Tesis: "Maritim history"

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Le, suun Anne. "Les douaniers français et la côte atlantique (1926-1946)". Electronic Thesis or Diss., Nantes Université, 2024. http://www.theses.fr/2024NANU2007.

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L’administration des douanes fut, depuis sa création officielle le 23 avril 1791, par l’Assemblée Nationale, soumise aux événements politiques, aux accords diplomatiques, à des frontières mouvantes ainsi qu’aux fluctuations de la conjoncture économique. Néanmoins, les recherches universitaires consacrées à ce corps étatique constituent une des lacunes de l’historiographie française et les douaniers qui la composent sont considérés comme des « oubliés ». L’objectif de notre thèse est donc de venir combler ce manque historiographique en contribuant à l’histoire d’une profession, mais aussi d’hommes et de femmes. En s’appuyant sur des sources diverses et protéiformes, cette thèse évoque les conséquences des évolutions du contrôle aux frontières maritimes sur les douaniers. L’adoption d’une méthode prosopographique permet, tout en mettant en lumière des trajectoires individuelles, de dresser une vue d’ensemble du personnel des douanes (origines sociales, recrutement, mobilités, avancement, sociabilités, etc.). Ce travail cherche aussi à comprendre comment ces agents constituent un véritable corps, en présentant les éléments de leur identité collective. Une partie de la thèse est par ailleurs dédiée à l’étude des restructurations intervenues durant la Seconde Guerre mondiale. Il faut les étudier, les replacer dans des évolutions de longue durée, dans la lignée des travaux portant sur l’histoire de l’administration sous Vichy. Cette étude se prolonge jusqu’à la fin de l’année 1946 pour suivre l’épuration touchant l’administration, mais aussi la reprise de la navigation maritime, la suppression de l’impôt sur le sel et la fermeture officielle de la frontière franco-espagnole dans le département des Basses-Pyrénées
Since its official creation on April 23, 1791, the customs administration has been subject to political events, diplomatic agreements, moving borders and fluctuations in the economic situation. Nevertheless, the academic research devoted to this public sector is one of the shortcomings of French historiography and the customs officers who compose it are considered « forgotten ». The aim of our thesis is therefore to fill this historical weakness by contributing to the history of a profession and of men and women. Based on various and protean sources, this thesis evokes the consequences of the evolutions of the customs control at the maritime borders on the customs officers. The adoption of a prosopographic method will allow, while highlighting individual trajectories, to draw an overview of customs personnel (social origins, recruitment, mobility, advancement, sociabilities, etc.). This work also seeks to understand how these agents constitute a real corps, presenting the elements of their collective identity. Part of the thesis is also dedicated to the study of the restructuring that took place during the Second World War. It will be necessary to study it, to place it in long-term evolutions and, in line with the work on the history of the administration under Vichy. This study continued until the end of 1946 to follow the clear-out affecting the administration, but also the resumption of shipping, the abolition of the tax on salt and the official closure of the Franco-Spanish border in the department of Basses-Pyrénées

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2

Denis-Delacour, Christopher. "Entre normes et pratiques.Les étrangers des trafics maritimes romains (1742-1797)". Thesis, Aix-Marseille, 2012. http://www.theses.fr/2012AIXM3029.

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Si l'institution d'un Consulat de la mer à Civitavecchia en 1742 s'inscrivait avec retard dans un mouvement de réappropriation de l'exercice de la justice, l'événement symbolisait à la fois les prétentions romaines en matière de mercantilisme et les contradictions de son application pratique. Cette création institutionnelle devait en effet composer avec une ambigüité propre aux ports francs : être à la fois une porte d'entrée au commerce international et le filtre des échanges étrangers. Dans un contexte où le commerce ‘actif' devenait la ligne politique du pouvoir, le quotidien des acteurs économiques s'apparentait plutôt à une réinterprétation sociale des règles locales. Les agents institutionnels étaient en effet très souvent liés aux protagonistes du commerce. Acteurs économiques et institutions étaient alors à même d'incarner les normes avec un haut niveau de flexibilité. À ce titre, dans un contexte de création et d'affirmation d'une identité ‘étatique', l'insertion initiale des capitaines étrangers par l'intermédiaire de l'appareil normatif réglant les trafics maritimes romaines concrétisait la patiente accumulation de savoirs informels et la construction d'un réseau d'intermédiaires stratégiquement positionnés. Des savoirs qui furent un tremplin professionnel et économique mêlant pluriactivité et stratégies d'interprétation institutionnelle. Jouant en effet sur leur condition de stranieri ayant la capacité d'agir comme sudditi pontifici, ces capitaines et marins devinrent par la suite des opérateurs marchands économiquement profitables et incontournables
If the creation of the Consolato del mare court of Civitavecchia in 1742 was the late expression of an ancient and global movement for the restoration of a State-controlled justice, it also epitomizes the pontifical contradiction in the application of mercantilism. This institution was however facing the free ports ambiguity: at the same time opened to international trade and supposed to screen foreign activity. Above all, the mercantilist political context pushed the economic actors to a daily reinterpretation of local rules. Indeed, institutional agents were usually connected with the protagonists of trade. Therefore, economic actors and institutions were able to enforce justice with a high degree of flexibility. As such, in a context of creation and assertion of a State identity, the initial insertion of foreign captains by the means of normative apparatus regulating papal maritime trade gave concrete expression to the slow accumulation of informal skills and the development of a network of strategically positioned go-betweens. Such skills revealed to be a professional and economic stepping stone, combining diversified activities and institutional interpretation strategies. Using their condition of stranieri, with the ability to act as sudditi pontifici, these captains and seamen became economically profitable and crucial merchant actors

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3

Buchanan, Elizabeth Anne. "Early maritime Scotland". Thesis, University of St Andrews, 1996. http://hdl.handle.net/10023/14224.

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This thesis provides a general view of maritime Scotland from c. 10.000BP, the retreat of the last glacier of the Loch Lomond Stadial, until 1018AD, the first formal agreement upon the River Tweed as Scotland's southern border following the Battle of Carham. The thesis shows the importance of water upon the physical landscape and man's dependence upon water, and his ability to travel on it, to facilitate survival, social development, development of trade and to aid immigration throughout prehistoric and early mediaeval Scotland. Emphasis is given to the geomorphology of Scotland and the development of water transport throughout the time period covered.

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4

Carolan, Victoria Diane. "British maritime history, national identity and film, 1900-1960". Thesis, Queen Mary, University of London, 2012. http://qmro.qmul.ac.uk/xmlui/handle/123456789/8375.

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This thesis examines the creation, transmission and preservation of the idea of Britain as a 'maritime nation' on film from 1900 to 1960. By placing an analysis of maritime films' frequency, content and reception into the broader maritime sphere and the British film industry, this thesis explores how maritime symbols functioned to project national identity. Films are used as the major source to provide an evidential frame through which to assess the depth and functioning of maritime culture in mass culture. The thesis traces the origins of key concepts associated with a maritime identity to establish the configuration of maritime history in popular culture by 1900. It then examines the importance of maritime film production during the period 1900-1939; the representation of shipbuilding from the 1930s; maritime scenarios in Second World War film; maritime comedies; and post-war maritime films. It concludes by suggesting the reasons for the decline in the frequency of maritime film after 1960. The thesis argues first, that the relationship established in the Victorian period between the nation and the maritime sphere endured with remarkable strength. Only after 1960 was the contemporary element of this connection broken by a combination of the decline of the subject matter and by political and social change. The second argument is that to understand these films it is essential to consider them as a complete body of evidence as well as individual films in discrete time periods. By setting these films back into the tradition from which they came is it possible to understand how symbols of national identity became so embedded that they became unquestioned: the most powerful level at which such symbols operate.

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5

Kyte, Shelley. "V-8, or, Make and break, an investigation of the development of tourism in Canada : a case study of Nova Scotia". Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1998. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp04/mq22335.pdf.

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6

Gibson, Andrew Edward. "The abandoned ocean : a history of failed U.S. maritime policy". Thesis, Cardiff University, 1993. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.336505.

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7

Carnell, Monique Marie. "The life and works of Maritime architect J. C. Dumaresq (1840-1906)". Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1993. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp04/mq23851.pdf.

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8

Oldcorn, Megan Lowena. "Falmouth and the British Maritime Empire". Thesis, University of the Arts London, 2014. http://ualresearchonline.arts.ac.uk/13354/.

