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Journal articles on the topic 'Sailing ships History'

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Published: 10 December 2022
Last updated: 29 January 2023

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1

Gillmer, Thomas C., LUCIEN BASCH, and THOMAS C. GILLMER. "THE THERA SHIPS AS SAILING VESSELS." Mariner's Mirror 71, no. 4 (January 1985): 401–16. http://dx.doi.org/10.1080/00253359.1985.10656051.

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2

Hill, Carol. "Book Review: Welsh Ships and Sailing Men." International Journal of Maritime History 19, no. 1 (June 2007): 398–99. http://dx.doi.org/10.1177/084387140701900152.

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3

Ray, Himanshu Prabha. "Sailing Ships, Naval Expeditions and ‘Project Mausam’." India Quarterly: A Journal of International Affairs 76, no. 3 (August 5, 2020): 411–24. http://dx.doi.org/10.1177/0974928420936133.

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In recent years, sailing ships of the Indian Navy have been increasingly involved in diplomatic missions and cultural voyages across the world, in addition to their primary purpose of providing practical training in navigation techniques and seamanship. These three-masted barques built at the Goa Shipyard and used by the Indian Navy are very different from wooden sailing vessels that traversed the Indian Ocean in the premodern period prior to the development of steamship navigation in the nineteenth century. Nonetheless, these distinctions have often been blurred as these modern naval ships have been utilised to recreate historical ‘expeditions’ such as the much-celebrated Chola invasion of Srivijaya in the Indonesian archipelago. Nor is India the only country to be involved in promoting this ‘popular history’ for contemporary geopolitical interests, as is evident from China’s efforts to rebuild ships used in the Voyages of Admiral Zheng He across the Indian Ocean. What gets short shrift in the process is investment in research in underwater archaeology and the discovery and preservation of shipwreck sites. This article highlights the urgent need for interdisciplinary research in premodern shipping and seafaring activity beyond the rhetoric of valorising national heroes.
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4

Scholl, Lars U. "Book Review: William Bradford: Sailing Ships and Arctic Seas." International Journal of Maritime History 15, no. 2 (December 2003): 447–48. http://dx.doi.org/10.1177/084387140301500269.

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5

Beltrame, Carlo. "Archaeological evidence of the foremast on ancient sailing ships." International Journal of Nautical Archaeology 25, no. 2 (May 1996): 135–39. http://dx.doi.org/10.1111/j.1095-9270.1996.tb00763.x.

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6

Beltrame, C. "Archaeological evidence of the foremast on ancient sailing ships." International Journal of Nautical Archaeology 25, no. 2 (May 1996): 135–39. http://dx.doi.org/10.1006/ijna.1996.0015.

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7

Dmitriev, Vladimir A. "‘They are in the habit of sailing in big crafts’: what kinds of warships did the Sasanids use?" International Journal of Maritime History 31, no. 2 (May 2019): 222–32. http://dx.doi.org/10.1177/0843871419842050.

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The warships used by the Sasanids were troop ships used exclusively to carry soldiers to the theatre of operations, although it is possible they deployed merchant ships to carry cavalry. In the basin of the Indian Ocean, the Persians used the vessels of the local Asian type (so-called dhow), whereas in the Mediterranean they utilized ships of Byzantine design (sailing-rowing dromons and chelandions). The total size of the Sasanian fleet is unknown, but it can be assumed that naval squadrons numbered from a few to several dozen ships. The Byzantines enjoyed naval supremacy, which was one of the most important reasons for the Sasanid defeat in the Persian-Byzantine war of 602–628 and, therefore, for the future conquest of Iran and all the Near East by the Arabs.
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8

Heide, Eldar, and Terje Planke. "Viking Ships with Angular Stems: Did the Old Norse term beit refer to early sailing ships?" Mariner's Mirror 105, no. 1 (January 2, 2019): 8–24. http://dx.doi.org/10.1080/00253359.2019.1553918.

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9

Martin, Jay C. "Book Review: Schooner Passage: Sailing Ships and the Lake Michigan Frontier." International Journal of Maritime History 13, no. 1 (June 2001): 302–3. http://dx.doi.org/10.1177/084387140101300158.

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10

Cohn, Raymond L. "The determinants of individual immigrant mortality on sailing ships, 1836–1853." Explorations in Economic History 24, no. 4 (October 1987): 371–91. http://dx.doi.org/10.1016/0014-4983(87)90020-9.

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11

Cohn, Raymond L. "The determinants of individual immigrant mortality on sailing ships, 1836–1853." Explorations in Economic History 25, no. 3 (July 1988): 337–38. http://dx.doi.org/10.1016/0014-4983(88)90005-8.

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12

Sujana, Ujon. "REKONSTRUKSI JALUR PELAYARAN KAPAL-KAPAL EROPA ABAD KE-16 HINGGA ABAD KE-17 Di KEPULAUAN MALUKU (Reconstruction of the European Ship Routes in the 16th to 17th Century in Maluku Archipelago)." Jurnal Penelitian Arkeologi Papua dan Papua Barat 11, no. 1 (June 30, 2019): 29–46. http://dx.doi.org/10.24832/papua.v11i1.264.

