Academic literature on the topic 'Shipping – Europe – History'
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Journal articles on the topic "Shipping – Europe – History"
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van Rossum, Matthias. "The ‘Yellow Danger’? Global forces and global fears in the North Sea and beyond (1600–1950)." International Journal of Maritime History 27, no. 4 (November 2015): 743–54. http://dx.doi.org/10.1177/0843871415610502.
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Since direct shipping routes between Europe and Asia opened up at the end of the 15th century, the growing intercontinental and regional shipping connections resulted in increasing entanglements between European and Asian maritime labour markets. This article analyses the long term development of the connections between European and Asian maritime labour markets and its impact on socio-cultural (and labour) relations through three elements: first, the changing connections between European and Asian maritime labour markets; second, the changing nature of European and Asian maritime labour markets and its influence on the positions of sailors; and third, the changing relations between European and Asian sailors and its effects on the reactions and interactions in a globalising maritime labour market. It explores how these changing global connections shaped encounters between European and Asian sailors on (intercontinental) shipping in and from the North Sea region, and how it affected the positions and reactions of its workers.
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Li, Ling-Fan. "International credit market integration in northwestern Europe in the 1670s." Financial History Review 26, no. 2 (June 6, 2019): 127–45. http://dx.doi.org/10.1017/s0968565019000027.
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This article studies the financial market integration in the 1670s by examining the effectiveness of triangular exchange arbitrage. The results suggest that international credit markets based on bills of exchange in northwestern Europe were well integrated and responded to exchange-rate differences quickly. The speed of adjustment, ranging between one and three weeks, accorded with the speed of communication, but the transaction cost associated with exchange arbitrage was much lower than that of shipping bullion. Although warfare had a disruptive effect on exchange arbitrage by increasing transaction cost, markets were resilient in remaining efficient.
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Sebak, Per Kristian. "Constraints and possibilities: Scandinavian shipping companies and transmigration, 1898–1914." International Journal of Maritime History 27, no. 4 (November 2015): 755–73. http://dx.doi.org/10.1177/0843871415610293.
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In the early twentieth century, transatlantic migration peaked. Transmigrants, i.e. migrants who travelled through third countries on the way to their destination, comprised more than half of all emigrants departing from German, Belgian, Dutch and British ports which together were the most important. The most important countries of origin were Russia and Austria-Hungary, in addition to Italy. Because of this, shipping companies had to deal with networks and manage a transport system extending far beyond their traditional sphere of economic interest. In the process, the companies became ever more dependent on influencing state actors in Europe as well as in North America to keep their long-established business structures going. In many ways, the transatlantic passenger business between the 1890s and 1914 should therefore be viewed more as a transmigrant business rather than an emigrant business, which is the most common understanding of this massive human movement. The article focuses on the transmigration phenomenon from the point of view of three very different shipping companies/initiatives in Norway, Sweden and Denmark respectively. Norway and Sweden had among the highest rates of transatlantic migration, and Norway had the third largest merchant fleet in the word by the turn of the twentieth century. Yet only Denmark provided a direct transatlantic service throughout the most important period for transatlantic migration. What possibilities were there for these three countries to engage in the transatlantic passenger business and what constrained their efforts? By concentrating on the transmigration phenomenon and three countries with differing points of departure, the article provides a deeper understanding of the mechanisms and dynamics involved in shaping the transatlantic passenger business, of how the business worked, and of how the companies could influence the flow and pattern of migratory movements between Europe and North America.
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Donnelly, Joe. "An Open Economy: The Berwick Shipping Trade, 1311–1373." Scottish Historical Review 96, no. 1 (April 2017): 1–31. http://dx.doi.org/10.3366/shr.2017.0312.
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The argument of this paper is that studies of an earlier world have something to tell modern political economy about the way economies develop and that, while history must draw on economic insights, economics ought not to be a science without time. The paper generalises from one sphere of trade, known from the Berwick ‘particulars of custom’, to national income, which can be estimated (or guessed at) from ecclesiastical taxations. Where studies of medieval Scotland have taken a distinctly theoretical, legal turn, it may do no harm to discuss the practicalities of concrete economic evidence: cargoes, merchants, ships, sailors and so on. The mechanics of customs administration can also be followed in the particulars. The taxations suggest that the immediate demand-side impacts of the export trade had longer-term supply-side effects, as landlords developed their sheep farming interests. The export trade tied in with foreign taxations, generating funds for transmission overseas. The opening of the economy had the potential for the usual multiplier effects but these were counter-balanced by selfish, and hugely damaging, English interference in Scotland's trade in Europe. Fourteenth-century Scots put up stiff resistance but could not entirely escape the tribulations brought on their heads by English decisions.
