Academic literature on the topic 'Maritime trade routes'
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Journal articles on the topic "Maritime trade routes"
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Ferrari, Claudio, and Alessio Tei. "Emission savings through a re-scheduling of maritime services: possible implications for the Mediterranean ports." ECONOMICS AND POLICY OF ENERGY AND THE ENVIRONMENT, no. 2 (September 2012): 113–30. http://dx.doi.org/10.3280/efe2012-002006.
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The major aim of the paper is to analyse how growing awareness of environmental impact determined by trade activities can influence maritime transport and how it can facilitate changes in the current structure of maritime routes. In particular, the study compares the emissions concerning two alternatives in current maritime routes to highlight how possible incentives for emission reduction applied to maritime transport could impact the route choice. The analysis focuses on the trade routes from the Far East and South America towards Europe and it compares the emissions in two alternative scenarios: direct services calling at a North European port and shipping services calling at a Mediterranean port. In the latter scenario a significant role could be played by the North-African ports, whose development represents possible transhipment calls for the international shipping trades, mainly on the Europe-Far East route. In this sense they may act as competitors of the North European ports: their favourable geographic position allows for a considerable reduction in nautical distances with an immediate impact on the maritime transport emissions. To analyse the differences of emission impacts, this paper uses some particular statistical tools based on scientific literature and some instruments related to previous analysis in similar fields. The data used in the paper have been collected directly from shipping operators, terminal operators and some specialist databases. The paper is structured in 5 sections. After a brief introduction about transport and the environment (Section 1), Section 2 provides a review of some general methods to calculate the environmental cost of maritime transport, while Section 3 analyses the current trade route system and which ports can have an influence on changing the maritime patterns. Section 4 is focused on the analysis and comparison of the maritime routes alternatives, while Section 5 draws some conclusions and remarks for further analysis.
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Tang, Chanh Tin, and Nguyen Huy Chinh Phan. "THE ROLE OF HOI AN TO THE MARITIME SILK ROAD (FROM THE FIRST HALF OF 16TH CENTURY TO THE SECOND HALF OF 18TH CENTURY)." UED Journal of Social Sciences, Humanities and Education 10, no. 2 (July 1, 2020): 15–21. http://dx.doi.org/10.47393/jshe.v10i4.862.
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The Maritime Silk Road is considered the beginning of all international maritime trade routes, not only in terms of trade; the Maritime Silk Road is also the foundation for human discoveries and understanding about geography, nature, politics and society of many parts of the world. Thanks to its significantly geopolitical and geo-cultural position; from a very early age, Hoi An trading port (Vietnam) has participated and played an important role on this arterial route. This article will focus on clarifying the birth as well as the role of Hoi An to the Maritime Silk Road from) early 16th century to the end of 18th century.
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Martínez-Zarzoso, Inmaculada. "Alternative Sea Routes: What Effects on Maritime Trade?" SAIS Review of International Affairs 33, no. 2 (2013): 61–74. http://dx.doi.org/10.1353/sais.2013.0020.
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Pascali, Luigi. "The Wind of Change: Maritime Technology, Trade, and Economic Development." American Economic Review 107, no. 9 (September 1, 2017): 2821–54. http://dx.doi.org/10.1257/aer.20140832.
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The 1870–1913 period marked the birth of the first era of trade globalization. How did this tremendous increase in trade affect economic development? This work isolates a causality channel by exploiting the fact that the introduction of the steamship in the shipping industry produced an asymmetric change in trade distances among countries. Before this invention, trade routes depended on wind patterns. The steamship reduced shipping costs and time in a disproportionate manner across countries and trade routes. Using this source of variation and novel data on shipping, trade, and development, I find that (i) the adoption of the steamship had a major impact on patterns of trade worldwide; (ii) only a small number of countries, characterized by more inclusive institutions, benefited from trade integration; and (iii) globalization was the major driver of the economic divergence between the rich and the poor portions of the world in the years 1850–1900. (JEL F14, F43, F63, L92, N70, O33)
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Mako, Peter, Andrej David, Andrea Galierikova, and Matus Materna. "Globalization Impact on the Maritime Trade between the USA and the Slovak Republic." SHS Web of Conferences 92 (2021): 07039. http://dx.doi.org/10.1051/shsconf/20219207039.
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Research background: The paper background is based on the importance of maritime trade. The paper offers a proposal for container transport in two different directions along two different transport routes, taking into consideration all trends in the development of port transhipment facilities as well as the development of container transport. The final comparison is determined based on criteria such as speed and complexity of the transport, distance, price for transportation, as well as the risk of endangering the cargo due to shipping through risky geographical areas. These factors, together with other facts, significantly contribute to the final choice of the shipping route both by the shipper and the carrier. Purpose of the article: The main purpose of this paper is to present the basic possibilities of container transportation by sea between North America and Europe, to express the importance of the Transatlantic maritime transport route and to offer a comparison of two transport proposals in a case study.The main objective of the paper is to evaluate the impact of globalization on maritime trade between the USA and Europe, especially the Slovak Republic. Given the rapidly evolving maritime transport situation between North America and Europe, special consideration is also given to the current technical equipment and transhipment technology in the ports through which this trade takes place. Methods: The method used in the paper is the least squares method, that will be used on the prediction of future stage of maritime trade between Slovakia and the USA. For this purpose, methods of regression and correlation analysis will be also used. Findings & Value added: According to data from Review of Maritime Transport between 1995 – 2018, the prediction of stage of maritime trade will be made. The development of the maritime trade will be also predicted.
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Ayyanathan, N. "Knowledge Discovery and Destination Market Intelligence Framework of the Maritime Trade Route Connecting Ancient Port Towns. - A Survey on Tamilnadu Cultural Route and Smart Heritage Tourism." Shanlax International Journal of Arts, Science and Humanities 7, no. 3 (January 1, 2020): 31–35. http://dx.doi.org/10.34293/sijash.v7i3.1614.