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At the beginning of the nineteenth century, the Cornish port of Falmouth was an important base within an ever-expanding British empire. From here, people, letters, goods and information travelled back and forth from Cornwall to the rest of the world. This thesis investigates the extent to which Falmouth was a significant part of Britain’s maritime empire during the period 1800-1850, looking specifically at four areas of interest. First, it argues that Falmouth’s Packet Service played a significant role in intelligence gathering during the Napoleonic Wars, victory in which led to major expansion of the British empire. Second, that the town developed Cornwall’s mining expertise to the extent that it could be exported to new colonies, or become instrumental in spreading the influence of informal empire. Third, that the import of plant specimens from the colonies had a direct effect on class-based hierarchies of power in and around the town. And finally, that contact between the British and foreigners in and from the port led to renegotiations of identity based on race that were inextricably tied into colonialism. The role of Cornwall in the dialogue between Britain and its colonies, and the importance of Falmouth as a port within the British empire, have previously been neglected in academic study, with attention given to larger metropolitan locations such as Liverpool and Southampton. This thesis continues work exploring imperialism within one specific locality, shifting in focus from the urban to the rural. In doing this, a diversity of written and archival sources are used to discuss how several elements of empire came together in one place. The work demonstrates that Falmouth was a site clearly affected by colonialism, and was to a certain extent influential within it due to its maritime significance.

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9

Lepp, Annalee E. "Dis/membering the family, marital breakdown, domestic conflict, and family violence in Ontario, 1830-1920". Thesis, National Library of Canada = Bibliothèque nationale du Canada, 2001. http://www.collectionscanada.ca/obj/s4/f2/dsk3/ftp04/NQ56087.pdf.

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10

Twohig, Peter L. "Organizing the bench, medical laboratory workers in the Maritimes, 1900-1950". Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1999. http://www.collectionscanada.ca/obj/s4/f2/dsk1/tape9/PQDD_0018/NQ49295.pdf.

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11

Schwarz, George Robert. "The history and development of caravels". Thesis, [College Station, Tex. : Texas A&M University, 2008. http://hdl.handle.net/1969.1/ETD-TAMU-2647.

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12

Guibert, Jean-Sébastien. "Mémoire de mer, océan de papiers : naufrage, risque et fait maritime à la Guadeloupe (Petites Antilles) fin XVIIe - mi XIXe siècles". Thesis, Antilles-Guyane, 2013. http://www.theses.fr/2013AGUY0607.

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Cette thèse explore les relations entre histoire et archéologie sous-marine pour étudier le risque de perte en mer aux Petites Antilles à travers l' exemple de la Guadeloupe. Le phénomène du naufrage est envisagé comme un prisme pour aborder les aspects maritimes de l'histoire de la Guadeloupe à l' époque de la marine à voile, entre la fin du XVIIe siècle et la première moitié du XIXe siècle. L' étude repose sur un dépouillement exhaustif de la correspondance administrative et des sondages ciblés dans les archives de la Marine et de quelques-uns des principaux ports du royaume de France liés aux Antilles (Nantes, Bordeaux, Le Havre, Marseille). Le naufrage est défini à travers une étude quantitative des pertes en mer : nombre, fréquence, localisation, répartition chronologique. Cette perspective conduit à qualifier le phénomène de sériel mais marginal en comparaison avec la fréquentation maritime, ce qui n' ôte pas de son intérêt en tant que clé de lecture d'une colonie française d' Amérique et de son économie et de sa société si part iculières , entre cultures d'exportation et esclavage. Environ 550 naufrages son répertoriés en archives entre la fin du XVIIe siècle et le début du XIXe siècle, ce qui représente moins de 1 % de la fréquentation maritime de la colonie. Il s' agit d'un phénomène essentiellement côtier et portuaire lié à la survenue d'événements climatiques exceptionnels (coups de vent et ouragans). Mais, ponctuellement, d'autres causes sont mises en évidence. L'objectif est de dresser une typologie des pertes en mer s'intéressant aussi bien aux différents types de navires perdus qu'à leur fonction , leur cargaison et leur équipage. La question de la perception des risques de pertes (conditions de navigation, dangers d'échouage, aléas climatiques) est envisagée pour analyser les relations entre risques et les moyens mis en oeuvre pour en réduire l'impact. Les différentes pistes allant des premières missions à caractère hydrographique au XVIIIe siècle, aux premiers aménagements portuaires au XIXe siècle, sont étudiées pour voir si elles répondent aux risques de pertes en mer. L'étude des documents d'archives trouve une application dans l'évaluation du potentiel archéologique sous-marin de la Guadeloupe. Celui-ci est évalué à une fourchette entre 50 et 120 sites d'épaves. La lecture critique des sources propose par ailleurs des hypothèses d'identification de 5 sites sur les 15 sites d' épaves anciennes connus, permettant ainsi une vision différente de la question des risques maritimes
This Ph D explores relationships between history and underwater archaeology in order to study the martime risks in West Indies through the example of Guadeloupe. Shipwreck phenomenon is presented as a prism to analyze maritime aspect of Guadeloupe history during the time of sailing, from the end of 17th to first half of 19th century. The study is based on a archivaI analysis of administrative correspondence and surveys in marine archives and French kingdom main ports linked with West Indies. Shipwreck is defined through an quantitative study of losses : quantity, frequency, localization, chronological spread. This point of view permits to qualify the this phenomenon as serial but low regarding to the maritime activity, This fact is not a lack in order to use this event as a reading key of an American French colony, its economy and society. About 550 shipwrecks have been recorded from the end of 17th to first half of 19th century, thi represents less than 1% of maritime activity of the colony .. This phenomenon is mainly a coastal and a port event, linked with climatic hazard as hurricanes, but the study focused also on others causes . The objective is to set up a losses' typology dealing with ships types, functions, cargos, and crews. The perception of losses risks (seafaring conditions, wrecks dangers and climatic hazards) is presented in order to analyze relationships between risks and means in order to prevent them or reduce their consequences. Different projects from first hydrographical missions during 18th century to first ports building projects at the beginning of 19th century have been studied in order to establish if they answer the losses risks

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13

Goodwin, Daniel Corey. "The faith of the fathers, evangelical piety of Maritime Regular Baptist patriarchs and preachers, 1790-1855". Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1997. http://www.collectionscanada.ca/obj/s4/f2/dsk3/ftp04/nq20560.pdf.

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14

Massam, David R. "British maritime strategy and amphibious capability, 1900-1940". Thesis, University of Oxford, 1995. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.390353.

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15

Chen, Kuan-Jen. "U.S. maritime policy in Cold War East Asia, 1945-1979". Thesis, University of Cambridge, 2019. https://www.repository.cam.ac.uk/handle/1810/289029.

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Drawing on primary sources in Chinese, Japanese, and English, my doctoral dissertation investigates the structure and development of maritime order in East Asia against the backdrop of the Cold War. It covers the period from the collapse of the Japanese empire in East Asia in 1945 through to the point when the United States broke off its official diplomatic relations with Taiwan in 1979. By shifting the spotlight from land to sea, my dissertation challenges the conventional understanding of the Cold War in East Asia by illustrating the relationship between the geopolitical value of the sea and decision makers' strategic deliberations. I present the sea as a historical platform to examine US maritime policy in East Asia in three broad contexts: military, international law, and exploration for natural resources. In terms of the military dimension, my study argues that the US shifted its maritime strategic focus from the Atlantic to the Pacific in the 1950s. This development was symbolised by the establishment of the Pacific Command in 1947 as well as changes in its organisational structure for maintaining sea routes during the crises of the 1950s - including the Korean War and the 1954-1955 Taiwan Strait Crisis. To supplement my argument about the military dimension of US maritime policy, I further investigate the establishment of international maritime law and the exploration of underwater natural resources, to depict the dynamic role that seas played in grand strategic thinking when crafting US policy in East Asia. My research argues that the clashes over maritime sovereignty between East Asian allies such as Japan, Taiwan, and South Korea led the US to refrain from taking a dominant stance in areas such as the demarcation of maritime boundaries and offshore oil development. This formed a crucial part of US strategy in balancing conflicting interests within its hub-and-spoke alliance system in East Asia. However, US-China rapprochement during the 1970s led to a change in Washington's maritime policy. For US decision-makers, the sea temporarily ceased to be a strategic space for containing China, but rather served as a platform for signalling goodwill.