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Sicotte, Richard. "Economic Crisis and Political Response: The Political Economy of the Shipping Act of 1916." Journal of Economic History 59, no. 4 (December 1999): 861–84. http://dx.doi.org/10.1017/s0022050700024050.
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Governments often respond to crisis situations with radical economic policies. The Shipping Act of 1916 created a government-owned shipping company. This significant departure from prior policy arose in the atmosphere of crisis surrounding the war in Europe. The Wilson Administration was able to use political institutions to its advantage and ensure that alternative, more moderate proposals would not be considered by the legislature. Initially thwarted by a filibuster, the administration was forced to compromise in order to maintain party loyalty and pass the bill in 1916.
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Solar, Peter M. "Opening to the East: Shipping Between Europe and Asia, 1770–1830." Journal of Economic History 73, no. 3 (August 9, 2013): 625–61. http://dx.doi.org/10.1017/s0022050713000569.
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Shipping costs between Europe and Asia were reduced by two-thirds between the 1770s and the 1820s. Copper sheathing and other technical improvements which allowed ships to make more frequent voyages over longer lifetimes accounted for part of the cost reduction. British hegemony in the Indian Ocean, which ended an eighteenth-century arms race, accounted for the rest by allowing the substitution of smaller ships which cost less to build and required fewer men per ton. These changes were at least as important as the elimination of monopoly profits in narrowing intercontinental price differentials during the early nineteenth century.
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Okie, W. R., and D. W. Ramming. "Plum Breeding Worldwide." HortTechnology 9, no. 2 (January 1999): 162–76. http://dx.doi.org/10.21273/horttech.9.2.162.
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The status of plum breeding around the world is reviewed. Two distinct types of plums are grown: Japanese-type shipping plums (mostly diploid hybrids of Prunus salicina Lindl. with other species) such as are grown in California, and hexaploid or “domestica” plums (P. domestica L.), which have a long history in Europe. In recent years there has been a resurgence of plum breeding outside the United States.
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Antunes, Cátia, and Filipa Ribeiro da Silva. "Windows of global exchange: Dutch ports and the slave trade, 1600–1800." International Journal of Maritime History 30, no. 3 (August 2018): 422–41. http://dx.doi.org/10.1177/0843871418782317.
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In 2008, Pierre Gervais contended that social and economic developments in the Atlantic were to be ascribed to an overwhelming European intervention in West Africa and the Americas. This article questions Gervais’s assumption by stressing how Europeans, West Africans and Americans – individuals and states – mutually influenced urban hierarchies and distributive hubs across three different continents, while arguing that these interactions and interconnections should be seen within a context of entangled histories. This contribution re-examines the Dutch experience of slave trade and shipping to assess the extent to which slave trading and shipping activities influenced port hierarchies in Europe, determined the organization of port hubs in West Africa and helped develop port structures in the Americas. This assessment is anchored in the data provided by the Transatlantic Slave Trade Database, the collections of the Dutch West India Company and the Middleburg Commercial Company, and the notarial archives of Amsterdam and Rotterdam.
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Prokopovych, Markian. "Urban History of Overseas Migration in Habsburg Central Europe: Vienna and Budapest in the Late Nineteenth Century." Journal of Migration History 2, no. 2 (September 30, 2016): 330–51. http://dx.doi.org/10.1163/23519924-00202006.
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The complex routes taken by overseas migrants through nineteenth-century Central Europe included Vienna and Budapest as nodal points. In contrast to the ports of departure and arrival, and the role of labour migrants in urbanisation, the place of overseas migrants in larger urban histories of Vienna and Budapest remains largely unexplored. By using two case studies that represent the opposite sides on the spectrum of overseas travellers through Central Europe, this article aims to trace new directions such an exploration might take. Aiming to introduce the ‘spatial turn’ into the subject of overseas migration in Vienna and Budapest, it analyses how, on the local level, railway stations and the neighbouring areas functioned to accommodate shipping agencies, their agents and lodging houses, as well as the police, detention centres, and the local enterprise that helped to direct – facilitate or restrict – traffic through the urban fabric and between cities.
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Lowe, Vaughan. "Us Extraterritorial Jurisdiction: The Helms-burton and D'Amato Acts." International and Comparative Law Quarterly 46, no. 2 (April 1997): 378–90. http://dx.doi.org/10.1017/s0020589300060474.