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The international trade network of the ancient Chera, Chola, Pandyan kingdoms with Rome in particular since Sangam age has been studied well by various researchers. However, a recent archaeological excavation study at Thandigudi, Pattanam and Keeladi have generated a lot more data and throws more light with new research dimension and direction, particularly concerning the trade routes. The supply chain business intelligence of the various merchant guilds operating in all three Chera, Chola, Pandya territories are reviewed to provide a framework for knowledge destination and cultural heritage trade routes from the emerging new evidence. The proposed logistics network design and destination market intelligence of the trade routes naturally evolved into three clusters of towns and places - the outcome of the research survey concludes with a newly developed smart heritage cultural route of Tamilnadu.
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Berkah, Ahmad. "DAMPAK KEKUASAAN MARITIM SRIWIJAYA TERHADAP MASUKNYA PEDAGANG MUSLIM DI PALEMBANG ABAD VII-IX MASEHI." Medina-Te : Jurnal Studi Islam 13, no. 1 (October 18, 2017): 51–60. http://dx.doi.org/10.19109/medinate.v13i1.1537.
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Research in title “The impact of Sriwijaya Maritime Power toward the Entrance of Muslim Trade in Palembang in VII-IX Century” is based on the power of Sriwijaya maritime that dominated all of the International trade voyage path which was sailed by the foreign merchant including Arabic Muslim traders. The Arabic Muslim traders which sailed and traded to China must go across trade voyage paths of Sriwijaya, thus, the merchants stopped over in the Kingdom center of Sriwijaya located in Palembang. The objective of the study is to analyze the history of development of Sriwijaya’s maritime power, analyzing the sailing and trading path and the relationship of Sriwijaya and the foreign country, and the impact of Sriwijaya’s maritime power toward the entrance of Muslimtraders in Palembang in VII-IX century. This study is in the form of Qualitative research design which is library research., by analyzing thoroughly every single relevant literature. The approach of the research is by using historical method approach which are, heuristic, verification, interpretation, and historiograsion, and politicoligist and economologist scholarship. Moreover, the source of the data were primer and seconder data. Data collection technique as heuristic and verification. To analyze the data, it was used interpretation, then it was conducted the last step that was historyografy or a writing of history. This research concludes that the history of development of Sriwijaya appearing as the ruler of the largest maritime power in Nusantara was supported by their great army and a management of a strong and respected leader.Sriwijaya easily controlled strategic shipping paths, such as the Strait of Malacca, Bangka Strait, Sunda Strait, Karimata Strait, and all shipping lanes in the Nusantara.The condition of the shipping Routes initially frightened Muslim traders, because of the large number of pirates, having successfully controlled by Sriwijaya's maritime power, it became safe and comfortable to go through. And it was required to stop at the harbor or in the center of Sriwijaya Kingdom located in Palembang. In addition, Sriwijaya's relationships with foreign countries, namely Arab, India, China were carried out by Sriwijaya for the recognition of sovereignty and Sriwijaya's power strengthening in the trade shipping paths. Sriwijaya with its maritime power and cooperating with the Sea People to secure the cruise line to the center of Sriwijaya from pirates as well as increasing the confidence of Muslim traders both in trade and security guarantees on the way back from the center of Sriwijaya and access for Muslim traders in the process of Islamization through trade routes in the territory of Sriwijaya kingdom.
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Margariti, Roxani Eleni. "Mercantile Networks, Port Cities, and “Pirate” States: Conflict and Competition in the Indian Ocean World of Trade before the Sixteenth Century." Journal of the Economic and Social History of the Orient 51, no. 4 (2008): 543–77. http://dx.doi.org/10.1163/156852008x354634.
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AbstractThe prevailing image of the Indian Ocean world of trade before the arrival of western Europeans and Ottomans in the region in the sixteenth century is one of a generally peaceful, conflict-free realm dominated by cosmopolitan traders who moved easily across boundaries of geography, ethnicity, language, and religion. This paper modifies this picture by examining the evidence for conflict and competition between pre-modern maritime polities in the western end of the Indian Ocean. In the fifth/eleventh and sixth/twelfth centuries maritime polities on the islands of Kish in the Persian Gulf and Dahlak in the Red Sea antagonized Aden's supremacy as the region's most frequented entrepot. In the subsequent three centuries, the Ayyubids and Rasulids of Yemen also strove to control maritime routes and networks.L'historiographie en vigueur de l'Océan Indien à l'époque précédant la venue des Ottomans et des Européens au XVIème siècle, décrit une aire commerciale généralement paisible parcourue aisément par des négociants cosmopolites par-delà les obstacles géographiques, ethniques, religieux et linguistiques. Cette contribution modifie cette image par un examen des témoignages des Vème/XIème et VIème/XIIe siècles qui attestent les conflits et rivalités des cités portuaires de Kish en la Golfe de Perse, de Dahlak en la Mer Rouge contestant la suprématie d'Aden, l'entrepôt le plus fréquenté. Durant les trois siècles suivants, les Ayyûbides et Rasûlides du Yémen s'efforcèrent également de contrôler les routes et réseaux maritimes.
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Blundell, David, and Jeanette Zerneke. "Early Austronesian Historical Voyaging in Monsoon Asia: Heritage and Knowledge for Museum Displays Utilizing Texts, Archaeology, Digital Interactive Components, and GIS Approaches." International Journal of Humanities and Arts Computing 8, supplement (March 2014): 237–52. http://dx.doi.org/10.3366/ijhac.2014.0110.