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The issue of the Spice Routes recently been widely discussed by experts and practitioners of cultural heritage and history in Indonesia and some European countries. During this time there have been many discussions about the process of Europeans explorers voyages for spices in the 16th century, or the locations and types of spices that were popular at the time, or the efficacy of the spices themselves. Most concluded that spices were the most sought is cloves and nutmeg from the Maluku Islands. However, there has not been much concrete discussion about the Spice Routes regarding the path itself. Therefore, this paper tries to reconstruct the sailing lanes of European ships in the Maluku Islands. With the historical archaeology approach that is used, can provide a description of the sailing trails that are passed by ships belong to Portuguese, Spanish and Dutch, based on the existence of their forts or strongholds scattered in the Maluku Islands. The European ships choose their respective sailing lines, which were influenced by various factors, one of which is politics. This descriptions of the European ships sailing lanes can at least contribute to the discourse on the Spice Routes. ABSTRAKIsu mengenai Jalur Rempah sebagai Warisan Budaya Dunia akhir-akhir ini sangat santer dibicarakan oleh para pakar dan praktisi warisan budaya dan sejarah di Indonesia dan beberapa negara-negara Eropa. Selama ini banyak sekali pembahasan tentang proses perjalanan orang-orang Eropa mencari rempah pada abad ke-16, atau lokasi-lokasi dan jenis-jenis rempah yang populer saat itu, dan atau khasiat rempah itu sendiri. Hampir sebagian besar menyimpulkan bahwa rempah yang paling dicari adalah cengkih dan pala yang berasal dari Kepulauan Maluku. Namun belum banyak pembahasan Jalur Rempah yang cukup kongkrit mengenai jalur itu sendiri. Oleh karena itu, tulisan ini mencoba rekonstruksi jalur pelayaran kapal-kapal Eropa di Kepulauan Maluku. Dengan pendekatan arkeologi kesejarahan yang digunakan, paling tidak dapat memberikan gambaran jalur-jalur pelayaran yang dilewati oleh kapal-kapal milik Portugis, Spanyol, dan Belanda, berdasarkan keberadaan benteng-benteng mereka yang tersebar di Kepulauan Maluku. Kapal-kapal Eropa tersebut memilih jalur pelayarannya masing-masing, yang dipengaruhi oleh berbagai faktor salah satunya adalah politik. Gambaran mengenai jalur pelayaran kapalkapal Eropa tersebut paling tidak dapat memberi kontribusi dalam wacana jalur rempah tersebut.
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13

CROOME, ANGELA. "Sailing into the Past: learning from replica ships - Edited by Jenny Bennett." International Journal of Nautical Archaeology 40, no. 2 (August 3, 2011): 465–67. http://dx.doi.org/10.1111/j.1095-9270.2011.00326_23.x.

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14

Radburn, Nicholas, and David Eltis. "Visualizing the Middle Passage: The Brooks and the Reality of Ship Crowding in the Transatlantic Slave Trade." Journal of Interdisciplinary History 49, no. 4 (March 2019): 533–65. http://dx.doi.org/10.1162/jinh_a_01337.

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Crowding on slave ships was much more severe than historians have recognized, worsening in the nineteenth century during the illegal phase of the traffic. An analysis of numerous illustrations of slave vessels created by then-contemporary artists, in conjunction with new data, demonstrates that the 1789 diagram of the British slave ship Brooks—the most iconic of these illustrations—fails to capture the degree to which enslaved people were crowded on the Brooks, as well as on most other British slaving vessels of the eighteenth century. Five other images of slave ships sailing under different national colors in different eras further reveal the realities of ship crowding in different periods. The most accurate representation of ship-board conditions in the eighteenth-century slave trade is in the paintings of the French slave ship Marie-Séraphique.
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15

MOWAT, ROBERT J. C. "‘Fast Sailing and Copper-Bottomed’: Aberdeen Sailing Ships and the Emigrant Scots They Carried to Canada 1774–1855 - by Lucille H. Campey." International Journal of Nautical Archaeology 37, no. 1 (March 2008): 214–15. http://dx.doi.org/10.1111/j.1095-9270.2007.00179_17.x.

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16

Fatah-Black, Karwan. "Slaves and Sailors on Suriname's Rivers." Itinerario 36, no. 3 (December 2012): 61–82. http://dx.doi.org/10.1017/s0165115313000053.

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On transatlantic slave ships the Africans were predominantly there as cargo, while Europeans worked the deadly job of sailing and securing the vessel. On the plantations the roles changed, and the slaves were transformed into a workforce. European sailors and African slaves in the Atlantic world mostly encountered each other aboard slave ships as captive and captor. Once the enslaved arrived on the plantations new hierarchies and divisions of labour between slave and free suited to the particular working environment were introduced. Hierarchies of status, rank and colour were fundamental to the harsh and isolated working environments of the ship and the plantation. The directors of Surinamese plantations shielded themselves from the wrath of their enslaved by hiring sailors, soldiers or other white ruffians to act as blankofficier (white officer). These men formed a flexible workforce that could be laid off in case tensions on plantations rose. Below the white officers there were non-white slave officers, basjas, managing the daily operations on the plantations. The bomba on board slave ships played a similar role.
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17

Crecelius, Daniel, and Hamza Abd Al-Aziz Badr. "French Ships and Their Cargoes Sailing between Damiette and Ottoman Ports 1777-1781." Journal of the Economic and Social History of the Orient 37, no. 3 (1994): 251. http://dx.doi.org/10.2307/3632258.