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16

Nix, Michael. "A maritime history of the ports of Bideford and Barnstaple, 1786-1841". Thesis, University of Leicester, 1991. http://hdl.handle.net/2381/8549.

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This study can be divided into two parts. The first attempts to place the ports of Bideford and Barnstaple in the broader contexts of international, national and regional trends during the late eighteenth and early nineteenth centuries. The effects of the French Revolutionary and Napoleonic Wars and of industrialisation in South Wales are presented as important elements in the development of the Bideford shipping industry. The work is also concerned with the more localised economic significance of commerce, trade (legal and illegal), transport infrastructures, hinterlands and industrial and agricultural production. Further, the importance of Bideford and Barnstaple in the Newfoundland cod, North American tobacco and Irish wool trades during the seventeenth and eighteenth centuries is emphasised and helps to reflect the retrenchment of the two ports by the 1780s, the starting point of this enquiry. The second part of this study is concerned with the shipping industry. Occupational structures and geographic distributions of shareholders with capital invested in Bideford vessels are analysed, as are investment patterns directed towards the expansion of the fleet at the turn of the nineteenth century. The shipping stock of the port of Bideford, and to a lesser extent Barnstaple, is also examined to discover, at a local level, medial models of vessels deployed by the two ports. Technical comparisons of the models for 1787 and 1803 revealed the modifications which were adopted to meet new trading opportunities in the Bristol Channel. A brief exploration of shipbuilding is also undertaken, examining broad trends and placing Bideford and Barnstaple in the wider competitive context of the Bristol Channel. Finally, the masters and men who operated the vessels are studied, with particular reference to the distribution and occupational, demographic and social structures of the mariner community located in the village of Appledore.

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17

Jubelin, Alexandre. ""Par le fer et par le feu". Pratiques de l'abordage et du combat rapproché dans l'Atlantique du début de l'époque moderne (début du XVIe siècle - 1653)". Thesis, Sorbonne université, 2019. http://www.theses.fr/2019SORUL053.

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Cette thèse étudie les logiques et les moyens du combat en mer dans l’Atlantique du début de l’époque moderne. Les XVIe et XVIIe siècles voient la diffusion puis le perfectionnement de l’artillerie embarquée sur les navires des grandes puissances atlantiques (France, Angleterre, Espagne, Portugal, Provinces-Unies), ce qui provoque de larges recompositions dans les pratiques de la guerre sur mer. Le combat naval passe ainsi d’un corps-à-corps nécessaire, en l’absence d’armes à distance efficaces, à un éventail d’options et d’hybridations entre des tactiques anciennes comme l’abordage et l’usage de l’artillerie, jusqu’à l’apparition d’un nouveau paradigme hégémonique du combat en mer avec la ligne de bataille au milieu du XVIIe siècle. Si cette évolution a été évoquée dans le cadre général du débat sur la « Révolution militaire », le combat en mer a jusqu’à présent été relativement ignoré au profit d’analyses sur le temps très long, sans détailler les ambiguïtés et les subtilités de cette période de transition — ce que cette thèse se propose de faire. Ce travail applique en outre au combat en mer le renouvellement méthodologique à l’œuvre depuis quarante ans dans l’histoire de la guerre : au lieu de se concentrer sur des questions générales de tactiques et de formations, ou de tenter de distribuer l’éloge ou le blâme sur des figures d’amiraux célèbres, il s’agit au contraire de se rapprocher le plus possible du combattant. En particulier, cette thèse se penche sur l’expérience individuelle du combat, les logiques et les gestes qui permettent la survie sur le champ de bataille, et l’horizon sensoriel qui enveloppe les acteurs de la guerre sur mer
This dissertation studies the tools and the logics of naval warfare in the Early Modern Atlantic. The wide spreading and improvement of shipboard artillery in the 16th and 17th centuries, applied to the main Atlantic countries (France, England, Spain, Portugal, Dutch Republic) trigger deep transformations in Atlantic naval warfare. The main paradigm of battle thereby evolves from traditional tactics such as boarding and hand-to-hand fighting, towards a widespread use of artillery, until a new paradigm emerges in the mid-17th century in the shape of the line of battle. This general evolution has been tackled most notably within the “Military Revolution” debate, but naval warfare has been a side subject in those discussions and was for the most part included in very wide-ranging analysis. Those don’t really do justice do the uncertainties and the subtleties of this transition period, as this dissertation intends to do. Furthermore, this work applies to naval battle the evolutions in the history of warfare in the last 40 years by focusing less on tactics and formations, on blaming or lauding great admirals of the past, and more on the individual experience of fighting. In particular, this dissertation focuses on men within the battle, the logics and the gestures that allow for survival, and the sensory environment surrounding the protagonists of naval combat

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18

Owen, Candice Ann. "Life history of the maritime platygastrid Echthrodesis lamorali Masner 1968 (Hymenoptera: Platygastridae: Scelioninae)". Thesis, Rhodes University, 2016. http://hdl.handle.net/10962/837.

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Echthrodesis lamorali Masner 1968 (Hymenoptera: Platygastridae, Scelioninae) is an intertidal parasitoid wasp that uses the eggs of the maritime spider, Desis formidabilis O.P. Cambridge 1890 (Araneae: Desidae), as a host. This species is one of only three known maritime parasitoids globally, and is the only known spider egg parasitoid that attacks its host within the intertidal region in southern Africa. Originally described from ‘The Island’, Kommetjie (Western Cape, South Africa), this shore was the only known locality of the species at the commencement of this thesis. Furthermore, the extent of the parasitism pressure the wasp exerts on D. formidabilis was largely unknown, along with its basic biology (drivers of its broad-scale and fine-scale distribution patterns; parasitism incidence; and sex ratios) and morphological and physiological adaptations for living within the frequently saltwater-inundated environment. This thesis unravelled these aspects, as well as experimentally provided data for many components of the life history of E. lamorali that had only been hypothesized by other authors, at a variety of scales, from the country-wide ecosystem, to single shores, and finally to the scale of the individual. While the distribution of E. lamorali was found to be much wider than previously thought, it remained restricted to the shores of the Cape Peninsula (Western Cape, South Africa). The host spiders were located throughout a much wider distributional range than the wasp, from East London in the east to the Peninsula, but some behavioural and morphological differences were found between those within and outside of the range of the parasitoid, suggesting range-limitation imposed by the host on E. lamorali. This limitation may be strengthened by the general lack of suitable shore types within the close vicinity of the Peninsula. Modelling using macro-climatic conditions suggested that maximum temperatures and humidities were also largely limiting to E. lamorali, although these patterns were not observable in the micro-climates in which the species survives. The wasp populations and spiders within the range of E. lamorali as identified in Chapter 2 were assessed to determine any preferences for local conditions, including location along the Peninsula, nesting sites and intertidal zones within single shores, using AICc modelling, which detected parasitism patterns in D. formidabilis and E. lamorali populations, as well as the sex ratios in the latter species. The models showed that the spider population size and distribution was more influenced by bottom-up factors such as abiotic components of the shore than by parasitism, which only showed density dependence with the host at certain scales. Both host and parasitoid populations illustrated a preference for the middle zone on single shores. Observed spider nest characteristics suggested opportunistic nesting behaviour in the species, although preference was shown for construction along an east-west orientation and in locations with low sun exposure. Along with larger population sizes on the west coast over the east coast (not reflected by E. lamorali), these observations suggest that D. formidabilis prefers cooler environments. Spider brood success was 50% in unparasitized egg-sacs, but this figure halved when E. lamorali gained access to the eggs (of which 100% within a single compartment were parasitized each time). Encapsulation of the embryo was found to be positively correlated with parasitism, indicating some form of host resistance. Resultant parasitoid broods illustrated a strong female bias in the species, as is common for this group of insects. The life history of E. lamorali was then assessed at a smaller scale, that of the individual. Scanning electron microscopy of whole E. lamorali specimens and light microscopy of sectioned specimens demonstrated no morphological adaptations in the trachea and spiracles to cope with saltwater inundation. On the other hand, respirometry experiments categorically demonstrated that the species copes with inundation through the formation of a physical gill over the full habitus, and the induction of a state of torpor to reduce metabolic needs, when submerged. This precludes the need for any further morphological adaptations. Determination of the wasp’s critical thermal tolerance illustrated a wide temperature range with a particularly cold lower limit of -1.1ºC ± 0.16, suggesting the presence of related genera or ancestors in much colder environments. With a much broader distribution than previously thought, and the inclusion of the distributional range of E. lamorali within the Table Mountain National Park, this species is being effectively conserved and managed through the umbrella-conservation of the park. Links to the host proved to vary at differing scales, proving the need for scale considerations to be included in other similar biological and ecological studies. Finally, the species showed physiological adaptation to its intertidal existence. Echthrodesis lamorali, the only discovered maritime spider egg parasitoid in Southern Africa, displayed unusual characteristics at every scale of its life history and as such, warrants further investigation.