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This paper covers work using historical geographic information systems (GIS) by the Electronic Cultural Atlas Initiative (ECAI) 2 to trace early navigation in Monsoon Asia. To open a scholarly Web-based platform to a broader audience, the ECAI Austronesia Team is collaborating with the Maritime Buddhism project conceived by Lewis Lancaster. The Maritime Buddhism project is being developed to reach general audiences with a high level of interactivity and 3D visualizations featuring historic timelines, ships, trade routes and trade winds, travelling monks, life at ports, and stories. To allow the information to be more accessible, mobile phone apps and multi-media museum displays are being developed. Austronesian speaking peoples made navigation a way of life across the Indian and Pacific oceans spanning thousands of years. The goal of this integration of content and technology is to enable our understanding of Monsoon Asia, its diffusion of culture, and oceanic navigation to become alive and accessible.
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Naz, Asmat, and Fatima Ali. "Gwadar Port: As an Economic hub for Maritime Trade in the World Corridor (CPEC)." Journal of Business and Social Review in Emerging Economies 4, no. 1 (June 30, 2018): 7–16. http://dx.doi.org/10.26710/jbsee.v4i1.352.
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Gwadar port, deep-sea port, is used and operated as a mean to serve the supply and import requirements of a well prominent hinterland, as other harbors of Pakistan has been working. Gwadar port is situated in the Arabian Sea, at Gwadar in Baluchistan province of Pakistan. The economic prediction of Gwadar port is the trump card for economy and trade routes for Central Asian States and the world, which holding trade from the western part of China and assume as reasonable interchange transshipment to another desire ports of the region. The port features prominently in the China–Pakistan Economic Corridor (CPEC) plan, and is considered to be a crucial link between the ambitious One Belt, One Road and Maritime Silk Road projects. The proposed paper through the empirical and inductive research approach tries to identify the importance of Gwadar port in the economic and maritime trade of in the world. Gwadar port has an eminent status in the trade of China and Pakistan throughout the world. In future, it will be a keystone in the economic development of Baluchistan as well as Pakistan. Furthermore, China is also investing in the development of Gwadar port to make it the center of maritime trade of Chinese products. Thus, in a short span it becomes a center of maritime trade of the world.
Dissertations / Theses on the topic "Maritime trade routes"
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Calcagno, Claire. "Aspects of seafaring and trade in the Central Mediterranean region, ca. B.C. 1200-800." Thesis, University of Oxford, 1997. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.390282.
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Bachelet, Pierre-Emmanuel. "Bateaux-pigeons, quartier japonais et cartes nautiques : réseaux marchands et relations interculturelles entre le Japon, le Đại Việt et le Champa (XVIe-XVIIIe siècles)." Thesis, Lyon, 2020. http://www.theses.fr/2020LYSEN070.
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Cette thèse vise à analyser l’une des connexions majeures des mers de Chine à l’époque moderne : les relations entre le Japon, le Đại Việt et le Champa. A partir du milieu du XVIe siècle, l’impossibilité d’accéder au marché chinois pousse les marchands japonais à investir de plus en plus dans le commerce avec l’Asie du Sud-Est. Ils peuvent y échanger leur argent et leur cuivre contre de la soie et des produits tropicaux. Pour les Japonais, le Đại Việt présente des avantages décisifs : il accueille des marchands venus de Chine et est le seul pays de la région à produire lui-même de la soie. De plus, les autorités des deux pays partagent une conception similaire de l’étiquette et une instruction fondée sur les mêmes classiques. Le Champa, quant à lui, revêt une importance capitale auprès des autorités japonaises en tant que pourvoyeur de bois précieux. Ces relations connaissent une profonde restructuration au cours des années 1630, quand le shogunat interdit aux Japonais de quitter le pays, sans que cette connexion ne disparaisse. Par ailleurs, ces contacts avec le monde extérieur ont permis à une cartographie spécifiquement japonaise de se développer. Les cartes réalisées, si elles se fondent sur des modèles européens ou chinois, parviennent cependant à les réinventer et à les dépasser.La proximité entre le Japon et le Đại Việt en a donc fait des partenaires privilégiés, ce qui a permis l’établissement de communautés japonaises dans les ports viêt. Ces résidents japonais y ont occupé une fonction centrale, celle d’intermédiation entre Européens et autorités viêt. L’objectif de ce travail de recherche est d’expliciter les fondements sur lesquels cette entente s’est nouée et d’analyser les réseaux multiethniques autour desquelles elle s’est construite, en recourant notamment à des modélisations informatiquesThis dissertation aims to analyse one of the major connections in the early modern China seas, the relations between Japan, Đại Việt and Champa. From the mid-16th century onwards, as they were unable to access the Chinese market, Japanese traders increasingly invested in trade with Southeast Asia. They could exchange silver and cooper against silk and tropical products. Đại Việt offered decisive advantages for the Japanese. Merchants coming for China went there to trade and it is the only country to produce silk on its own. Furthermore, the authorities in both countries shared a same vision of diplomacy and their instruction was based on the same classics. As for the Champa, it was of particular importance for the Japanese authorities as a supplier of precious woods. These relations underwent a thorough reorganisation in the 1630’s, when the shogunate prohibited the Japanese from leaving the country, but this connection remained strong. Besides, these contacts with the outside world enabled a specifically Japanese cartography to emerge. Although they are based on European or Chinese models, these maps succeeded in reinventing and going beyond these models.The proximity between Japan and Đại Việt made them privileged partners and lead to the settlement of Japanese communities in Viêt ports. These Japanese residents played a crucial role in these societies, as go-betweens between the European and Viêt authorities. The purpose of this research work is to demonstrate how this common understanding emerged, and to analyse the networks that shaped it, notably through computer modelling
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Gabucci, Ada. "Les importations de sigillées gauloises en Cisalpine occidentale : le cas de la Transpadanie." Thesis, Aix-Marseille, 2015. http://www.theses.fr/2015AIXM3094.