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18

ABD AL-AZIZ BADR, Hamza, and Daniel Crecelius. "French Ships and Their Cargoes Sailing Between Damiette and Ottoman Ports 1777-17811)." Journal of the Economic and Social History of the Orient 37, no. 3 (1994): 251–86. http://dx.doi.org/10.1163/156852094x00136.

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19

Mäenpää, Sari. "Sailors and their pets: Men and their companion animals aboard early twentieth-century Finnish sailing ships." International Journal of Maritime History 28, no. 3 (July 27, 2016): 480–95. http://dx.doi.org/10.1177/0843871416647245.

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20

Ilcev, Dimov Stojce. "The development of maritime satellite communications since 1976." International Journal of Maritime History 31, no. 1 (February 2019): 145–56. http://dx.doi.org/10.1177/0843871418824955.

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This research note runs on from the note published by the author in this issue of IJMH. It describes the development of Maritime Satellite Communications (MSC) systems for all type of commercial and military seagoing and inland sailing vessels since the 1970s. The main functions of MSC systems are to enhance the safety and security of seagoing vessels, mainly by alerting and Search and Rescue (SAR) operations, and to improve communication facilities between ships and shore infrastructures. The first MSC Geostationary Earth Orbit (GEO) system for military applications was developed in 1976 by the US and other partners, which soon became available for merchant ships. The next step was the development of an independent and international MSC system. To overcome the disadvantages associated with HF/VHF radio propagation and frequency congestions, the International Maritime Organization (IMO) in 1979 encouraged all member nations to establish Maritime Mobile Satellite Communication (MMSC) systems. At the behest of IMO and United Nations (UN) Maritime Body, and pursuant to the Convention on the International Maritime Satellite Organization, signed by 28 countries in 1976, the International Maritime Satellite (INMARSAT) Organization was founded.
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21

La Ode Malim, Dinna Dayana, Farida Patittingi, Abrar Saleng, and Marwati Riza. "Sara (The Buton Sultanate Government Institution), Sarana Kadie, Cultural Capital, and Tax Income in the Sultanate of Buton." Journal of Hunan University Natural Sciences 49, no. 6 (June 30, 2022): 96–100. http://dx.doi.org/10.55463/issn.1674-2974.49.6.10.

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This study describes the history of the Sultanate of Buton as a sovereign country that has cultural capital, namely, its sovereignty as a country. This sovereignty gives the Sultanate of Buton the authority to collect taxes for ships that stop by and pass through the port of Buton, which is in the transit area for ships coming from the west to the east and for those sailing from the east to the west. The research’s goal is to describe how the Sultanate of Buton uses its cultural capital for economic gain. Data were obtained from the historical archives; primary data were obtained from relevant literature. This research is ethnographic research with an anthropological perspective and is presented in a qualitative descriptive manner. The conclusion and novelty of this research concern the fact that, with the existence of cultural capital in the form of an attribute of authority, the Sultanate of Buton issued a tax income rule to ships that stopped at the port of Buton Harbor so that it would become a source of financial income and gain recognition for its government. Thus, we can conclude that the Buton government uses its cultural capital for economic gain.
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22

Schokkenbroek, Joost C. A., and Leon van den Broeke. "Economics without ethics? Medical treatment of African slaves aboard Dutch West India Company and private slave ships." International Journal of Maritime History 34, no. 1 (February 2022): 3–26. http://dx.doi.org/10.1177/08438714221079552.

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This article discusses the treatment of enslaved Africans by the Dutch during the seventeenth and eighteenth centuries. Treatment is interpreted in two ways – morally and medically. Moral treatment is primarily defined by the Dutch Reformed Church and its religious dogmata. Despite the importance of this church in the provision of pastors and comforters of the sick ( ziekentroosters), information about its role in providing a religious, moral compass to its members regarding slavery and slave trade is scattered. Medical treatment – both preventive and curative in nature – is discussed as well. The slaves were subjected to abominable living conditions prior to their departure. Although it seems fair to state that these conditions did not improve while sailing westward, for various reasons preventive and curative medical measures were taken by ships' surgeons – and to a lesser extent by comforters of the sick.
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23

Ptak, Roderich. "From Quanzhou to the Sulu Zone and Beyond: Questions Related to the Early Fourteenth Century." Journal of Southeast Asian Studies 29, no. 2 (September 1998): 269–94. http://dx.doi.org/10.1017/s002246340000744x.