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The history of clashes over extraterritorial jurisdiction between the United States of America and other States in the Americas, Europe and elsewhere is a long one. That history is commonly traced back to the antitrust claims arising from the Alcoa case in 1945, in which the “effects” doctrine was advanced in the peculiar and objectionable form in which it is applied, not simply to acts which constitute elements of a single offence but which occur in different jurisdictions but, rather, to the economic repercussions of acts in one State which are felt in another. The conflict persisted into the 1950s, with the clashes over US regulation of the international shipping and paper industries. In the 1960s and 1970s there were further clashes in relation to the extraterritorial application of US competition laws, notably in disputes over shipping regulation and the notorious Uranium Antitrust litigation, in which US laws were applied to penalise the extraterritorial conduct of non-US companies, conducted with the approval of their national governments, at a time when those companies were barred by US law from trading in the United States. It was that litigation which was in large measure responsible for the adoption in the United Kingdom of the Protection of Trading Interests Act 1980, which significantly extended the powers which the British government had asserted in the 1952 Shipping Contracts and Commercial Documents Act to defend British interests against US extraterritorial claims.
Dissertations / Theses on the topic "Shipping – Europe – History"
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Cousin, Justine. "Extra-European Seamen employed by British Imperial Shipping Companies (1860-1960)." Thesis, Sorbonne université, 2018. http://www.theses.fr/2018SORUL135.
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Cette thèse étudie les marins non-européens travaillant sur les navires à vapeur des compagnies maritimes britanniques desservant l’empire de la Grande-Bretagne, à partir d’archives métropolitaines et coloniales, mais aussi de témoignages oraux. Ces sources sont étudiées avec une approche d’histoire impériale, maritime, sociale et du travail. Les marins extra-européens viennent des Caraïbes, du sous-continent indien, de la péninsule arabique, d’Afrique de l’Est et de l’Ouest. Ils occupent des postes peu ou pas qualifiés dans les trois départements du bord, justifiés par des caractéristiques pseudo-scientifiques établissant une hiérarchie des origines. Leur recrutement est justifié leur faible coût salarial et de leurs horaires de travail étendus en comparaison de leurs collègues britanniques. Les postes de commandement étant réservés aux Blancs, les marins de couleur sont confinés à un rôle de subordonnés. Ces derniers subissent une ségrégation touchant leur logement et leur avitaillement, mais aussi leurs uniformes, contribuant à les mettre à part sur les navires à vapeur. Le recrutement des marins extra-européens se développe massivement à partir de 1849 avant de connaitre des restrictions à partir de 1905 et surtout de l’entre-deux-guerres. Certains s’installent dans les quartiers portuaires dans des environnement multi-ethniques, souvent dégradés et à l’écart du reste de la ville. Ils restent alors dans des pensions qui servent d’entre-deux culturel ou bien sont pris en charge par les missionnaires locaux. Certains s’installent dans leur propre logement et établissent des relations avec les femmes blanches, ce qui suscite périodiquement l’hostilité des hommes locauxThis dissertation studies extra-European seamen who worked on steamships of the British shipping companies throughout the British Empire, by using metropolitan and colonial archives as well as oral history testimonies. These sources are studied with an imperial, maritime, labour and social history approaches. Extra-European seamen came from the Caribbean, the Indian subcontinent, the Arabian peninsula, Eastern and Western Africa. They were hired for unskilled or low-skilled positions in the three shipboard departments, based on pseudoscientific characteristics which created racial hierarchies. They were chosen over their British counterparts, as they cost less and worked more hours aboard. Tbey were subordinated to white officers, as non-white seamen could not get a senior position. Their accommodation and food rations both reflected work division and racial segregation, as they had specific and lower living quarters and food. They were also set apart with their dedicated uniforms. Extra-European seamen are massively recruited from 1849 onwards until further restrictions from 1905 and the interwar years especially. Some of them settled in interracial dockside areas, which were often run-down, overpopulated and physically segregated from the rest of the city. They may stay in boarding-houses that acted as buffers between native and metropolitan cultures or be taken in charge by the local missionaries. Some of them settled in their own houses and began interracial relationships with local white women, which periocally arouse hostility from the local white men
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Little, Andrew Ross. "British personnel in the Dutch navy, 1642-1697." Thesis, University of Exeter, 2008. http://hdl.handle.net/10036/67714.