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La présence de la sigillée gauloise en Transpadanie occidentale est connue de longue date par les chercheurs locaux, mais cela reste peu connu à la fois aux niveaux national italien et international. On en ignore surtout la portée. Un pourcentage de sigillée gauloise très important découverte dans chantiers de fouille immédiatement à l’intérieur de l’enceinte romaine de Turin, a modifié cette perspective. Il est apparu que les sigillées gauloises ne pouvaient plus être considérées comme une présence sporadique, ni comme le résultat de réapprovisionnements destinés exclusivement aux classes les plus aisées, mais constituaient un indicateur économique important. De cette constatation est née la nécessité de reprendre l’examen des attestations de sigillées gauloises en Transpadanie occidentale dans leur ensemble, y compris par comparaison avec la situation d’autres réalités de l’Italie du Nord, avec l’objectif d’établir non seulement la provenance du vaisselle, mais aussi des routes commerciales empruntées. La voie principale d’approvisionnement de toute la Cisalpine a été le Pô. Huile, vin et garum, atteignent les marchés transpadanes et de la Ligurie interne par voie fluviale, partant des côtes adriatiques et orientales et aussi depuis la péninsule ibérique. Le choix d’utiliser la diffusion des sigillées de la Gaule centrale en tant que fossile directeur pour reconstituer l’existence d’une voie de circulation commerciale en Cisalpine d’ouest en est naît de l’idée que l’on est en présence de produits qui ne disposent plus d’un réseau de distribution méditerranéen, alors qu’ils se concentrent en revanche en Europe continentale et en BretagneThe presence of the Gaulish Terra Sigillata in Transpadana has been well known for a very long time by local researchers, but on an Italian national and an international level, it is hardly known. Most importantly, its extent has been ignored. A very important amount of Gaulish Terra Sigillata, discovered on an excavation site immediately close to the city wall, inside and outside the Roman settlement of Turin, radically modified this idea. It has very quickly become apparent that the Gaulish Terra Sigillata cannot be considered as a random find any more, nor the result of supplying intended exclusively to the upper classes, but constituting a rather important economic indicator. From this observation, the need to re-examine the evidence of Gaulish Terra Sigillata in western Cisalpine is clear, including the need to compare the situation with others in northern Italy, with the aim to establish, not only the provenance of the crockery, but also, above all, the trade route that was used. The main trade route in the whole of Cisalpine Gaul was the river Po. Oil, wine and garum reached the markets of Transpadana and internal Liguria by waterway from the Adriatic and eastern coasts and, probably also, from the Iberian Peninsula. The decision to use the Terra Sigillata of central Gaul as a type fossil to reconstruct a circulation route from the west to the east of Cisalpine, with more or less distant provenances, was based on the consideration that these products didn’t use the Mediterranean distribution network any more, but actually they concentrated on continental Europe and Brittany
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Bombico, Sónia Alexandra Rupio. "Economia maritíma da Lusitânia Romana: exportação e circulação de bens alimentares." Doctoral thesis, Universidade de Évora, 2017. http://hdl.handle.net/10174/21051.
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Na presente dissertação estudamos os ritmos económicos de produção e exportação
dos produtos alimentares produzidos na província romana da Lusitânia, entre os meados do
séc. I e os finais do V/inícios do VI d.C. Dá-se especial destaque aos preparados de peixe,
produtos maiormente exportados e para os quais as ânforas nos dão testemunho da sua
circulação em âmbito Mediterrâneo e Atlântico.
Apresentam-se as áreas marítimas e flúvio-marítimas de produção, caracterizando as
oficinas produtoras de preparados piscícolas e os centros oleiros produtores de ânforas; e
elencam-se as tipologias anfóricas de produção lusitana conhecidas até à data.
A leitura dos ritmos da exportação faz-se através da apresentação dos dados relativos
à difusão dos contentores anfóricos lusitanos. Nesse âmbito, focam-se os contextos litorais
terrestres, essencialmente as principais áreas portuárias do mediterrâneo, e apresenta-se um
inventário de sítios de naufrágio onde estão documentadas ânforas lusitanas. A leitura e
interpretação conjunta desses dados permite inferir os fluxos de distribuição e definir as
principais rotas de navegação, utilizadas na exportação das ânforas lusitanas.
Uma análise que, apesar das limitações da amostra, permite delinear as linhas
evolutivas gerais da circulação e da exportação dos produtos alimentares lusitanos,
principalmente dos piscícolas, em direcção aos principais mercados do Império Romano,
com destaque obviamente para a sua capital – Roma; Abstract:
Maritime Economy of Roman Lusitania: Export and Circulation of food products
The present dissertation researches and analyses the economic rhythms of production and exportation of food products produced in the Roman province of Lusitania, between the middle of the 1st century AD to the beginning of the 6th AD. It’s given special emphasis to the fish products, most keenly exported products, and for which the amphorae give us testimony of their circulation on the Mediterranean and Atlantic.
Are presented the maritime areas of production, featuring the production units and amphorae pottery centers; listing up the Lusitanian amphorae types, currently known.
The reading of the exportation is done through the presentation of data about the diffusion of Lusitanian containers. In this context, we focus in coastal land contexts, essentially the major port areas of the Mediterranean, and its present an inventory of shipwreck sites that contained Lusitanian amphorae.The joint interpretation of these data allows us to infer the distribution flows and define the main shipping routes used to export Lusitanian amphorae.
An analysis that, despite the limitations of the sample, allows to outline the general evolutionary lines of Lusitanian food products circulation and export, especially the fish products, towards the main markets of the Roman Empire, especially to its capital - Rome.
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Saxcé, Ariane de. "Commerce, transferts, réseaux : des échanges maritimes en mer Erythrée entre le IIIe s. av. n.è. et le VIIe s. de n.è." Thesis, Paris 4, 2015. http://www.theses.fr/2015PA040028.