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Ships sailing from Fujian to Southeast Asia could choose between two different sea routes. The first route followed the China coast to central Guangdong; it then led to Hainan, the Champa coast and Pulau Condore, an island near the southern tip of Vietnam. From there it continued in three directions: to Siam, to northwestern Borneo and to the Malayan east coast. Going south to the Malayan east coast was the most direct way to Trengganu, Pahang, Pulau Tioman, Johore and modern Singapore whence it was possible to sail into the Indian Ocean or to cross over to Sumatra, Bangka Island and Java.
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24

Jones, Stephanie. "Book Review: Seamanship in the Age of Sail: An Account of the Sailing Man-of-War 1600–1860, Based on Contemporary Sources, The Last Atlantic Liners, Merchant Sailing Ships: The Sovereignty of Sail, 1775–1815, Merchant Sailing Ships: Heyday of Sail, 1850–1875." Journal of Transport History 7, no. 1 (March 1986): 68–70. http://dx.doi.org/10.1177/002252668600700109.

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25

Fischer, Lewis R. "The Sale of the Century: British North American Sailing Ships, the Liverpool Market and Vessel Prices in 1854." Northern Mariner / Le marin du nord 5, no. 2 (April 1, 1995): 35–46. http://dx.doi.org/10.25071/2561-5467.732.

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26

Fenton, Roy. "The Ships that Came to Manchester: From the Mersey and Weaver sailing flat to the mighty container ship." Mariner's Mirror 102, no. 2 (April 2, 2016): 242–43. http://dx.doi.org/10.1080/00253359.2016.1169673.

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27

Lindstrom, Diane. "Lake Michigan Passenger Steamers. By George W. Hilton. Stanford, CA: Stanford University Press, 2002. Pp. xii, 364, $75.00." Journal of Economic History 63, no. 1 (March 2003): 297–98. http://dx.doi.org/10.1017/s0022050703561800.

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The author, a retired UCLA economist, has written a number of highly specialized transportation studies. In his Lake Michigan Passenger Steamers much as in his Great Lakes Car Ferries and American Narrow Gauge Railroads, George W. Hinton acknowledges that “the principle purpose is to provide antiquarian scholarship” (p. xi). Here we learn about the wooden and steel, sailing and steam ships that operated on Lake Michigan from the early nineteenth century until well into the twentieth century. Although some attention is devoted to the interlake trade, the passenger lines that draw most of the author's attention are those that served Lake Michigan points exclusively.
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28

Hobbins, Peter, Anne Clarke, and Ursula K. Frederick. "Born on the voyage: Inscribing emigrant communities in the twilight of sail." International Journal of Maritime History 31, no. 4 (November 2019): 787–813. http://dx.doi.org/10.1177/0843871419874001.

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From the 1830s to the 1880s, non-stop voyages from the United Kingdom to the Australasian colonies created highly structured and insular shipboard communities. Emigrant experiences were shaped by the social spaces aboard sailing vessels, alongside layers of formal superintendence and informal communitas. While these increasingly literate travellers commonly recorded their passage in diaries and letters, other means of marking the journey are less well documented. Detailing the voyages to Sydney of sister clipper ships Samuel Plimsoll and Smyrna in 1874–83, this article explores two complementary maritime textual traditions. One practice saw newborns named after their vessel or – in a singular instance – detention in quarantine. Another enduring tradition entailed emigrants carving mementoes of their voyage into the sandstone at Sydney’s North Head Quarantine Station. In contrast with written narratives that often concluded upon arrival, we argue that these informal commemorations kept voyages and vessels alive through the ensuing decades.
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29

Boyd, James. "Mechanising migration: Transnational relationships, business structure and diffusing steam on the Atlantic." International Journal of Maritime History 32, no. 1 (February 2020): 3–22. http://dx.doi.org/10.1177/0843871420903509.

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The diffusion of steam into the transatlantic migration system of the nineteenth century, one of the most important developments in the history of human demography, is often explained by the technical progress of ships, which made the carrying of migrants under steam profitable. Existing historiography posits that early, basic paddle steamers were sustainable only with government mail contracts, whilst iron screw steamers later facilitated the emergence of a mass migrant trade. Data on steam company formation, durability and accounting for the mid-nineteenth century show that technical thresholds are not sufficient to explain the transfer to steam shipping of migrants. Determining factors were inter-regional relationships connecting engineering and demographic change, and, critically, the abandonment of capitalising novel steam lines. This article demonstrates that steam became usable because of endogenous transfer within well-established sailing services, a pivotal strategy adopted by those connected to centres of both innovation and migration.
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30

Croome, Angela. "The Viking Ship Museum at Roskilde: expansion uncovers nine more early ships; and advances experimental ocean-sailing plans." International Journal of Nautical Archaeology 28, no. 4 (November 1999): 382–93. http://dx.doi.org/10.1111/j.1095-9270.1999.tb00848.x.

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31

CROOME, A. "The Viking Ship Museum at Roskilde: expansion uncovers nine more early ships; and advances experimental ocean-sailing plans." International Journal of Nautical Archaeology 28, no. 4 (November 1999): 382–93. http://dx.doi.org/10.1016/s1057-2414(99)80030-2.