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An international maritime labour market study, the thesis focuses on the Dutch naval labour market, analysing wartime Zeeland admiralty crews. The research is based primarily on unique naval pay sources. Analysis of crew compositions has not been made on this scale in the period before. The 1667 Dutch Medway Raid is the starting point, where a few British played a leading role – amongst many others reported on the Dutch side. Pepys and Marvell primarily blamed their joining the enemy on the lure of superior Dutch payment. The thesis asks how many British there were really, how they came to be in Dutch service, and whether this involvement occurred, as indicated, at other times too. Part One is thematic and explores the background mechanisms of the maritime environment in detail, determining causation. First, the two naval recruitment systems are compared and completely reassessed in the light of state intervention in the trade sphere. Two new sets of ‘control’ data – naval wages and foreign shipping – are amongst the incentives and routes determined. British expatriate communities are examined as conduits for the supply of naval labour and civilian support. British personnel are compared and contrasted with other foreigners, against the background of Anglo-Dutch interlinkage and political transition from neutrality through conflict to alliance. Part Two is chronological, covering four major wars in three chapters. Micro-case studies assembled from the scattered record streams enable analysis of the crews of particular officers and ships. Seamen were an occupation that made them a very little known group: the thesis examines the different career types of British personnel of many different ranks, shedding light on their everyday lives. The thesis shows that British personnel were an integral part of Dutch crews throughout the period, even when the two nations were fighting each other. The basic need of subsistence labour for employment took precedence over allegiance to nation/ideology, demonstrating limitations in state power and the continual interdependence forced on the maritime powers through the realities of the labour market.
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Erickson, Valerie J. "Mapping England's Trade Through Depictions in English Emblems." Digital Commons @ East Tennessee State University, 2011. https://dc.etsu.edu/etd/2258.
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This thesis explores the growing interaction between England and foreign countries comparing their trade with contemporary later sixteenth century and seventeenth century English emblems. The emblems used are those available over the internet from several different library and university sources. As England expanded its trade throughout the world, English emblems began to show the exchange occurring between England and its various trading partners. Historians have largely overlooked this valuable source of information. By studying emblems historians gain invaluable insight into the economy, society, politics, religion, and other matters with which England was concerned.
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FEYS, Torsten. "A business approach to transatlantic migration : the introduction of steam-shipping on the North Atlantic and its impact on the European Exodus 1840-1914." Doctoral thesis, 2008. http://hdl.handle.net/1814/10407.
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Defence date: 13 May 2008Examining Board: Prof. Heinz-Gerhard Haupt (EUI) - supervisor; Prof. Bartolomé Yun (EUI); Prof. Eric Vanhaute (Ghent University); Prof. Lewis Fischer (University of Newfoundland).
First made available online on 24 August 2018
Why, yet another study on the long 19th century European mass-migration movement to the US, when during the last decade migration historians have encouraged a shift away from the Atlanto-centrism and Modernization-centrism that has dominated the sub-discipline (Lucassen and Lucassen, 1996, 28-30; Hoerder, 2002, 10-18)? For many, the topic seems saturated, yet one particular and reoccurring question has not yet received a satisfying answer: how did the migrant trade evolve and influence the relocation of approximately thirty five million migrants across the Atlantic, of whom an ever increasing percentage returned and repeated the journey during the steamship era? More than half a century ago Maldwyn Jones, Frank Thistletwaite, and Rolf Engelsing drew attention to the fact that transatlantic migration was determined by trade routes (Jones, 1956, Engelsing, 1961; Thistletwaite, 1960). Migrants essentially became valuable cargo, on a shipping route made up of raw cotton, tobacco or timber from the New World; a route that had room to spare on the return leg of the journey. Rolf Engelsing in particular documented how the maritime business community reacted to this trade opportunity, by erecting inland networks, directing a continuous flow of human cargo to the port of Bremen during the sailship-era. Marianne Wokeck later stressed the Atlantic dimensions of these networks, by dating the origins of non-colonial mass migration movements to the 18th Century (Wokeck, 1999).
Books on the topic "Shipping – Europe – History"
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R, Bruijn J., and Gaastra F. S, eds. Ships, sailors and spices: East India companies and their shipping in the 16th, 17th and 18th centuries. Amsterdam: NEHA, 1993.
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(1997), Medieval Europe Brugge Conference. Travel technology & organisation in medieval Europe. Zellik [Belgium]: Instituut voor het Archeologisch Patrimonium, 1997.
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Miller, Michael B. Europe and the maritime world: A twentieth century history. Cambridge: Cambridge University Press, 2013.
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Shipwrecks of the north-west coast. Stroud: History Press, 2009.
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Shipping and economic growth, 1350-1850. Leiden: Brill, 2011.
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Villiers, Patrick. L' Europe, la mer et les colonies: XVIIe-XVIIIe siècle. Paris: Hachette, 1997.
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Skidmore, Ian. Hearts of oak, nerves of steel: Shipwrecks and heroism in the Celtic Sea. Llanrwst: Gwasg Carreg Gwalch, 2000.
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Hearts of oak, nerves of steel: Shipwrecks and heroism in the Celtic sea. Llanrwst: Gwasg Carreg Gwalch, 2007.
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Europe and the maritime world: A twentieth century history. Cambridge: Cambridge University Press, 2013.
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Keeling, Drew. The business of transatlantic migration between Europe and the United States, 1900-1914. Zurich: Chronos, 2012.