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La présente étude explore les relations maritimes établies pour des raisons commerciales entre le monde méditerranéen, l’Inde du Sud et Sri Lanka, entre le IIIe siècle av. n.è. et le VIIe siècle de n.è. Il s’agit dans un premier temps d’élaborer une synthèse quantifiée des imports issus du monde gréco-romain d’après les vestiges archéologiques découverts en Asie du Sud, en les confrontant aux autres types de sources. Cette synthèse nous conduit à nous pencher sur les contacts culturels que les liens commerciaux ont favorisé dans leur sillage : transferts, métissages, imitations et appropriations. Dans un dernier temps, ce sont les flux inverses qui ont fait l’objet de notre attention, décelables à travers les objets exportés par l’Inde et Sri Lanka vers les côtes de l’Arabie, de l’Afrique, du golfe Persique et de la mer Rouge. Il apparaît que les témoignages du commerce n’impliquent pas de très grandes quantités échangées mais n’ont pas été dénués malgré tout d’un impact certain sur les sociétés. Ainsi se tissent des réseaux complexes qui impliquent tous les acteurs de cette zone géographique, dont les extrémités est et ouest que sont l’Asie et la Méditerranée constituent une des facettesThis dissertation deals with the maritime connections that took place between South Asia (South India and Sri Lanka) and the Mediterranean world between the 3rd c. BCE and the 7th c. CE. It first establishes a global account of the archaeological remains found in South Asia that show the importation of Mediterranean products into this area, by comparison with other types of sources (texts, inscriptions, coins). The study then proceeds towards the social and cultural impact that these imported goods may have had on local populations, with regard to their proper way of appropriating foreign sources of inspiration depending on the regional context. Lastly, attention has been drawn on the return flow of goods from East to West, through archaeological vestiges located on the coasts of Egypt, Africa, Arabia and in the Persian Gulf. This leads to a reassessment of the global quantity of commercial goods crossing this large area, which may have been inferior to what was previously considered, whereas the social and cultural impact is not to be denied. The full picture of these interactions gives an image of a very intricate and complex network, involving lots of intermediaries, middlemen and local networks, which would have created a strong background for the direct long-distance links
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Miléo, Pierre. "Histoire des syndicats de fonctionnaires et du mouvement social en Seine Maritime de 1944 à 1981." Thesis, Normandie, 2019. http://www.theses.fr/2019NORMR022/document.
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En 1944, le Conseil national de la Résistance décide de reconstruire un Etat social dans la continuité du Front populaire, avant que le second conflit ne l’interrompe. Les syndicats ouvriers réunifiés dans la CGT (sauf la CFTC) décident de soutenir ce programme. Les syndicats de fonctionnaires de Seine-Maritime s’organisent pour participer à cette reconstruction qu’ils attendaient. Quels sont leurs revendications ? Sur quoi s’appuient-ils pour les mettre en avant ? Quels sont les valeurs qu’ils défendent ? Attendent-ils tout de l’Etat social ? Quelle est leur conception de cet Etat social ? Enfin, quels moyens utilisent-ils pour le défendre et le faire progresser ? Obtenant la reconnaissance de leur liberté syndicale qui comprend le droit de grève, ils acceptent un statut qui se révèle fort protecteur vis-à-vis de l’administration et de sa hiérarchie. Ils obtiennent aussi la gestion de la Sécurité sociale par leurs mutuelles qui les entraînent, en Seine-Maritime, à construire une mutualité départementale unifiée et puissante. Toutefois, la division du monde en deux blocs, un libéral et un communiste, traverse ces syndicats et aboutit à la scission de 1947. Cela n’empêche pas la participation aux grèves de 1953 qui leur permet de sauver leur retraite. S’ils soutiennent le général de Gaulle (1890-1970) dans sa politique de décolonisation et contre les généraux factieux, ils l’affrontent sur sa politique institutionnelle, économique et sociale. La grève de 1968 en est l’aboutissement, par-delà les remises en cause. Mais pour rétablir l’Etat social qu’ils souhaitent, il leur faut soutenir les campagnes électorales de 1974 et 1981 du candidat de la gauche, François Mitterrand (1916-1996), qui l’emporte en 1981, en dépit de leurs divergences et grâce à la volonté unitaire de leurs militantsIn 1944, the National Council of Resistance decides to rebuild a welfare state, in continuation of the Popular Front, that the second World War stops it. The trade unions reunified, in CGT (except CFTC) decide to sustain this program. The trade unions of civil servants from Seine-Maritime organize themselves to take part in this rebuild that they waited for it. What are their demands ? On What do they lean themselves to put them before ? What are their values for which they fight? Do they wait all from the state ? What is their idea of this welfare state ? At least, what means do they use to fight for it and bring it to progress ? Getting the recognition of their freedom union laws, which includes right striking, they agree civil servant status which turn out very protective against their adminstration and its hierarchy. They get too the management of Health Security by their mutual insurances which lead them, in Seine-Maritme, to build a powerful departemental mutual insurance. However, the division of world in two blocks, one liberal and one communist, goes through these trade unions and leads to the break away of 1947 That does not prevent the participation to strikes of 1953 wich they are be able to save their retirement. If they sustain general De Gaulle in his decolonization policy and ag ainst seditious generals, they clash him on his institutional, économic and social policy. The strike of 1968 is the culmination of it, throuhgout adjournements. But in order to restore the welfare state that they hope, they must sustain lefts’ candidate, François Mitterrand, in their electoral compaigns of 1974 and 1981, who wins in this last year, in spite of their differences and thanks to the Will of unity of their activists
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Kotarba-Morley, Anna Maria. "The Port of Berenike Troglodytica on the Red Sea : a landscape-based approach to the study of its harbour and its role in Indo-Mediterranean trade." Thesis, University of Oxford, 2015. https://ora.ox.ac.uk/objects/uuid:dc80167b-8b1e-499d-9b7c-038e10b2e782.