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19

Ragab, Moustafa. "Le droit maritime musulman et sa place dans l'histoire du droit maritime". Aix-Marseille 3, 1987. http://www.theses.fr/1987AIX32016.

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Forme entre le viiieme et le xeme siecle le droit maritime musulman est a l'origine de la plupart des institutions du droit maritime contemporain. Le droit musulman se situe entre l'antiquite ou le climat fut peu favorable au commerce international et le moyen-age pendant lequel une sorte de droit maritime international fut applique par tous en mediterranee. Durant le haut moyen-age le droit maritime musulman etait en application dans le monde musulman qui s'etendait de l'inde jusqu'en espagne. A cette epoque, les transactions entre les arabes et les navigateurs des villes maritimes de la mediterranee etaient soumises aux regles du droit, musulman. Ces regles furent considerees comme les usages maritimes de la mediterranee et recueillies pour l'utilite des gens de mer. Les compilateurs du droit maritime des rhodiens, les roles d'oleron et du consulat de la mer s'inspirerent des regles du droit maritime musulman pour rediger ces recueils. Jusqu'au xxeme siecle, en mediterranee, on utilise des regles semblables a celles du droit maritime musulman concernant l'affretement et le transport des marchandises, l'abordage, les avaries communes et la responsabilite limitee des proprietaires de navires. Actuellement, apres une longue serie de conventions internationales, le droit maritime garde la structure de ses anciennes institutions, mais, les principes qui les regissent ont considerablement change. Ces conventions sont, en fait, des compromis qui s'eloignent des fondements du droit commun
Constituted between the eight ant the tenth century the musulman maritime law is in the begining of most rules of the actuel maritime law. The musulman law is situated between the antiquity when the climate wasn't very favourable to the international trade and the middle ages when a kind of international maritime law was applied by all in the mediterranean area. During the high middle ages the musulman law was applied in the musulman world wich was expanding from india to spain. At that time the transactions between arabs and the navigators of the mediterranean maritime cities were subjected to the rules of musulman law. These rules were considered as mediterranean maritime customs and collected for the use of seafarers. In the middle ages the musulman maritime law had inspired the compilers of the rhodian sea-law, the rolls of oleron and the consulat of the sea. Down to the twentieth century, rules similar to these of the musulman maritime law concerning : freightage, carriage of goods, fouling genral average and the limitation of liability of ship awners were used in the mediterranean area. Nowadays, after a long series of international conpentions, the maritime law keeps the structure of its acient institutions, but the principles which govern the institutions have considerably changed. These conventions are in fact compromises which turn away from the foundation of the common law

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20

Vauthier-Vézier, Anne. "Nantes : le port et la loire maritime, une histoire culturelle de l'amenagement au xixe siecle". Nantes, 1997. http://www.theses.fr/1997NANT3016.

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Cette recherche presente l'histoire de l'amenagement de l'estuaire de la loire au xixe siecle et ses enjeux territoriaux a travers le cas du canal maritime de la basse loire. L'objectif est de questionner cet amenagement comme une dimension essentielle par laquelle une societe pense son espace proche et se pense dans cet espace. L'analyse se presente avec trois niveaux d'interpretation, en articulant une histoire culturelle du paysage avec une etude technique des travaux qui le transforment et des jeux sociaux qui en decoulent. Pour comprendre le processus par lequel nantes defend sa maritimite, il s'agit de preciser les rapports entre ces trois termes, amenagement, societe, espace. La premiere partie est une approche factuelle du probleme de l'amelioration de la voie navigable entre nantes et l'ocean. Elle presente donc les problemes de situation et de site qui se posent a un port de fond d'estuaire. Les difficultes economiques de nantes entrainent la demande de travaux, dans le lit du fleuve ou au moyen d'un canal lateral. La deuxieme partie porte sur les conditions dans lesquelles les debats sur cette voie maritime posent le probleme du rapport entre des individus et leur environnement, et celui de l'identite maritime de nantes face a la naissance et a la concurrence de saint-nazaire. Il s'agit de presenter les enjeux de pouvoir sur un territoire, en montrant comment ils se substituent aux enjeux purement economiques et techniques. La troisieme partie est consacree aux rapports de force entre les acteurs, ingenieurs, elites locales et riverains, et s'attache a montrer les recompositions sociales qui decoulent de cette question de l'espace a amenager
This study presents the history of the planning of the estuary of the river loire in the 19th century, and its territorial claims to be a slip canal in the lower loire. The objective is to question this development as an essential dimension in a society which considers its environment and how to make the most of it. The analysis presents itself in 3 levels of interpretation, articulating a cultural history of the countryside with a technical study of the work which transforms it and the social games that follow. To understand the process by which nantes defends its claim to be a maritime port, it is necessary to specify the connections between the 3 terms, development, society and space. The first part is a factual approach to the problem of improving the navigable way between nantes and the ocean. It then presents the problem of its location faced by a harbour at the far end of the estuary. The economical difficulties of nantes involve the need for work in the bed of the river or by way of creating a lateral canal. The second part rests on the conditions in which the debate on this sea access raises the problems of relations between the individuals and their environment, and that of the maritime identity of nantes in view of the birth and rivalry of saint-nazaire. We need to present the stakes of power on the territory, showing now they replace those purely economical and technical. The third part is dedicated to the relationship between the actors, engineers, local elite and residents, pays particular attention to the social recomposition which comes as a result of this question of space development

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21

Lea-O'Mahoney, Michael James. "The navy in the English Civil War". Thesis, University of Exeter, 2011. http://hdl.handle.net/10036/4078.

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This thesis is concerned chiefly with the military role of sea power during the English Civil War. Parliament’s seizure of the Royal Navy in 1642 is examined in detail, with a discussion of the factors which led to the King’s loss of the fleet and the consequences thereafter. It is concluded that Charles I was outmanoeuvred politically, whilst Parliament’s choice to command the fleet, the Earl of Warwick, far surpassed him in popularity with the common seamen. The thesis then considers the advantages which control of the Navy provided for Parliament throughout the war, determining that the fleet’s protection of London, its ability to supply besieged outposts and its logistical support to Parliamentarian land forces was instrumental in preventing a Royalist victory. Furthermore, it is concluded that Warwick’s astute leadership went some way towards offsetting Parliament’s sporadic neglect of the Navy. The thesis demonstrates, however, that Parliament failed to establish the unchallenged command of the seas around the British Isles. This was because of the Royalists’ widespread privateering operations, aided in large part by the King’s capture of key ports in 1643, such as Dartmouth and Bristol. The Navy was able to block many, but not all, of the King’s arms shipments from abroad, thus permitting Charles to supply his armies in England. Close attention is paid to the Royalist shipping which landed reinforcements from Ireland in 1643-44. The King’s defeat in the First Civil War is then discussed, with the New Model Army, and greater resources, cited as the key factors behind Parliament’s victory, with recognition that the Navy provided essential support. Finally, the revolt of the fleet in 1648 is examined. It is concluded that the increasing radicalism of Parliament alienated a substantial section of the Navy, but that the Royalists failed to capitalise on their new-found maritime strength.

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22

Friel, Ian. "The documentary evidence for maritime technology in later medieval England and Wales". Thesis, Keele University, 1990. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.302743.

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23

Barney, John M. "The merchants and maritime trade of King's Lynn in the eighteenth century". Thesis, University of East Anglia, 1997. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.389203.

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24

Margolin, Samuel G. "Lawlessness on the maritime frontier of the greater Chesapeake, 1650-1750". W&M ScholarWorks, 1992. https://scholarworks.wm.edu/etd/1539623822.

