stranger stories of shape-shifting enchanters, lakes of gold, Amazon warrior women, societies where equality and liberty reigned and property was held in common, as well as sophisticated, well-organized societies where the educated class were all materialists and atheists. Travel literature seems a most unsuitable body of material for John Locke, the father of British empiricism, to study, but study it he did.

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Hewitt, G. F. "John Gordon Collier, F.R.Eng. 22 January 1935 — 18 November 1995." Biographical Memoirs of Fellows of the Royal Society 45 (January 1999): 67–75. http://dx.doi.org/10.1098/rsbm.1999.0006.

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John Collier was a chemical engineer who, in his earlier career, was a specialist in two–phase flow and heat transfer. He was formerly Chairman of the UK Atomic Energy Authority (UKAEA) and was Chairman of Nuclear Electric plc when he died on 18 November 1995. John Collier was born in London on 22 January 1935. His father, Jack Collier, was a musician who was one of the country's leading double–bass players. Jack had turned down the job of lead bass with the Hallé Orchestra at the age of 20 and set out to see the world. While playing in the ship's band on a transatlantic trip he met John's mother (Edith Georgina de Ville, a passenger on the same ship) and married her soon afterwards, in 1925. John was their only child and his infant years were spent in prewar London, his father making a name for himself playing music of a wide variety. During the war, Jack Collier became a member of ENSA, the Forces' entertainment service. His attempts to protect his wife and child against the bombing seemed to be relatively unsuccessful; he moved them to Southampton, Coventry and Manchester in turn! The young John Collier, at the age of six, was actually machinegunned by a German fighter plane flying down a Southampton street. John and his mother finally returned to London just in time for the start of the V1 (flying bomb) raids. All these moves meant that John attended nine different schools during the war years–a very disruptive experience. The family was reunited again after the war but their happiness was short–lived; John's mother (Edith) had a recurrence of the cancer she had suffered towards the end of the war and died in 1948. In 1951, Jack Collier married Guinevere (Jean) Olga Northcote. By this time, he was working freelance, playing with the major London orchestras; he was much in demand. He still did some work with lighter music, particularly on the radio where he played in such programmes as ITMA (Tommy Handley) and The Goon Show (Spike Milligan, Harry Secombe and Peter Sellers), and he later played on television shows such as The Morecombe and Wise Show.

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Bush, Elizabeth. "The Adventures of John Blake: Mystery of the Ghost Ship by Philip Pullman." Bulletin of the Center for Children's Books 70, no. 10 (2017): 466. http://dx.doi.org/10.1353/bcc.2017.0455.

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Muecke, C., L. Hamper, AL Skinner, and C. Osborne. "Ciguatera fish poisoning in an international ship crew in Saint John, Canada: 2015." Canada Communicable Disease Report 41, no. 11 (November 5, 2015): 285–88. http://dx.doi.org/10.14745/ccdr.v41i11a04.

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