Full textAbstract:
The port site of Berenike Troglodytica - located on the Egyptian Red Sea coast - served the spice and incense routes that linked the Mediterranean World (specifically the Roman Empire) to India, Southern Arabia and East Africa. In the Greco-Roman period the site was at the cutting edge of what was then the embryonic global economy, ideally situated as a key node connecting Indian Ocean and Mediterranean trade for almost 800 years. It is now located in an arid, marginal, hostile environment but the situation must have been very different 2300 years ago, at the time of its founding. At the time of elephant-hunting trips during the Hellenistic period before the inception of its important role in the global markets of the day in the Roman period Berenike would have to have looked much different to what we can now imagine. What was it like then, when the first prospectors visited this location at the time of Ptolemy II? Why this particular place, and this particular landscape setting seemed such a propitious location for the siting of an important new harbour? Given the importance of the port over almost a millennium it is perhaps surprising that very little is known about the different factors impacting on the foundation, evolution, heyday and subsequent decline of the city; or the size, shape, and capacity of its harbour. The intention of this research is to address this shortfall in our knowledge, to examine the drivers behind the rise and fall of this port city, and to explore the extent to which the dynamics of the physical landscape were integral to this story. Using an innovative Earth Science approach, changes in the archaeological 'coastscape' have been reconstructed and correlated with periods of occupation and abandonment of the port, shedding light on the nature, degree and directionality of human-environment interactions at the site. This work has revealed profound changes in the configuration of the coastal landscape and environment (including the sea level) during the lifespan of Berenike, highlighting the ability of people to exploit changes in their immediate environment, and demonstrating that, ultimately, the decline of the port was partly due to these landscape dynamics. To further explore these themes the landscape reconstructions have been supplemented by semi-quantitative analyses of a suite of variables likely to influence the initial siting of new ports of trade. These have shown that although the site of Berenike was ideal in terms of its coastal landscape potential, possessing a natural sheltered bay and lagoon system, the choice of location was not solely influenced by its environmental conditions. Additionally, a detailed review of vessels that plied Red Sea and Indian Ocean routes is presented here in order to better understand the design and functioning of Berenike's harbour. This serves the purpose of identifying unifying features that provide more detail about the size and draught of vessels and the potential capacity of the harbour basin. By using this multi-scalar approach it has been possible to reconstruct the 'coastscape' of the site through the key periods of its occupancy and those phases immediately before and after its operation. This has wide-ranging implications for researchers studying ancient ports along this trade network as a larger database will tease out more details about how influential the landscape was in the initial siting of the port and its subsequent use and decline.
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Fuqua, Douglas Sherwin. "The Japanese missions to Tang China and maritime exchange in East Asia, 7th-9th centuries." Thesis, 2004. http://proquest.umi.com/pqdweb?index=0&did=813773001&SrchMode=1&sid=7&Fmt=2&VInst=PROD&VType=PQD&RQT=309&VName=PQD&TS=1233791603&clientId=23440.
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Duchesne, Samuël. "Étude géographique de l'adaptation des ports canadiens à la transformation de la logistique mondiale du grain." Thèse, 2018. http://hdl.handle.net/1866/20679.
Full textBooks on the topic "Maritime trade routes"
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Die maritime Seidenstrasse: Küstenräume, Seefahrt und Handel in vorkolonialer Zeit. München: Beck, 2007.
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Chengyong, Yu, ed. "Nanhai 1 hao" yu hai shang si chou zhi lu: Nanhai 1 and the maritime silk road. Beijing: Wu zhou chuan bo chu ban she, 2010.
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Parthesius, Robert, and Jonathan Sharfman, eds. Maritime and Underwater Cultural Heritage Management on the Historic and Arabian Trade Routes. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55837-6.
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Zhongguo "Hai shang si chou zhi lu" yan jiu bai nian hui gu: Maritime silk road studies in 20th century China. Hangzhou: Zhejiang da xue chu ban she, 2011.
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Aspects of the maritime Silk Road: From the Persian Gulf to the East China Sea. Wiesbaden: Harrassowitz, 2010.
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Kauz, Ralph. Aspects of the maritime Silk Road: From the Persian Gulf to the East China Sea. Wiesbaden: Harrassowitz Verlag, 2010.
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United Nations Conference on Trade and Development. Transit trade and maritime transport facilitation for the rehabilitation and development of the Palestinian economy. New York: United Nations, 2004.
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Berenike and the ancient maritime spice route. Berkeley: University of California Press, 2011.
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Noer, John Halvard. Chokepoints: Maritime economic concerns in the Southest Asia. Washington, DC: National Defense University Press, 1996.
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Natkiel, Richard. Atlas of maritime history. London: Bison Books, 1992.
Find full textBook chapters on the topic "Maritime trade routes"
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Hancock, James F. "Land of punt and the incense routes." In Spices, scents and silk: catalysts of world trade, 50–64. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789249743.0005.
Full textAbstract:
Abstract This chapter includes thirteen subsections that narrate the beginning and the course of the incense trade. The subchapters are about the Egyptian pharaohs' trade expeditions to the Land of Punt for frankincense and myrrh, Red Sea trade after Rameses III, canal of the pharaohs, the rise of the incense kingdoms, domestication of the camel, caravan routes, Ma'rib Dam, the Sayhad Desert and further points north, profits along the way, the great intermediaries: the Nabataeans, Petra - Jewel of the Nabataeans, maritime incense trade, and finally, the Roman invasion of the incense route.
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Hancock, James F. "Ancient south east Asian maritime trade." In Spices, scents and silk: catalysts of world trade, 107–21. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789249743.0009.