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32

Greenhill, Basil. "Book Review: Sailing Ship to Supertanker: The Hundred-Year Story of British Esso and its Ships." Journal of Transport History 10, no. 1 (March 1989): 95. http://dx.doi.org/10.1177/002252668901000113.

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33

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

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This article establishes and examines the shipping losses of the British East India Company between the middle of the eighteenth century and 1813 when it lost its trade monopoly with India. This was the most important period in the history of the East India Company because it greatly expanded its trade with India and China and established what became a very large territorial empire on the subcontinent. It was also a time when Britain was often at war with France. This is the first publication to present full information on all of the East India Company’s shipping losses. They are set out in the Appendix, which presents details of the names of every ship lost, the date of loss, the cause, and whether the ship was sailing to or from Asia. This information, discussed in the article, shows that 105 ships were lost on 2,171 voyages, a rate of loss that stood at just under 5%. The causes were primarily wrecking, foundering and enemy action, which contributed to far higher shipping losses on voyages outward to Asia than homeward. The East India Company did little itself to rectify this situation because the ships they used were hired from private owners, but some specialists within the Company did take it upon themselves to improve some navigational aids and shipbuilding techniques, although with little overall effect upon the rate of shipping losses. This meant that the East India Company was plagued by shipping losses throughout the period, and this had a very negative effect upon its commercial affairs and profitability.
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34

Tseng, Chin-Yin. "Evoking History: The Belt & Road Initiative and Regional Connectivity." China and the World 02, no. 02 (June 2019): 1950009. http://dx.doi.org/10.1142/s2591729319500093.

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As the historical symbol behind China’s 21st century development strategy of the Belt & Road Initiative (BRI), the notion of the Silk Road(s) was never that of one singular passageway, but a network of contacts across the Eurasian continent, over both land and water. For more than two millennia, commerce, conquests, and diplomatic activities took place across this trans-continental network, bringing with them people, commodity, and ideas. In this paper, I will discuss how historical cultural spheres crossed over where the Silk Road(s) linked one group of people to another, promoting regional connectivity and co-prosperity. Using specific objects as case study, the Hoxne pepper pot and Roman glass bowls demonstrate how, as early as the Roman period, the Chinese central kingdom was already in contact with the Roman empire. Material cultural contact and adaptation was never a one-way trend, but always with ramifications to be experienced in the everyday life of all the peoples involved. Since its inception, the Silk Road(s) existed for, and in turn, benefited from, speed and efficacy in the transportation of people and goods. As the era of camels, horses, and sailing ships fades into history, China’s push for the development of high-speed rail emerges to be the most efficient and favored mode of transportation to realize true regional connectivity for BRI to kick into action.
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35

Lebedinski, Victor. "Sailing off the Coast of Crimea in Antiquity and Middle Ages: the Results of Research of the Underwater Archaeological Expedition of the Institute of Oriental Studies of the Russian Academy of Sciences and the Sevastopol State University." ISTORIYA 12, no. 12-1 (110) (2021): 0. http://dx.doi.org/10.18254/s207987840018595-3.

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During underwater archaeological investigation in the water area of Sevastopol, a joint expedition of the Institute of Oriental Studies of the Russian Academy of Sciences and the Sevastopol State University discovered two unique underwater objects. Near the settlement of Balaklava, as a result of exploration using side-scan sonar, the shipwrecks were located, which date back to the 11th — 12th centuries AD Further studies of these deep-water objects (their depth is 85—86 meters) were carried out using a Remotely Operated Vehicle. Well-preserved fragments of wooden structures of ships were found, as well as, on one of the ships, a cargo consisting of amphorae.
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36

Sulistiyono, Singgih Tri. "The Expulsion of KPM and its Impact on the Inter-island Shipping and Trade in Indonesia, 1957–1964." Itinerario 30, no. 2 (July 2006): 104–28. http://dx.doi.org/10.1017/s016511530001398x.

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Some historians think that the expulsion of the KPM (Koninklijke Paketvaart Maatschappij/Royal Packet Company) from Indonesian waters in 1957 had a disastrous impact on the inter-island shipping and trade in this largest insular region in the world. It is assumed that the Indonesian people did not have the capacity to overcome such serious problems generated by the absence of KPM from their waters, as financial inadequacy in buying new ships to replace the KPM fleet, the non-existence of experience and managerial skill in operating a modern, big shipping company and the like. Considering how big the role of KPM in the Indonesian inter-island shipping was, it is also imagined that the expulsion of this company would be a precondition of economic stagnation in Indonesia, because there was no shipping which had adequate experience to take over the role of KPM. As Dick states ‘Suspension of KPM sailing in December 1957 was the end of an efficient inter-island shipping (in Indonesia)’.
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37

Nygaard, Knut Michael. "Two conferences in the natural-ice trade." International Journal of Maritime History 34, no. 1 (February 2022): 133–55. http://dx.doi.org/10.1177/08438714221080284.