Find full textBook chapters on the topic "Shipping – Europe – History"
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van Rossum, Matthias, Lex Heerma van Voss, Jelle van Lottum, and Jan Lucassen. "National and International Labour Markets for Sailors in European, Atlantic and Asian Waters, 1600-1850." In Maritime History as Global History. Liverpool University Press, 2010. http://dx.doi.org/10.5949/liverpool/9780986497339.003.0003.
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This chapter explores shipping demographics and recruitment strategies between 1600 and 1850 to demonstrate how multicultural crews and openness to cultural exchange were necessary for maritime trade to be successful on a global scale. It examines the religious, racial, economic, and national demographics of crews from Europe, the Atlantic, and Asia, and determines that despite the complexities in the labour market pertaining to identification and loyalty, multicultural crews were as efficient as single-nation crews and a core facet of globalisation.
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Williams, David M., and Andrew P. White. "Shipping and Trade, Port and Regionally-Based Studies." In A Select Bibliography of British and Irish University Theses about Maritime History, 1792-1990. Liverpool University Press, 1991. http://dx.doi.org/10.5949/liverpool/9780969588504.003.0002.
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A bibliography of post-graduate theses concerning the Shipping Industry, subdivided by specific region and port, as follows:- Britain:- London; North-East, Humberside, East Anglia; Cinque Ports; Southampton; Bristol and the South-West; Liverpool and Merseyside; Chester; Ireland; Scotland; Clydeside; Wales; General British port studies; Europe; Africa; Asia; and America.
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Beinart, William, and Lotte Hughes. "Imperial Scientists, Ecology, and Conservation." In Environment and Empire. Oxford University Press, 2007. http://dx.doi.org/10.1093/oso/9780199260317.003.0017.
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Imperial scientists have appeared in a number of our chapters: Cleghorn, protagonist of forest conservation in India; Willcocks, the self-critical dambuilder extraordinary in Egypt and India; Simpson, the plague doctor, and Bruce, who researched trypanosomiasis in southern Africa. The early centuries of empire preceded professionalization, but scientific interests were even then at its heart. Species transfers were, as we have suggested, a long-term preoccupation and closely related to scientific enterprise. The maritime empires that characterized the last half-millennium depended upon nautical technology and navigation science, and this distinguished them from preceding, more geographically restricted, land empires. Naval power and the expansion of shipping permitted a different social geography of empire, linking Europe to the Americas, the tropics, and the southern temperate zones, and partly bypassing the torrid task of conquest in Europe and the Muslim world. Shipping carried the freight of trading empires, literally and metaphorically. Especially from the mid-nineteenth century, scientists were central actors in imperial development. They helped to pioneer new technologies that facilitated discovery, and vastly more effective exploitation, of hidden natural resources, such as gold, oil, and rubber. A growing arms gap underpinned the European power bloc and conquest was so rapid and so widespread in the later decades of the nineteenth century not least because it was relatively easy and inexpensive. Constraints imposed by environment and disease were gradually driven back, by dams, boreholes, and the partial prophylaxis against malaria. Communications, based around steam and iron, telegraphs, railways, and roads were the ‘tentacles of progress’ in the new empire, opening up new routes for exploitation. They bound together increasingly modern, planned cities, zones of hydraulic imperialism, mining, and similar enterprises. Scientists and science in empire have received intense critical attention over the last couple of decades. This is especially so in African history and social sciences which, from their inception as self-conscious areas of academic enquiry, in the dying days of colonialism, tried to write from the vantage point of Africans and to decolonize European minds. From the late 1970s, when it was clear that African nationalist narratives and ambitions had been corrupted, Africanists tended to evince an unease with modernization and development, so closely linked to both the late colonial and nationalist projects.
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Roe, Michael. "Poland’s Recent History and the Maritime Sector." In Commercialisation in Central and East European Shipping, 3–10. Routledge, 2018. http://dx.doi.org/10.4324/9780429462061-1.
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Kaposi, Zoltán. "Entrepreneurs, Enterprises and Innovation in Pécs (1850–1914)." In Different Approaches to Economic and Social Changes: New Research Issues, Sources and Results, 21–34. Working Group of Economic and Social History Regional Committee of the Hungarian Academy of Sciences in Pécs, 2022. http://dx.doi.org/10.15170/seshst-02-02.