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Abstract This chapter entails fourteen subchapters that detail the course of the South East Asian maritime trade. The subsections are about the beginning of Indonesian trade, the origin of trade between India and South East Asia, maritime trade of the Anuradhapura Kingdom, the Indianization of Indonesia, China's slow entry into the South East Asia trade network, Java becomes the nucleus of Indonesia, the Chinese Pilgrims - Chroniclers of the ancient spice and silk routes, early trade in the outer reaches of Indonesia, the Golden Peninsula, the first great trading empire: Funan, South East Asian trading spheres in the early first century CE, European connections, the two ways to Rome, and finally, the first direct contact between Rome and China.
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Unger, Richard W. "Ships and sailing routes in maritime trade around Europe 1300–1600." In The Routledge Handbook of Maritime Trade around Europe 1300–1600, 17–35. New York, NY : Routledge, 2017.: Routledge, 2017. http://dx.doi.org/10.4324/9781315278575-2.
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Parthesius, Robert, and Jonathan Sharfman. "The MUCH of the Historic and Arabian Trade Routes." In Maritime and Underwater Cultural Heritage Management on the Historic and Arabian Trade Routes, 159–71. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55837-6_10.
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Staples, Eric. "Maritime Heritage in the Sultanate of Oman." In Maritime and Underwater Cultural Heritage Management on the Historic and Arabian Trade Routes, 131–47. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55837-6_8.
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Sharfman, Jonathan. "Maritime and Underwater Cultural Heritage in South Africa." In Maritime and Underwater Cultural Heritage Management on the Historic and Arabian Trade Routes, 117–30. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55837-6_7.
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Beškovnik, Bojan, and Elen Twrdy. "Comparing Carbon Footprint of Maritime Transport Routes on North Adriatic-South Africa Trade." In The 1st International Conference on Maritime Education and Development, 305–13. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-64088-0_27.
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Hancock, James F. "The eastern Roman Empire and the rise of Venice." In Spices, scents and silk: catalysts of world trade, 157–71. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789249743.0013.
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Abstract Providing a situation of the eastern Roman Empire after Emperor Justinian died, the chapters also gives summary of the economic growth of various European countries in the middle ages. There were many other maritime republics that arose in Italy during the Middle Ages other than Venice. These included Genoa, Pisa, Ragusa (now Dubrovnik), Gaeta, Ancona and Noli. The most powerful were Genoa, Pisa and Amalfi, who carried on extensive trade across the Mediterranean and built strong navies for protection and conquest. Venice came to dominate Adriatic trade, while Pisa and Genoa focused their trade more heavily on Western Europe. Aside from these, it was also high time for the western maritime trade since the Black Sea area was particularly important to Constantinople as a source of grain, fish and salt, and to a much lesser extent spices and silks. Its importance as a source of spices and silk had been greatly diminished over the last century due to the unrest in Central Asia leading to the breakup of the Silk Routes and the shift in the spice trade from the Persian Gulf to the Red Sea resulting from the political instability of the Abbasid Caliphate. The chapters also gave a summary how the economic relations between Venice and the Byzantine Empire led to war and the sacking of Constantinople.
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Ichumbaki, Elgidius B. "Methodological Approaches to Researching Maritime and Underwater Cultural Heritage Along the Swahili Coast in Tanzania." In Maritime and Underwater Cultural Heritage Management on the Historic and Arabian Trade Routes, 49–60. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55837-6_3.
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Muthucumarana, Rasika. "The Development of the Maritime Archaeology Unit, MUCH Management and Current Research Projects in Sri Lanka." In Maritime and Underwater Cultural Heritage Management on the Historic and Arabian Trade Routes, 29–48. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55837-6_2.
Full textConference papers on the topic "Maritime trade routes"
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Gkonis, Konstantinos G., and Harilaos A. Psaraftis. "Modeling Tankers’ Optimal Speed and Emissions." In SNAME Maritime Convention. SNAME, 2012. http://dx.doi.org/10.5957/smc-2012-a08.
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With the increased quest for greener shipping, reducing the speed of ships has obtained an important role as one of the measures to be applied toward that end. Already speed has been important for economic reasons, as it is a key determinant of fuel cost, a significant component of the operating cost of ships. However, as emissions are directly proportional to fuel consumed, speed is also very much connected with the environmental dimension of shipping. So when shipping markets are in a depressed state and “slow- steaming” is the prevalent practice for economic reasons, an important side benefit is reduced emissions. Emissions estimation models typically assume fixed ship speeds. However, ships do not trade at predetermined speeds. Those who pay for the fuel may choose an operating speed as a function of the freight rate and bunker price, among others. Assuming a fixed speed may thus seriously miscalculate emissions. This paper incorporates ship speed into the analysis, and goes one step further by investigating the impact of optimizing speed on ship emissions. The study of the paper focuses on Very Large Crude Carriers (VLCCs), but some analysis for the Suezmax, and Aframax crude tanker segments is also presented, and some results for Panamax/Product, LPG, and LNG tankers are also reported. The paper’s modeling approach has two goals: (a) the determination of the optimal operational speeds (laden and ballast) of a tanker as a function of fuel price, freight rate and other parameters, and (b) the estimation, among other outputs, of the emissions of the global fleet of a specific tanker segment. The modeling task comprises two steps. The first one optimizes the laden and ballast leg sailing speeds over reference trade routes for a specific (single) tanker. In a second step, we estimate annual emissions, and other operational attributes (e.g. fuel consumption) for the tanker fleet segment, based on the output of the previous optimization. Other outputs such as CO2 , SO2, NOx and PM emissions are also produced. The policy implications of our work are finally discussed.
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Mao, Wengang, Fredhi Agung Prasetyo, Jonas W. Ringsberg, and Naoki Osawa. "A Comparison of Two Wave Models and Their Influence on Fatigue Damage in Ship Structures." In ASME 2013 32nd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/omae2013-10114.