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A conference in shipping can be understood as a cartel-like association of competing shipping companies. The purpose is to ensure stable framework conditions in the form of ‘sensible’ freight rates. Conferences were first used in the second half of the nineteenth century by liner shipping companies. In tramp shipping, conferences became relevant at the beginning of the twentieth century. This article tells the story of two conferences in the tramp-shipping segment of the ice-transport business, both of which were active in the early twentieth century. Two groups of shipping companies, inspired by international developments, were established. One grouping was organized as most conferences were, while the other was organized more broadly. The former was a conference for shipping companies with wooden steamships, while the latter was for shipping companies with sailing ships. The development of these two organizations is followed in relation to the export of Norwegian natural ice. The article assesses the significance of ice freight for Norwegian shipping during the early twentieth century, the extent to which the two conferences were able to establish minimum rates for the transport of ice, and why the two conferences developed differently.
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38

Lysenko, Aleksandr V., and Vyacheslav V. Masyakin. "A Roman Figured Weight from the Sanctuary of Eklizi-Burun (Southern Crimea)." Ancient Civilizations from Scythia to Siberia 26, no. 1 (September 1, 2020): 83–111. http://dx.doi.org/10.1163/15700577-12341359.

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Abstract This article is the publication of a suspended moveable weight for fast scales wrought in the shape of the bust of a Roman emperor which was found within the sanctuary of Eklizi-Burun. The cult place dates from between the Early Roman to the Late Medieval Period. The item is of good quality and well preserved. The depiction of the emperor has a combination of features which permit identification with Tiberius Claudius Nero (AD 14-37). It is an example of the Chiaramonti type distributed in the last decade of Tiberius’ rule and also reproduced after the Emperor’s death. After bringing together the available information about the artefact (date, attitudes to ‘Roman Imperial’ material culture, nature of the find’s context), the authors conclude that the fast scales, of which the weight under discussion formed a part, reached Southern Taurica during the Roman-Bosporan War (AD 45-49). The scales were probably captured by Taurians/Scytho-Taurians from Roman soldiers and then offered to the sanctuary. It is possible that they had been on one of the ships transporting Romans (soldiers of Gaius Julius Aquila stationed in the Bythinia-and-Pontus Province?) in AD 49 along the sea coast, sailing westwards from the Bosporan kingdom. These ships were cast on to the ‘Taurian beach’ by a storm and plundered by the native population (Tac. Ann. XII. 17). One of the possible locations of that event could be Plaka Cape (ancient Lampas), which is situated 17.5 kilometres directly south of the Eklizi-Burun sanctuary.
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39

Mikołajko, Annika. "Bones and Concertina: The Sailors’ Instruments that Have Survived Over the Centuries." Kwartalnik Młodych Muzykologów UJ, no. 45 (2) (2020): 121–38. http://dx.doi.org/10.4467/23537094kmmuj.20.033.13906.

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The history of the sailors’ instruments is currently a barely investigated area. In the past, bones were used frequently in a variety of music genres, whereas today they seem to be forgotten in certain countries. The simplicity of playing that once was their advantage has also resulted in the small number of written sources concerning the technique of playing as well as the way of producing of this instrument. Despite this fact, bones were the ground for what is called the “musical recycling”. Concertina, in spite of its much more complicated structure and technique of playing, is more popular and has been described in several secondary sources. There are even schools of playing on this instrument available. Unfortunately, concertina is rarely used in concert halls too. Both instruments, thanks to their simplicity and small size, visited almost every part of the world in the era of great sailing ships, but today they remain known and used only in specialised environments.
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40

Gifford, Edwin, and Joyce Gifford. "The sailing characteristics of Saxon ships as derived from half-scale working models with special reference to the Sutton Hoo ship." International Journal of Nautical Archaeology 24, no. 2 (May 1995): 121–31. http://dx.doi.org/10.1111/j.1095-9270.1995.tb00721.x.

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41

Gifford, E. "The sailing characteristics of Saxon ships as derived from half-scale working models with special reference to the Sutton Hoo ship." International Journal of Nautical Archaeology 24, no. 2 (May 1995): 121–31. http://dx.doi.org/10.1006/ijna.1995.1016.

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42

Miller, W. G., and Ann G. Smith. "European wives and local concubines: Women on board English country trader vessels in the Malay Archipelago and beyond, from the 1770s to the 1830s, with some reference to life on board other contemporary sailing vessels." International Journal of Maritime History 32, no. 3 (August 2020): 596–615. http://dx.doi.org/10.1177/0843871420944630.

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Though the officers and crews of the British ‘country’ ships that operated in association with the English East India Company in the waters of the Malay Archipelago, the Indian Ocean and the South China Sea were all men, there are occasional references to women on board. These women fall into two categories: European wives and local concubines. This article provides examples of these elusive women, examines the reasons for their presence on board, assesses their social status and makes some comparisons between the two categories.
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43

King, Don W. "Warren Lewis: The Soldier Sailor." Journal of Inklings Studies 11, no. 1 (April 2021): 58–69. http://dx.doi.org/10.3366/ink.2021.0095.