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The purpose of the study. To examine how the 19th century economic modernisation (Western type of industrialisation, technological transformation and the birth of the manufacturing industry) unfolded in Central Europe; and more importantly in Hungary, at Pécs, and what technological innovations were created by local entrepreneurs. Applied methods. Literature review including the history of the manufacturing industry. We involved sources from monographies, employment and census records, reminiscences and our own data from researches of archives. The research framework is the history of distinct businesses. We introduced five businesses whose economic effects influenced the operations of Pécs in the long run. We made a structural analysis examining the entrepreneur and its business together. Outcomes. The Austrian First-Danube-Steamboat-Shipping Company (DDSG) became the largest works in the city by starting intensive coal mining and creating modern technological background since 1852. It employed four thousand souls at the beginning of the 20th century and the city profited a lot from its developments (railway construction and electric power plant). The Zsolnay Porcelain Manufactory quickly became the synonym of Pécs. Vilmos Zsolnay ended up being a world famous entrepreneur because of his technological innovations (eosin, pyrogranite, etc…) and products. The term “Glove of Pécs” came alive in the ages of the dual monarchy. János Hamerli founded the first glove manufacturing plant in the country. The Angster Organs have played for hundred and fifty years. The company founded by József Angster emerged at the end of the 19th century and represented state of art technology.
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Bonner, Thomas Neville. "An Uncertain Enterprise: Learning to Heal in the Enlightenment." In Becoming a Physician. Oxford University Press, 1996. http://dx.doi.org/10.1093/oso/9780195062984.003.0005.
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There was no more turbulent yet creative time in the history of medical study than the latter years of the eighteenth century. During this troubled era, familiar landmarks in medicine were fast disappearing; new ideas about medical training were gaining favor; the sites of medical education were rapidly expanding; and the variety of healers was growing in every country. Student populations, too, were undergoing important changes; governments were shifting their role in medicine, especially in the continental nations; and national differences in educating doctors were becoming more pronounced. These transformations are the subject of the opening chapters of this book. These changes in medical education were a reflection of the general transformation of European society, education, and politics. By the century’s end, the whole transatlantic world was in the grip of profound social and political movement. Like other institutions, universities and medical schools were caught up in a “period of major institutional restructuring” as new expectations were placed on teachers and students. Contemporaries spoke of an apocalyptic sense of an older order falling and new institutions fighting for birth, and inevitably the practice of healing was also affected. From the middle of the century, the nations of Europe and their New World offspring had undergone a quickening transformation in their economic activity, educational ideas, and political outlook. By 1800, in the island kingdom of Great Britain, the unprecedented advance of agricultural and industrial change had pushed that nation into world leadership in manufacturing, agricultural productivity, trade, and shipping. Its population growth exceeded that of any continental state, and in addition, nearly three-fourths of all new urban growth in Europe was occurring in the British Isles. The effects on higher education were to create a demand for more practical subjects, modern languages, and increased attention to the needs of the thriving middle classes. Although Oxford and Cambridge, the only universities in England, were largely untouched by the currents of change, the Scottish universities, by contrast, were beginning to teach modern subjects, to bring practical experience into the medical curriculum, and to open their doors to a wider spectrum of students.
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Dorr, Lisa Lindquist. "The Traffic in Liquor." In A Thousand Thirsty Beaches, 19–50. University of North Carolina Press, 2018. http://dx.doi.org/10.5149/northcarolina/9781469643274.003.0002.
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Havana, Cuba was an active smuggling port, with a long history of shipping. European distillers shipped large amounts of their products to Havana, knowing it would likely be smuggled into the United States. Liquor wholesalers provided a wide variety of liquors to smugglers and facilitated the production of forged customs documents that allowed smuggling ships to depart with illegal cargoes of liquor. Smuggling networks landed these cargoes on southern beaches, either to supply local liquor markets or to transport to markets via road or rail to markets in midwestern or northeastern cities.
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Nachowitz, Todd. "Identity and Invisibility." In Indians and the Antipodes, 26–61. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780199483624.003.0002.
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Shipping logs reveal that the first Indians to set foot on New Zealand soil were two young lascars from Pondicherry who arrived on a French East India Company ship in 1769—the year that James Cook first visited the country. Indian arrival in New Zealand was, therefore, contemporaneous with first European contact, a fact never before recognized in the extant literature on nation-building. Since then hundreds of Indian sepoys and lascars accompanied British East India Company ships to New Zealand, many going through Australian ports seeking work with sealing expeditions and on timber voyages. In the early nineteenth century, some of the lascars began to jump ship, marry local Maori women and settled down in New Zealand. This chapter argues that Indians in New Zealand can claim a history that goes as far back as the earliest Maori–European (Pakeha) contact.
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Looijesteijn, Henk. "Opportunity in an Age of Folly." In Comedy and Crisis, 119–48. Liverpool University Press, 2020. http://dx.doi.org/10.3828/liverpool/9781789622201.003.0006.