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In the maritime industry, fatigue failure is one of the most significant failure modes for ship structures. The fatigue damage in ship structures is mainly caused by the variation of wave loadings applied on ships, leading to variable structural stresses. Therefore, a reliable description of wave environments encountered during a ship’s service life is essential for accurate fatigue assessment of ship structures. Besides the wave scatter diagram provided by classification society rules, different statistical wave models have also been built up to model wave environments along arbitrary ship routes. The wave models could provide more specific wave environment for any chosen sailing routes of an individual ship. They may have the potential to be used for some practical applications, such as conceptual ship fatigue design, remaining fatigue life prediction when a ship plans to change its original trade region, and crack maintenance planning etc. Since the development of these models may be based on different sources, e.g. satellite measurements, hindcast data, buoys, etc., the reliability and consistence of wave generations from various wave models must be validated by the measured wave environments in order to be used for those practical applications. In this paper, waves generated from two different wave models, one based on hindcast data and one mainly on satellite data, are compared with measured wave environments encountered by a 2800 TEU container vessel on the North Atlantic route. These wave models are used in the calculation of the fatigue damage in the vessel. The results obtained using waves generated from the two wave models are compared with the fatigue damage calculated based on strain measurements in the ship. Recommendations for future development of the wave models and further investigation to make the applications more realistic for ship fatigue assessment are also presented.
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Carr, Matthew A. "The Impact of Steam Innovations on Ship Design: An Abbreviated History of Marine Engineering." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-43767.
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The adaptation of steam engines for marine propulsion caused a dramatic shift in naval and commericial ship design during the 19th Century. The transition from sail to steam hastened the demise of several classes of ships and altered shippings routes from the trade winds to great circle routing. The conduct of naval warfare was always influenced by the limits of available propulsion technology. Throughout maritime history, innovative naval commanders sought ways to overrun, outmaneuver, and outlast their opponents. Coincident developments in armaments and armor, facilitated by this “new” propulsion technology, rendered the world’s sailing navies largely obsolete within a relatively brief period of the 19th Century. This presentation highlights the major technological advances in steam propulsion from the early combination of low-speed single-acting reciprocating engines driving paddle wheels through high-speed turbines and reduction gears driving multiple-blade variable-pitch propellers; and, boilers heated by hand-fed wood and coal through nuclear fission.
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Burak, Nurhilal. "Genoese Traces in the Black Sea Coast of Turkey’s Forts." In FORTMED2020 - Defensive Architecture of the Mediterranean. Valencia: Universitat Politàcnica de València, 2020. http://dx.doi.org/10.4995/fortmed2020.2020.11524.
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The Black Sea is an interior sea and located between Bulgaria, Romania, Moldova, Ukraine, Russia, Georgia and Turkey. The Black Sea flows through the Bosporus and reaches the Marmara Sea. Strong winds and stream has seen in the Black Sea in most of times in a year. Because of that natural bays were preferred while the ports and settlements were established. Republic of Genoa has started to plan the trade routes that will be carried out on the Black Sea coast since the Treaty of Nymphaeum signed in 1261. The settlements of the Genoese colonies along the Black Sea coast were not simultaneous. From 1266 onwards, there had been a growth of about 200 years. They intervened in some of the defense structures in these ports. They have placed their own coat of arms on the walls of the defensive structures they had built or repaired. The information is obtained about the colonies in these ports from the trade records which kept by Genoese (Massaria di Caffa, Massaria di Pera), the maritime maps (portolans) produced in those centuries and the medieval historians. The scope of this paper is to be examined that between Bulgaria and Georgia borders the Black Sea port of Turkey’s remaining strongholds which Genoese used for trade. Historical documents and maps will be used as well. In the light of these methods, the ports used by the Republic of Genoa on the shores of the Black Sea, established colonies and construction activities in the thirteenth - fifteenth centuries will be examined.
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Marchenko, Nataliya. "Northern Sea Route: Modern State and Challenges." In ASME 2014 33rd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/omae2014-23626.
Full textAbstract:
It is well-known that navigating the waterway from the primary trade hubs in northern Europe to the Asia-Pacific ports and contrariwise along the Russian Arctic Coast (Northern Sea Route - NSR) is much shorter and faster, than southern ways via Suez or around Africa. The NSR can significantly save costs (through saving time and fuel) and avoids the risk of attack by pirates. In addition, an increase in oil and gas activity in the North, forecasts of global warming and an ice-free Arctic have stimulated interest in Arctic navigation. However, Arctic transportation poses significant challenges because of the heavy ice conditions that exist during both the winter and summer. The profitability of using the NSR is called into question if possible high tariffs are included in the cost estimates. For many years, the NSR was principally used for internal Russian transport and since the end of the 1980s up until 2010, it was in stagnation with total amount of cargo transported annually stood at less than two million tons. Important political decisions in the 90s and increased economic feasibility intensified traffic and freight turnover. In 2013, the NSR Administration (NSRA) was established, new rules for navigation were approved and tariff policies were modified. In 2013, the NSRA issued 635 permits to sail in NSR waters, and 71 transit voyages have since been completed. The total amount of transit cargo was 1.36 million tons. More than 40% of the total number of permits were issued to vessels without ice class [1] according to the Russian Maritime Register of Shipping [2]. There are strong technical requirements for vessels attempting to sail the NSR; regardless, several accidents occurred in 2012–2013. Two vessels were dented by ice in the Chukchi Sea in 2012. A tanker was holed in September 2013 and created a real danger of an ecological disaster from fuel leakage for several days. Despite the expectation of an ice-free Arctic, the ice conditions in 2013 were rather difficult, and the Vilkitsky Strait (a key strait in the NSR between the Kara and Laptev seas) was closed by ice for almost the entire navigation period. In this paper, we review the current situation in the Russian Arctic, including political and administrative actions, recent accidents and the associated conditions and lessons learned.