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In the years immediately after his retirement from the Royal Army Service Corps on 21 December 1932, Captain Warren ‘Warnie’ Lewis expended most of his energy compiling the Lewis Papers, an extensive family archive that, by almost any measure, is an exceptional accomplishment. Shortly after finishing this massive yet pleasurable undertaking, Warnie turned to an even more delightful activity: sailing the waterways in and around Oxford and Cambridge on the Bosphorus, a small cabin cruiser he had specially built, therein realizing a life-long passion for ships and boats and reaching back to the childhood worlds of Animal Land and Boxen (shared with his younger brother), upon whose waters the first Bosphorus sailed. From 1936 until the outbreak of World War II, Warnie spent many days on his second Bosphorus, enjoying countless hours of relative freedom and personal satisfaction. This essay explores Warnie's days aboard his ‘ditchcrawler’, primarily through the lens of the eight essays he published in The Motor Boat and Yachting magazine in the late 1930s.
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44

Johnsen, Berit Eide. "Cooperation across the North Sea: The Strategy behind the Purchase of Second-Hand British Iron and Steel Sailing Ships by Norwegian Shipowners, 1875–1925." International Journal of Maritime History 17, no. 1 (June 2005): 151–70. http://dx.doi.org/10.1177/084387140501700108.

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45

Nuryaman, Dedi, and Shela Denisyanti. "Prosedur Serah Terima Tugas Sebelum Crew Melaksanakan Dinas Jaga Di Kapal KM. Sabuk Nusantara." Jurnal Sains Teknologi Transportasi Maritim 4, no. 1 (May 31, 2022): 38–45. http://dx.doi.org/10.51578/j.sitektransmar.v4i1.48.

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The role of sea transportation is one of the important modes of transportation. Especially the export-import activities of goods that generate foreign exchange. Therefore, sea transportation facilities for the distribution of goods are the main alternative. In order for this to be carried out properly, it takes the skill of officers to carry ships safely, accompanied by a sense of responsibility and a high work ethic. The rules of guard duty that have been set must be carried out without exception, in order to prevent dangers both while sailing and docking. Research with this descriptive technique is collected in the form of words with the results of observations, interviews, field notes, photos, video tapes, personal documents, notes or memos, and other official documents from research in KM. SABUK NUSANTARA 35. Where the duty of care is carried out well by the guard officers and crew, however, there are things that prevent it from being carried out, namely violations of procedures, workload, and crew fitness. Then carry out the handover of a good guard duty, but in its implementation it is still not optimal. The steps taken to maximize its implementation are preparation, implementation of standards, and implementation.
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46

Edwin and Joyce Gifford. "THE SAILING PERFORMANCE OF ANGLO-SAXON SHIPS AS DERIVED FROM THE BUILDING AND TRIALS OF HALF-SCALE MODELS OF THE SUTTON HOO AND GRAVENEY SHIP FINDS." Mariner's Mirror 82, no. 2 (January 1996): 131–53. http://dx.doi.org/10.1080/00253359.1996.10656590.

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47

Money, John. "Provincialism and The English “Ancien Regime”: Samuel Pipe-Wolferstan and “The Confessional State,” 1776–1820." Albion 21, no. 3 (1989): 389–425. http://dx.doi.org/10.2307/4050087.

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Imagine, if you will, a ship at sea. At a distance, it could be Jason and the Argonauts, or the Flying Dutchman, or even Captain Ahab. By the cut of its jib as it looms out of the mist, however, it seems rather to be a sieve, such as that in which the Jumblies once put forth. On the poop, sextant in hand, his grizzled features set in Churchillian grimace but instantly recognizable by the ancient Connecticut watchcap which tops them, stands—no, not Walter Mitty—but Hexter the Navigator. As a veteran of many earlier voyages, real and imaginary, he has a longer memory than his shipmates. He thinks this is a Liberty Ship, and he is trying to chart the course laid out in the sailing instructions, originally constituted by a long line of sea-lawyers and perfected by Victorian hydrographers. Right forrard, another ancient mariner, of the kind the lower deck calls Three-badge Killick (a leading seaman of long service who has never made it to Petty Officer), swings the lead. He is Plumb. In the crow's nest, bo'suns Tawney and Hill stand watch with their mates Stone and Thompson. As boy seamen long ago, they, too, were brought up on the old sailing instructions; but having, before the present voyage, served in capital ships, they consider that they have progressed far beyond such common lore. So wise are they indeed that they are convinced that this, too, is a Capital Ship, which, as everybody knows, can only sail forwards, and can therefore have only one destination. In the rigging, the rest of the fo'csle hands, a rabble of cabin boys and greenhorns press-ganged in 1968, who have barely passed for able seaman and still need the old guard to show them the ropes, likewise scan the horizon for the inevitable landfall and keep a weather eye open for that ill-omened denizen of these waters, Namier's Albatross. The intrepid helmsman, however, just as young but experienced beyond his years, knows better. Apprenticed to a line of tars that stretches back to old admiral Clarendon, he has learnt his craft the hard way, at the rope's end, and he has very little use for the sailing instructions of Liberty Ships or the great circle routes programmed, rhumb line by reductionist rhumb line, into the automatic pilots of their capital counterparts. He is Revisionist, a most unteleologic Ulysses, content (the journey not Ithaca's the thing) to sail his narrative barque (Narrenschiff?) before the winds of change for ever. Only one thing jars this whimsical homeric simile. Proof though he is against Circe and her reifications, our Ulysses has still his achilles' heel. Perhaps because he has come up through the hawse-hole himself, he has occasional bouts of nautical nostalgie de la boue: like Bertram, the sociologist of the sea in “Dry Cargo,” the Navigator's hoary parable on Doing History (another time, another voyage), he itches to pull on a pair of footnotes, go below and sample the bilgewater which, this being after all a sieve, slops around the hold.
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Romadhon, Yusuf, and Resista Vikaliana Vikaliana. "PELAYARAN RAKYAT DALAM PERSPEKTIF SISTEM LOGISTIK NASIONAL." Jurnal Logistik Indonesia 1, no. 1 (July 3, 2018): 17–21. http://dx.doi.org/10.31334/jli.v1i1.125.