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1720 is remembered in European history as the year of folly, when the financial markets ballooned and then collapsed in the capitals of England and France. The financial crisis was of great import to the subsequent history of both countries: England emerged from the crisis on the way to becoming an international financial powerhouse, whereas France failed to modernize its financial infrastructure, which collapsed during the French Revolution. Much less is known, however, outside the Netherlands about the third economy involved in the Bubble, namely, the proto-capitalist economy of the Dutch Republic. This chapter makes the case that the Dutch financial economy, which in 1720 was more advanced than that of its neighbours, bore the brunt of the crisis much better than they. The Bubble in the Dutch Republic channelled some of the country’s previously underused capital reserves back into the economy and allowed for the rise of a number of municipal Bubble companies, chiefly devoted to shipping and insurance. Several of these survived the Bubble and developed into bona fide businesses with surprising longevity. The foremost example of this is the Rotterdam insurance company which lasted until the twenty-first century and continues to exist as a philanthropic foundation.
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Gunn, Geoffrey C. "The Evidence from Marine Archaeology." In Imagined Geographies, 177–96. Hong Kong University Press, 2021. http://dx.doi.org/10.5790/hongkong/9789888528653.003.0009.
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The previous chapter announced the importance of an interconnected series of port cities spanning Indian Ocean trading networks. By contrast this chapter shifts the focus to shipwreck and other marine archaeological data with a view to deriving comparative lessons on a number of interrelated facets in line with a general world regional history perspective. Arguably, as this chapter presents, some of the most exciting research in the field of the historical East-West trade stems from advances in marine archaeological research, major discoveries, and new interpretations. First, the chapter elaborates upon the concept of ceramic trade as a proxy for overall trade, as corroborated by terrestrial archaeological discovery. In a second section, the chapter surveys a select number of marine archaeology sites from across the Indian Ocean realm. Third, it examines early modern trade polities in East-Southeast Asia with reference to evidence supplied by European shipwrecks. Aside from Chinese wrecks, this chapter also canvasses examples of “Austronesian” and Arab dhow-type ships, suggesting the regionality of the trade, even prior to the major entry of Mongol Yuan-era shipping into the Nanyang or South Seas trade.
Conference papers on the topic "Shipping – Europe – History"
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Schmid, Andreas, and Naoki Yamada. "Spray Combustion Chamber: History and Future of a Unique Test Facility." In ILASS2017 - 28th European Conference on Liquid Atomization and Spray Systems. Valencia: Universitat Politècnica València, 2017. http://dx.doi.org/10.4995/ilass2017.2017.4734.
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Large marine two-stroke diesel engines still represent the major propulsion system for merchant shipping. Withsteadily increasing transport demands, rising operational costs and stricter environmental legislations, the global marine shipping industry finds itself facing the challenge to future-proof its fleet. In order to comply with international maritime organizations emission standards (TIER II and TIER III), highly sophisticated and flexible combustion systems are demanded. With the help of spray and combustion research such systems can be developed and continuously improved. A highly valuable tool to investigate sprays of large marine diesel injectors under engine relevant conditions is the Spray Combustion Chamber (SCC). This paper reviews the history of the SCC, shows todays possibilities and looks into the near future of research involving large marine two-stroke engines. The SCC was built during the first Hercules project (I.P.-HERCULES, WP5, [1]). The initial setup focused on fundamental investigations comprising the application of highly flexible thermodynamic conditions. During follow-up projects (Hercules beta [2] and Hercules C [3]) the SCC was continuously developed, and a variety of influences on spray and combustion were experimentally assessed. The initial SCC design focused on maximum optical access as well as the applicability of a wide span of optical techniques. Single-hole nozzles were utilized to generate reference data to optimize existing spray and combustion simulation models. Different fuel types and fuel qualities were investigated and effects of the in-nozzle flow on spray morphology was identified. A sound set of results was achieved and published in several (internal and public) reports. Over the years, spray research at Winterthur Gas& Diesel has turned its focus from basic spray investigations to more detailed cavitation and in-nozzle flow examinations [4], [5]. Future research on the SCC will focus on investigations of more engine related topics, as, for example, the application of a fuel flexible injection system as is currently developed in the HERCULES-2 project [6]. Significant design modifications of the initial setup were necessary, as the injector positions and therefore exposure of the spray relative to the swirl were not fully congruent with real engine conditions. As a consequence, the new setup includes some minor drawbacks, e.g. the optical access of the nozzle tip is only visible from one side of the chamber. This means that line-of-sight methods are currently only possible at selected positions in the centre of the chamber. Therefore, a new setup was installed to illuminate the spray, consisting of a high speed, high energy laser (100 kHz, 100 W) and special optics. In order to obtain enhanced optical access, tangential windows were re- arranged, now pointing directly at the nozzle. With this setup, a first set of images was realized, showing a realspray as it occurs in large marine two-stroke diesel engines.DOI: http://dx.doi.org/10.4995/ILASS2017.2017.4734
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Hoog, Sven, Mark Longrée, and Andreas Menze. "Engagement in the Arctic: The ‘Modular Arctic Hub (MODARC)’ Facilitates the ‘Kick-Off’." In ASME 2015 34th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/omae2015-41225.