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When historians have addressed the issue of maritime lawlessness in the English colonies of North America their attention almost invariably has been drawn to New England where, according to the commonly held belief, opposition to the navigation system of the home government was most fervent, concerted, and pervasive. Rarely have researchers examined local involvement in piracy, illicit trade, and the unauthorized salvage of stranded or sunken vessels, or "wrecking," in the Chesapeake region where, scholars customarily have maintained, the colonists willingly participated in the imperial navigation scheme. Traditional historical investigations of freebooters and smugglers have also tended to focus on the lawbreakers themselves, generally neglecting the activities of coastal inhabitants without whose support the outlaws could not have operated and prospered.;Contrary to the conventional wisdom, however, not only did residents of the greater Chesapeake personally engage in piracy, contraband trade, customs fraud, and wrecking, but many more supported their actions by assisting and harboring the perpetrators or by refusing to convict the lawbreakers in the common-law courts. In the provincial assemblies, other colonists opposed legislative initiatives designed to improve the enforcement of imperial policy in the maritime sphere. Compounding the enforcement problem in the greater Chesapeake was the participation of both royal and provincial officials--including customs officers, guardship commanders, and even colonial governors--in various contraband, duty fraud, and piratical schemes themselves. If British authorities wondered about the sources of such behavior they did not have far to look for precedents. English piracy, smuggling, and wrecking--often tacitly approved and even actively promoted by high-ranking government officials--dated back centuries before the colonial era.;The coincidence of the periods of greatest complaint about maritime lawbreaking in the Chesapeake with the intervals of most active regulation of colonial affairs by the home government suggests that inhabitants of the bay region conducted illegal maritime activities continuously between 1650 and 1750 and beyond. Reports by customs officials and guardship captains in the decade preceding the Revolution, including accounts of violent resistance to royal authority, indicate that compliance with the Navigation Acts was no better than it had been in the late seventeenth century when English authorities undertook a major reform initiative designed to end abuses of the system.

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25

MacEachern, Alan Andrew. "In search of Eastern beauty, creating national parks in Atlantic Canada, 1935-1970". Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1997. http://www.collectionscanada.ca/obj/s4/f2/dsk3/ftp04/nq22480.pdf.

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26

Pavlidis, Laurent. "Construction navale traditionnelle et mutations d'une production littorale en Provence (Fin XVIIIe - début XXe siècles)". Thesis, Aix-Marseille, 2012. http://www.theses.fr/2012AIXM3092.

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Au XIXe siècle, la construction navale traditionnelle constitue une importante branche de l'économie maritime provençale. Elle est surtout l'affaire d'entreprises privées et n'est pas un simple prolongement des pratiques du passé. Marquée par des caractères originaux, elle est le fruit de ses capacités à évoluer en s'adaptant aux demandes des marchés. La hiérarchie des chantiers privés change au fil du siècle. Si Marseille reste le foyer majeur, les productions traditionnelles de La Ciotat et de La Seyne marquent le pas, celles de Toulon, Arles et Antibes stagnent ; à Saint-Tropez elles connaissent un réel essor, avec la livraison de grosses unités, tandis qu'à Martigues elles dominent le marché des bâtiments de petit cabotage. Cette évolution s'accompagne d'une modification des modèles construits. Pour les navires de fort tonnage, les types méditerranéens polacre, pinque, barque et brigantin laissent rapidement la place aux formes atlantiques brick, brig-goélette et trois-mâts. Seule la bombarde, purement méridionale, résiste jusque dans les années 1830 alors que l'emblématique tartane, trop souvent confondue avec le bateau, ne représente plus qu'une petite part de la production. Sur ces chantiers, les ouvriers – dont la diversité et la mobilité sont difficiles à atteindre travaillent dans des espaces dont les infrastructures modestes se rationalisent pour peu que l'administration des Ponts et Chaussées, nouvelle gestionnaire des terrains, puisse ou veuille répondre aux demandes des constructeurs
During the 19th century, traditional shipbuilding was an important branch of the Provencal maritime economy. It is mostly the business of private companies and is no longer only an extension of practices from the past. Marked by original characters, it is the fruit of its capacities of evolving whilst adapting itself to the market's demands. The hierarchy of the private construction sites changes throughout the century. If Marseille stays the major outbreak, the traditional productions of La Ciotat and of La Seyne mark time, the ones in Toulon, Arles and Antibes stagnate; in Saint-Tropez they know a true development, with the delivery of large units, whilst in Martigues they dominate the market of small coasting trade ships. This evolution is accompanied by a modification of the constructed models. For large vessels, the Mediterranean types, polacre, pink, bark and brigantine quickly leave place to the Atlantic shapes brig, brig-schooner and three-masted vessel - only the Bomb-vessel, purely Mediterranean, resists until the 1830's, while the iconic tartan too often confused with the boat, represents only a small part of the production. On these construction sites, the workers – whose diversity and mobility are difficult to reach - work in spaces with modest infrastructures which rationalize themselves, for little that the administration of Roads and bridges, new land manager, would be able or willing to meet the demands of manufacturers

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27

Bellamy, Martin. "Christian IV and his navy : a political and administrative history of the Danish navy, 1596-1648 /". Leiden ; Boston (Mass.) : Brill, 2006. http://catalogue.bnf.fr/ark:/12148/cb410870766.

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28

Richardson, Kay Marie. "Anglo-Norman defence strategy in selected English border and maritime counties, 1066-1087". Thesis, University of Hull, 2001. http://hydra.hull.ac.uk/resources/hull:5424.

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Fribault, Mathieu Thierry. "La figure de l'innovateur chez les Baga et Susu de Guinée : histoire sociale, verrous et jalousie". Thesis, Paris, EHESS, 2020. http://www.theses.fr/2020EHES0028.

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Dans un petit village de Guinée Maritime, des autochtones Baga Sitem cohabitent avec leurs étrangers Susu depuis plus d’un siècle. Les deux vivent au sein d’un milieu de mangrove transformé au fil des siècles et des défrichements successifs en une vaste plaine où se pratiquait la riziculture irriguée. Au courant du siècle passé, un bouleversement écologique majeur a abouti à un changement radical du régime des eaux, avec pour conséquence la « mise en panne » de la production rizicole. Les Susu ont rapidement développé des techniques de pêche adaptées au nouvel environnement, un marais d’eau douce, alors que les Baga ont tenté de sauver la production du riz, en vain. Pour enrayer le cycle des disettes annuelles, ils se sont finalement tournés récemment vers la ressource halieutique et une technique précise : la pêche au filet droit. Alors que les Sitem rêvent de « réussite », l’appropriation de la pêche n’est pas totale : des verrous à l’innovation l’entravent. Afin de saisir les blocages et de les ancrer dans une analyse comparative, nous mobilisons l’histoire sociale des deux sociétés : face aux violences séculaires de la sous-région, l’histoire sitem est marquée par le choix du refuge dans la mangrove, à la limite du marronnage, pendant que l’ethnie susu émerge sur un territoire carrefour d’où elle conquiert la côte au fil du temps. L’agencement au contexte des violences historiques recèle conjointement un ordre social interne, et les deux sociétés, entre dynamiques du refuge et de la conquête s’opposent de ce point de vue. On recourt aux notions locales de badenya et fadenya afin de synthétiser une série de traits sociaux distinctifs qui sanctionnent un rapport à l’initiative individuelle très nuancé entre Baga et Susu. Alors que les deux sociétés s’approprient de nouvelles options de production, les acteurs se confrontent à leur histoire, à leurs structures territoriales, politiques et religieuses respectives, ainsi qu’à leurs techniques d’administration de la violence et du secret. Dans cette étude, l’analyse des verrous est ancrée dans la technologie culturelle classique et s’accompagne d’une approche pragmatique. La recherche interroge finalement la relation entre innovations techniques et changements sociaux, ainsi que la figure de l’innovateur au sein de sociétés non soumises à une idéologie moderne valorisant la nouveauté. On observe qu’au-delà des blocages, l’innovateur baga agit « recroquevillé » et en régime d’incertitude face à ses « parents » sitem, quand l’innovateur susu est « chanté » par sa société. On conclura que l’engagement d’acteurs dans l’innovation est déterminé par les dynamiques sociales, entre renfermement, crise, expansion, impliquant des formats institutionnels autant que des relations de sentiments, et par l’histoire des groupes sociaux. Attachées au terrain, des questions plus guinéennes sont débattues au fil du texte, alors que les Baga Sitem vivent des mutations profondes prenant la forme d’une « susuisation » de la région de la Basse Côte
In a small village in Maritime Guinea, Baga Sitem indigenous people have been living with their Susu foreigners for more than a century. Both live in a mangrove environment transformed over the centuries and successive clearings into a vast plain where irrigated rice cultivation was practiced. Over the past century, a major ecological upheaval has led to a radical change in the water regime, resulting in the "breakdown" of rice production. The Susu quickly developed fishing techniques adapted to the new environment, a freshwater marsh, while the Baga tried to save rice production. To stop the cycle of annual food shortages, they have finally turned recently to the fishery resource and to a specific technique: straight-net fishing. While Sitem dream of "success", the appropriation of fishing is far from being total yet: « locks » to innovation hinder it. In order to grasp the blockages and anchor them in a comparative analysis, I mobilize the social history of the two societies: in the sub-region's secular violence, the sitem history is marked by the choice of refuge in the mangrove swamp, on the edge of the marronnage, while the Susu ethnic group emerges on a crossroads territory from where conquering the coast over time. The combination with the context of historical violence conceals an internal social order, and the two societies, between the refuge and conquest’s dynamics, are in opposition from this point of view. Local notions of badenya and fadenya are then used to synthesize a series of distinctive social traits that involve a very nuanced relationship of individual initiative between Baga and Susu. As the two societies take on new production options, the actors carrying them confront their respective histories, territorial, political and religious structures, as well as their techniques for administering violence and secrecy. The analysis of locks is both classic and renewed, opening up to a pragmatic approach to innovation. Finally, the research work the relationship between technological innovations and social changes, as well as the the innovator in societies which are not subject to a modern ideology that valuing novelty. I observe that beyond the blockages, the innovator baga acts "curled up" when the innovator is "sung" by his society. It appears that the commitment of innovators is determined by social dynamics, between withdrawal, crisis and expansion, involving institutional formats as well as emotional relationships. More Guinean issues are discussed throughout the text, while the Baga Sitem are undergoing profound changes in the form of a susuisation of the Lower Coast region of Guinea