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The State of Indonesia is a country which is according to cultural history and in the days of the kingdom is a maritime country. The country of Indonesia with the largest islands covers the largest sea, the largest island, and the second longest beach in the world. On this basis, Indonesia currently has a modern port as well as a port for people's voyages. People's voyages are generally identical to traditional wooden boats operated by natural sailors with simple management (Law No. 17/2008 on the voyage of articles 15, paragraphs 1 and 2). The demands of global business are causing people's shipping today to be marginalized.Some problems in the voyage of the people include the procurement of the shipping fleet is hampered by the difficult supply of logs, so it needs to look for other alternatives. Another problem is the guarantee of safety and good service from the voyage of the people The government plans to build the People's Port. This port will be built with a good security system. The sailing of people with the zone of its own. People's voyages are still needed, because remote areas that are not crossed by large auto ships are still dependent on small ships such as KLM or PLM. In addition, there is a dock that can not be enclosed by iron vessels or shallow harbors. The voyage of the people can overcome it, thus helping national transpotation.Indonesia as the largest archipelago country still requires the voyage of the people as one mode of inter island transportation. The Government is committed to memordenisasi and improve the safety and security of people's shipping by still considering local wisdom. Another problem is the guarantee of safety and good service from the voyage of the people.
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Gaini, Firouz. "Youth on the ‘Bridge to All Nations’." Youth and Globalization 4, no. 1 (July 18, 2022): 11–30. http://dx.doi.org/10.1163/25895745-bja10021.

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Abstract On a bell hanging in front of the main hall of the Shurijo Castle in Naha, Okinawa, the following inscription is engraved: “Ryukyu is located in a blessed region in the South Seas…sailing on ships and serving as a bridge between all nations, the land is filled with treasures.” This article, which is based on an ethnographic fieldwork in Okinawa in 2018, looks at contemporary young Okinawans’ narratives and experiences of ‘globalization’ as part of their everyday lives and future perspectives. It explores the role of the history and culture of the country – connecting it to China, Japan, and USA – in the young islanders’ local and global identities and networks. I use the Okinawan concept of chanpuru, referring to the art of fusing objects and ideas from different sources to create new cultural identities, to explain the way Okinawans reflect on global transformation processes, for example in relation to consumerism, militarism, tourism, and revitalisation of ‘Okinawan culture’ (e.g., local languages). Has the inscription on the old bell regained importance in the 21st century? How do young people from Okinawa capitalize from their cultural capital and international networks in a globalizing world? This article presents the view from an island community in transition.
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Evenden, Matthew. "Stowaway Beetles: Carl Lindroth, the Ballast Theory, and Transatlantic Science in the Cold War." Environmental History 26, no. 3 (April 9, 2021): 508–32. http://dx.doi.org/10.1093/envhis/emab022.

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Abstract In his Faunal Connections between Europe and North America (1957), a landmark study of ecological introductions from Europe to North America that prefigured Alfred Crosby’s Columbian Exchange by three decades, Carl Lindroth sought to explain the distribution of fauna and particularly insects across the North Atlantic. It was the culmination of a multi-year investigation begun in 1949 that had seen the Swedish ecologist and entomologist collect insects in Newfoundland, compare his findings with other North American and European regions, and trace the origins of introduced insects to various sites in southwestern England. Through this work, he identified the ballast of sailing ships as a primary vector of insect introduction to the Americas, argued for the importance of recurring introductions of breeding pairs in successful colonization, and demonstrated the importance of examining a broad range of species introductions, not just those that directly mattered to human history. Conceived and executed in the context of the Cold War, Lindroth’s project benefited from governmental and institutional support that sought to promote transatlantic scientific cooperation and northern research. His path to researching and writing Faunal Connections reveals both the influence of geopolitics in shaping environmental ideas and the capacity for scientists to benefit from strategic funding opportunities while contributing little of strategic value. Lindroth’s work deserves reexamination, both for its substance and for what it can tell us about the ideas behind foundational texts like The Columbian Exchange and, indeed, the making of ideas about global ecological change.
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