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It seems to be certain that a huge variety of activities will be established in the Arctic in turn of global warming in the coming decades. These activities comprise fishery, tourism, cargo shipping and resource extraction mainly taking place in Arctic waters, at coastal areas and at shore. As history shows, these activities often suffer from a complicate supply of skilled personnel, insufficient infrastructure and not suitable tools for use in harsh environment, which are significant obstacles towards a cost efficient setup of required hubs supporting the ‘conquering of the Arctic’. IMPaC has taken the chance of participating in the European funded joint research project ACCESS (Ref. [3]) to develop a concept for the modular establishment of stations in the Arctic: MODARC (MODular ARCtic Hub). The basic module of MODARC shall act as initial hub providing fundamentals like accommodation, energy, communication in a safe and secure way. The hubs shall be self-sufficient for an extended kick-off period and operable conforming to a zero-emission policy, which IMPaC has already met during projects for the Caspian Sea (Ref. [2]). The basic modules are operable right after installation allowing supporting the establishment of further specialized activities serving the various means of activities mentioned above. Thus, the character of each settlement will be case (project) dependent but comparable in its basic concept. Paramount advantage of the MODARC concept is the idea of producing the floating modules in worldwide benign conditions like harbors or wharfs allowing testing and certifying each module prior to send out and installation at location. Even personnel can be trained before or during the shipment to the operation location — just like it is usual e.g. in Aerospace technology.
Reports on the topic "Shipping – Europe – History"
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Atkinson, Dan, and Alex Hale, eds. From Source to Sea: ScARF Marine and Maritime Panel Report. Society of Antiquaries of Scotland, September 2012. http://dx.doi.org/10.9750/scarf.09.2012.126.
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The main recommendations of the panel report can be summarised under four headings: 1. From Source to Sea: River systems, from their source to the sea and beyond, should form the focus for research projects, allowing the integration of all archaeological work carried out along their course. Future research should take a holistic view of the marine and maritime historic environment, from inland lakes that feed freshwater river routes, to tidal estuaries and out to the open sea. This view of the landscape/seascape encompasses a very broad range of archaeology and enables connections to be made without the restrictions of geographical or political boundaries. Research strategies, programmes From Source to Sea: ScARF Marine and Maritime Panel Report iii and projects can adopt this approach at multiple levels; from national to site-specific, with the aim of remaining holistic and cross-cutting. 2. Submerged Landscapes: The rising research profile of submerged landscapes has recently been embodied into a European Cooperation in Science and Technology (COST) Action; Submerged Prehistoric Archaeology and Landscapes of the Continental Shelf (SPLASHCOS), with exciting proposals for future research. Future work needs to be integrated with wider initiatives such as this on an international scale. Recent projects have begun to demonstrate the research potential for submerged landscapes in and beyond Scotland, as well as the need to collaborate with industrial partners, in order that commercially-created datasets can be accessed and used. More data is required in order to fully model the changing coastline around Scotland and develop predictive models of site survival. Such work is crucial to understanding life in early prehistoric Scotland, and how the earliest communities responded to a changing environment. 3. Marine & Maritime Historic Landscapes: Scotland’s coastal and intertidal zones and maritime hinterland encompass in-shore islands, trans-continental shipping lanes, ports and harbours, and transport infrastructure to intertidal fish-traps, and define understanding and conceptualisation of the liminal zone between the land and the sea. Due to the pervasive nature of the Marine and Maritime historic landscape, a holistic approach should be taken that incorporates evidence from a variety of sources including commercial and research archaeology, local and national societies, off-shore and onshore commercial development; and including studies derived from, but not limited to history, ethnology, cultural studies, folklore and architecture and involving a wide range of recording techniques ranging from photography, laser imaging, and sonar survey through to more orthodox drawn survey and excavation. 4. Collaboration: As is implicit in all the above, multi-disciplinary, collaborative, and cross-sector approaches are essential in order to ensure the capacity to meet the research challenges of the marine and maritime historic environment. There is a need for collaboration across the heritage sector and beyond, into specific areas of industry, science and the arts. Methods of communication amongst the constituent research individuals, institutions and networks should be developed, and dissemination of research results promoted. The formation of research communities, especially virtual centres of excellence, should be encouraged in order to build capacity.