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30

Jarvis, Michael J. ""In the eye of all trade": Maritime revolution and the transformation of Bermudian society, 1612-1800". W&M ScholarWorks, 1998. https://scholarworks.wm.edu/etd/1539623931.

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This study examines the settlement of the British colony of Bermuda in 1612 and its development to 1800. Drawing heavily on primary sources, it is the first social and economic history of the island and an exploration of trade and migration within a pan-colonial network. The purpose of this dissertation is to bring Bermuda's history to the attention of colonial historians and to map connections between Europe's colonies within the Atlantic world.;Part I examines Bermuda's initial settlement and its development under the Somers Island Company. The first English colony to successfully cultivate tobacco and to import slave labor, Bermudian society was demographically successful, Puritan in character, agrarian in focus, and economically self-sufficient. During the English Civil War, the colony enjoyed considerable autonomy, and trade with the Caribbean grew to rival tobacco in economic importance. Tensions between Bermudian planters and London investors led to the abolition of the company's charter in 1684.;Parts II and III document Bermuda's "maritime revolution," the rapid and pervasive economic shift from tobacco agriculture to shipbuilding and commerce which prompted a radical restructuring of the island's landscape and society. Bermuda's multi-faceted maritime economy flexibly drew upon shipbuilding, transoceanic commerce, smuggling, privateering, salt raking, and wrecking throughout the Atlantic and Caribbean. Slaves built and sailed the island's merchant fleet, laboring in racially integrated workplaces that altered earlier, agrarian slave-master relationships. Bermudian women raised families, ran farms, and supervised businesses while their husbands were away at sea. Within the Atlantic world, Bermuda was transformed from an isolated company enclave to an entrepot at the crossroads between two continents, through which information, material goods, and a variety of cultural influences flowed.;Part IV addressed Bermuda and American Revolution, during which the island's fleet actively aided the American cause through smuggling. After the war, the British military garrisoned and fortified the island, which became a vital link between Canada and the British West Indies for the Royal Navy. This work raises larger questions about the relationships between economic activity and social structure, and the malleability of gender roles and the institution of slavery.

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31

Saint-Roman, Julien. "Le geste et la révolution : Pratiques sociales et modernité politique des ouvriers de l’arsenal de Toulon (vers 1760 - vers 1815)". Thesis, Aix-Marseille, 2014. http://www.theses.fr/2014AIXM3053.

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Ce travail porte sur les pratiques sociales et la politisation des ouvriers de l'arsenal de Toulon à la fin de l'époque moderne et durant la Révolution française, pour comprendre, par « en bas », comment naît un collectif nouveau : la classe sociale. Cette étude s'appuie sur des archives peu ou pas utilisées en histoire navale. Les sources médicales, judiciaires et notariées, sans négliger les correspondances officielles et les registres matriculaires ou cadastraux, permettent de découvrir toutes les dimensions, individuelles et collectives, des comportements quotidiens des travailleurs toulonnais. À partir des années 1760, les nouveaux rapports d'autorité dus à l'apparition du contremaître et de l'ingénieur, et la mise en oeuvre du libéralisme économique obligent les ouvriers à reformuler les contours de leur identité laborieuse basée sur les routines des chantiers et les expériences en mer. En revanche, la forte proportion de Méridionaux, la puissante reproduction sociale et la ségrégation socio-spatiale à l'intérieur de la ville perpétuent la dimension communautaire des ouvriers de l'arsenal. C'est dans le champ politique, au cours de la Révolution, que leurs pratiques et leurs représentations sont le plus profondément bouleversées. Ils participent alors à l'organisation du port, s'approprient les sections urbaines pour tenir leurs assemblées et accentuent une implication citoyenne par des modes de participation spécifiques qui transforment leur recherche d'économie morale en économie populaire politique. Notre thèse montre donc que la Révolution française a permis la constitution d'un collectif prolétaire et son insertion dans le monde contemporain des luttes sociales
This work focuses on social practices and politicization of workers in the arsenal of Toulon at the end of the modern era and during the French Revolution in order to understand, from below, how comes a new group: the class. This study is based on few or no archives used in naval history. By analysing medical sources, judicial and notarized without neglecting official correspondence and matriculaires or land registers, we can discover all aspects of the daily behavior of workers in the dockyard of Toulon. From the 1760s, workers must reformulate the contours of their identity based on their laborious routines on docks and their experiences at sea because of the appearance of the foreman and engineer which enforces new authority reports, and of the implementation of economic liberalism. In contrast, the proportion of Southerners, the powerful social reproduction and socio-spatial segregation within the city perpetuate the community dimension of the workers of the arsenal. In fact, their practices and representations are most profoundly affected in the political field, during the Revolution. They participate in the organization of the port, the urban sections are used to hold their meetings and their citizen involvement is amplified by specific modes of participation that are transforming their search for moral economy in popular political economy. Therefore thesis shows that the French Revolution led to the establishment of a proletarian class and its inclusion in the contemporary world of social struggles

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32

Goodin, Brett. "Opportunities of Empire: Three Barbary captives and American nation-building, 1770-1840". Phd thesis, Canberra, ACT : The Australian National University, 2015. http://hdl.handle.net/1885/101193.

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“Opportunities of Empire” is a collective biography of three uncommon commoners in the early American republic: Richard O’Brien (1758–1824), James Cathcart (1767–1843) and James Riley (1777-1840). As a biographical microhistory, this study explores how these three ordinary citizens engaged in self-making on the maritime and western frontiers, and in doing so, influenced and reflected American nation-building and the development of concepts of liberty, masculinity and nationhood in the early republic and throughout the Jacksonian era. To date, no study has taken a biographical approach to any of the hundreds of American sailors who were held as “white slaves” in the North African “Barbary States.” Biographies of American sailors are typically of distinguished and long-serving naval officers, not of merchant sailors who averaged just 5-10 years at sea. The whole lives of the three subjects of this dissertation therefore provide an ideal opportunity for a fine-grained bottom-up study of how sailors’ meandering life courses influenced and reflected America’s physical, ideological, commercial and diplomatic development. These three men’s lives reflect the wide range of occupational and personal experiences of ordinary and extraordinary Americans of their generation, dramatically intersecting with domestic, transnational and ideological developments in early American nation-building. They tended to New England farms and, during the Revolutionary War, served as sailors in the Continental, Massachusetts and Virginia State Navies. Later they were merchant sailors; captives in the Barbary States; advisors to a foreign Muslim ruler; and soon after securing their freedom they returned to North Africa as American consuls. They went on to become, variously: state politicians; frontiersmen; surveyors in the West; land speculators; authors; and federal bureaucrats. This range of experiences intimately connect fields of United States historiography that scholars typically examine in isolation from one another, including: the self-interest of sailors in the Revolution; America’s place in the world following the Revolution; the development of an American national identity; American Orientalism; “white slavery” in the Barbary States; early American war-making in the First Barbary War; the politically-inspired nature of American masculinity; the merchant-consul system that dominated American diplomatic representation abroad until 1856; Jacksonian era democracy and the spoils system; and territorial expansion with its accompanying “taming of the wilderness.” O’Brien’s, Cathcart’s and Riley’s experiences in these myriad fields, on both the maritime and western frontiers, reflect the haphazard path of self-made men during the early republic. Lacking the innate genius of Benjamin Franklin and Alexander Hamilton, typical self-made men depended upon luck and adaptability to secure financial independence and public recognition. The literary and professional contributions of these three sailors also became part of a revolutionary democratization of knowledge, the “Village Enlightenment,” whereby publications of non-elite citizens upended both the production and consumption of knowledge in the fields of law, science, medicine, exploration and religion. While the self-made man celebrated the upward mobility of the ordinary individual, the Village Enlightenment saw ordinary individuals circumvent the professional elites and publish personal insights, thus enabling mass self-making of new generations in the young republic.

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33

Schlosser, Patrice. "La Propontide et les détroits dans l'Antiquité : histoire d'un espace maritime". Metz, 2006. http://docnum.univ-lorraine.fr/prive/UPVM_T_2006_Schlosser_Patrice_LMZ0614.pdf.

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Propontide, qui est l’appellation antique de l’actuelle mer de Marmara, occupe une place singulière en Méditerranée orientale. Cette « mer étroite » de forme oblongue est encadrée par deux détroits, l’Hellespont (les Dardanelles d’aujourd’hui) et le Bosphore. À petite échelle, l'ensemble est remarquable par sa situation géographique d'interface entre la mer Égée et le Pont-Euxin, mais aussi entre l’Europe et l’Asie. Cette singularité explique l’importance des relations maritimes qui structurent et façonnent la région. On découvre alors une entité spatiale traversée par des axes de communication, rythmée par un chapelet d'escales portuaires et irriguée par des activités, par des métiers attachés à la mer. En somme, un espace qui unit plus qu’il ne sépare ; un bassin de vie dynamique et homogène, mais aussi un territoire liquide tiraillé par des tensions géopolitiques récurrentes. Celles-ci se manifestent par de nombreuses batailles navales, qui ont souvent pour théâtre d’opérations les détroits proprement dits. Les périodes de calme sont peu nombreuses tout au long des époques classique et hellénistique. Même durant le Haut-Empire et jusqu’à la fondation de Constantinople, les moments d’instabilité ne disparaissent pas complètement. Ces cycles d’intense activité militaire et diplomatique soulignent le caractère hautement stratégique de la région, mais aussi sa vocation éminemment maritime. Ainsi s’affirme encore davantage l’identité géographique d’un espace intermédiaire dont le destin est intimement lié à la mer
Propontis, which is the ancient name of today’s Sea of Marmara, has a particular position in the Oriental Mediterranean Sea. This oblong “narrow sea” is framed by straits, the Hellespontus (today’s Dardanelles) and the Bosphorus. On a small scale, the set is remarkable because of its geographical situation, as an interface between the Aegean Sea and the Pontus Euxinus; and between Europe and Asia, as well. This remarkableness explains the importance of maritime relations which structure and shape the region. We discover, then, a special entity crossed by communication axes and marked by a string of harbours and irrigated by activities and professions linked with the sea. On the whole, a space that unites rather than divides: a dynamic and homogenous life basin, but a water territory torn by recurring geopolitical tensions, as well. These occur through numerous sea battles which often have these very straits as theatre of operations. The periods of quietness are few throughout the Classical and Hellenistic periods. Even during the High Empire and this until the foundation of Constantinople, moments of instability do not completely disappear. These cycles of intensive military and diplomatic activity emphasize the highly strategic character of the region, but its outstanding maritime tradition as well. Thus gets asserted, even more, the geographical identity of an intermediate space, the destiny of which is intimately linked with the sea

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Schlosser, Patrice Sève Michel. "La Propondite et les détroits dans l'Antiquité histoire d'un espace maritime /". [S.l.] : [s.n.], 2006. ftp://ftp.scd.univ-metz.fr/pub/Theses/2006/Schlosser.Patrice.LMZ0614.pdf.

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35

Blakemore, Richard Jeffery. "The London & Thames maritime community during the British civil wars, 1640-1649". Thesis, University of Cambridge, 2013. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.607857.

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Martins, José Roberto Serra 1965. "Plataforma Continental Juridica = incorporação ao territorio nacional e ao ensino de Geociencias". [s.n.], 2010. http://repositorio.unicamp.br/jspui/handle/REPOSIP/287221.

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Orientador: Celso Dal Re Carneiro
Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Geociencias
Made available in DSpace on 2018-08-15T15:40:36Z (GMT). No. of bitstreams: 1 Martins_JoseRobertoSerra_M.pdf: 2357471 bytes, checksum: 19beeda9b140e61ad2baf860519a183a (MD5) Previous issue date: 2010
Resumo: O objetivo da pesquisa é produzir material didático capaz de explicar a idéia de Plataforma Continental Jurídica (PCJ) em manuais escolares e atividades de educação básica. A tarefa exige análise direta (1) dos condicionantes geológicos e geomorfológicos sobre as quais estão definidos os critérios de delimitação da PCJ, e (2) do processo pelo qual um país legitima a incorporação da mesma ao respectivo território. Os documentos reunidos salientam resultados sociais, culturais, econômicos e estratégicos que podem ser obtidos pelo Brasil nesse processo, a depender do acolhimento do pleito por parte da Comissão de Limites da Organização das Nações Unidas (ONU). O texto da Convenção das Nações Unidas sobre Direito do Mar (CNUDM) garante aos Estados costeiros a expansão da Plataforma Continental, além do limite de 200 milhas marítimas - limite externo da Zona Econômica Exclusiva (ZEE). Para tanto, o Estado deve realizar levantamentos da margem continental (leito e subsolo marinhos) que comprovem a continuidade do bloco crustal para além dos limites da ZEE. Após o levantamento (LEPLAC, no Brasil), o país deve pleitear à Comissão de Limites da ONU a expansão de direitos sobre recursos minerais da área. A Dissertação contextualiza o tema, segundo ordenação temporal que vai da evolução geológica à da incorporação jurídica. O enfoque é essencialmente histórico: (1) Uma história de milhões de anos: sintetiza os processos geológicos formadores de nossa margem continental; (2) Uma história de milhares de anos: enfoca a relação da humanidade e do processo civilizatório com o mar; (3) Uma história de dezenas de anos: explica os trâmites legais para definição da Plataforma Continental Jurídica, com base em princípios geológicos, históricos e legais. O pleito brasileiro de 4.452.000 km2 amplia em 52 % a área de 8.514.876,6 km2 de terras emersas que compõem o território nacional. O material didático elaborado e testado propõe atividades capazes de desvendar, em sequência, cada aspecto citado. As metas principais são: (1) convidar o leitor a analisar uma situação-problema segundo ângulos diferentes de visão; (2) demonstrar que o processo civilizatório, decorrente de uma história das mentalidades, é parte fundamental para plena compreensão do interesse legal do Estado e (3) comprovar que esses conhecimentos são absolutamente imprescindíveis para plena formação de um cidadão brasileiro, em sintonia com os dias atuais.
Abstract: The objective of this research is to produce educational materials capable of explaining the idea of the Extended Continental Shelf (ECS) in textbooks and activities for basic education. It requires direct analysis of: (1) the geological and geomorphological requirements for such definition, and (2) the process by which a given country is capable to declare its ECS. The collected documents highlight social, cultural, economic and strategic results that Brazil may obtain from this process, depending on the acceptance of a case by the Commission on the Limits of the Continental Shelf (UN-CLCS). The text of the UN Convention on the Law of the Sea (UNCLOS) provides for coastal states to expand the Continental Shelf beyond the 200 nautical miles - the outer limit of the Exclusive Economic Zone (EEZ). To this end, the State should carry out surveys of the continental margin (soil, sediments and bedrock) to prove the continuity of the crustal block beyond the limits of the EEZ. After the survey (LEPLAC in Brazil), the country must plead to the UN-CLCS expansion of rights to mineral resources of the area. The dissertation contextualizes the issue, according to a temporal ordering from the geological evolution towards a legal definition. The approach is essentially historical: (1) A history of millions of years: summarizes the forming geological processes of the Brazilian continental margin, (2) A history of thousands of years: focuses on the relationship of humanity and the civilizatory process with the sea, (3) A history of decades: it explains the legal procedures for setting the Extended Continental Shelf, based on geological, historical and legal principles. The Brazilian application of 4,452,000 km2 expands 52% the area of 8,514,876.6 km2 of dry land that compose the country. The developed and tested teaching materials have proposed activities capable of revealing, in sequence, each one of these aspects. The main goals are: (1) to invite the reader to examine a concrete problem under different angles of vision, (2) to show that, due to a history of mentalities, the civilizatory process is key to a complete understanding of the legal interests of a State and (3) to demonstrate that this knowledge is indispensable to educate Brazilian citizens.
Mestrado
Mestre em Ensino e Historia de Ciencias da Terra

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Shank, Patrick. "Below The Depths With USS Becuna: Reinterpreting Cold War History Through Submarines and Cartoons". Master's thesis, Temple University Libraries, 2017. http://cdm16002.contentdm.oclc.org/cdm/ref/collection/p245801coll10/id/445085.

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History
M.A.
Connecting people to the past through thought-provoking interpretations is one of the chief aims of history museums. The submarine USS Becuna at the Independence Seaport Museum (ISM), however, has been without critical interpretation since its opening as a museum in 1976. In order to better fulfill its mission, the museum must interpret Becuna’s Cold War history. This project explores the Cold War though the history of the submarine’s service and the lives of the submariners. First by examining submarines during the early decades of the Cold War, this paper fills in the gaps in the historiography of this overlooked part of naval history and reveals the major transitions that the submarine fleet underwent during the 1940s and 1950s. Then, by studying cartoons drawn by the submariners and other naval personal, this paper showcases their unfiltered attitudes about Cold War Era military life. Analyzing the naval cartoons reveals a number of themes, including tensions between enlisted crew and officers, hyper-sexualization of women, and underlying racism. These themes allow us to understand the Navy’s culture during those years since they reflect accepted social norms. Finally, this thesis details how the interpretation of the cartoons along with the submarine’s Cold War history can be integrated into a new app-based tour on the USS Becuna so that visitors can explore and interact with this socially important and forgotten history.
Temple University--Theses

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Frei, Gabriela A. "Great Britain, international law, and the evolution of maritime strategic thought, 1856-1914". Thesis, University of Oxford, 2012. http://ora.ox.ac.uk/objects/uuid:306f9554-9b0a-4d0e-938e-9a5b515d7c6e.

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39

Jubelin, Alexandre. ""Par le fer et par le feu". Pratiques de l'abordage et du combat rapproché dans l'Atlantique du début de l'époque moderne (début du XVIe siècle - 1653)". Electronic Thesis or Diss., Sorbonne université, 2019. http://www.theses.fr/2019SORUL053.

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Cette thèse étudie les logiques et les moyens du combat en mer dans l’Atlantique du début de l’époque moderne. Les XVIe et XVIIe siècles voient la diffusion puis le perfectionnement de l’artillerie embarquée sur les navires des grandes puissances atlantiques (France, Angleterre, Espagne, Portugal, Provinces-Unies), ce qui provoque de larges recompositions dans les pratiques de la guerre sur mer. Le combat naval passe ainsi d’un corps-à-corps nécessaire, en l’absence d’armes à distance efficaces, à un éventail d’options et d’hybridations entre des tactiques anciennes comme l’abordage et l’usage de l’artillerie, jusqu’à l’apparition d’un nouveau paradigme hégémonique du combat en mer avec la ligne de bataille au milieu du XVIIe siècle. Si cette évolution a été évoquée dans le cadre général du débat sur la « Révolution militaire », le combat en mer a jusqu’à présent été relativement ignoré au profit d’analyses sur le temps très long, sans détailler les ambiguïtés et les subtilités de cette période de transition — ce que cette thèse se propose de faire. Ce travail applique en outre au combat en mer le renouvellement méthodologique à l’œuvre depuis quarante ans dans l’histoire de la guerre : au lieu de se concentrer sur des questions générales de tactiques et de formations, ou de tenter de distribuer l’éloge ou le blâme sur des figures d’amiraux célèbres, il s’agit au contraire de se rapprocher le plus possible du combattant. En particulier, cette thèse se penche sur l’expérience individuelle du combat, les logiques et les gestes qui permettent la survie sur le champ de bataille, et l’horizon sensoriel qui enveloppe les acteurs de la guerre sur mer
This dissertation studies the tools and the logics of naval warfare in the Early Modern Atlantic. The wide spreading and improvement of shipboard artillery in the 16th and 17th centuries, applied to the main Atlantic countries (France, England, Spain, Portugal, Dutch Republic) trigger deep transformations in Atlantic naval warfare. The main paradigm of battle thereby evolves from traditional tactics such as boarding and hand-to-hand fighting, towards a widespread use of artillery, until a new paradigm emerges in the mid-17th century in the shape of the line of battle. This general evolution has been tackled most notably within the “Military Revolution” debate, but naval warfare has been a side subject in those discussions and was for the most part included in very wide-ranging analysis. Those don’t really do justice do the uncertainties and the subtleties of this transition period, as this dissertation intends to do. Furthermore, this work applies to naval battle the evolutions in the history of warfare in the last 40 years by focusing less on tactics and formations, on blaming or lauding great admirals of the past, and more on the individual experience of fighting. In particular, this dissertation focuses on men within the battle, the logics and the gestures that allow for survival, and the sensory environment surrounding the protagonists of naval combat

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40

Skinner, Ian Warwick. "British maritime strategy and operations in the western Channel and South-West Approaches, 1939-1945". Thesis, University of Exeter, 1991. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.303303.

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Dalziel, Nigel Robert. "British maritime contacts with the Persian Gulf and Gulf of Oman 1850-1900". Thesis, Lancaster University, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.253724.

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42

Atauz, Ayse Devrim. "Trade, piracy, and naval warfare in the central Mediterranean: the maritime history and archaeology of Malta". Diss., Texas A&M University, 2004. http://hdl.handle.net/1969.1/437.

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Located approximately in the middle of the central Mediterranean channel, the Maltese Archipelago was touched by the historical events that effected the political, economic and cultural environment of Europe, North Africa, and the Middle East. The islands were close to the major maritime routes throughout history and they were often on the border between clashing military, political, religious, and cultural entities. For these reasons, the islands were presumed to have been strategically and economically important, and, thus, frequented by ships. An underwater archaeological survey around the archipelago revealed the scarcity of submerged cultural remains, especially pertaining to shipping and navigation. Preliminary findings elucidate a story that contrasts with the picture presented by modern history and historiography. In this sense, a comparison of the underwater archaeological data with the information gathered through a detailed study of Maltese maritime history clearly shows that the islands were attributed an exaggerated importance in historical texts, due to political and religious trends that are rooted in the period during which the islands were under the control of the Order of Saint John. An objective investigation of the historical and archaeological material provides a more balanced picture, and places the islands in a Mediterranean-wide historical framework from the first colonization of the archipelago eight thousands years ago to the twentieth century.

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43

Rosenzweig, Michael S. "On the life history, systematics and ecology of Ruppia maritima L. (Potamogetonaceae) in lower Chesapeake Bay". Diss., Virginia Tech, 1994. http://hdl.handle.net/10919/29355.

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44

Aboville, Christine d'. "Le Havre 1852-1995 : histoire de l'architecture d'une ville". Lyon 2, 1997. http://www.theses.fr/1997LYO20060.

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Apprehender l'histoire,l'evolution de la ville du havre de 1852 a 1995 a travers l'analyse de son architecture comme fonction et comme image. A partir de l'extension permise a l'aube du second empire la ville nouvelle des negociants(1852-1870) et ses equipements administratifs realises par brunet-debaines. La naissance des premiers quartiers industriels. La ville moderne (1870-1914) : les premiers realisations sociales du maire jules siegfried, les dernieres eglises paroissiales, la naissance de l'architecture balneaire, une carriere d'architecte: cargill. L'entre-deux guerres : les grands programmes economiques et le premier plan d'urbanisme du maire radical leon meyer, les immeubles de rapport et la maison individuelle. La reconstruction par auguste perret, ses disciples et les architectes locaux. La ville contemporaine (1960-1995) : l'habitat collectif, les zup, l'urbanisme et les grands equipements. Figures d'architectes, histoire des styles, etude des materiaux, mise en valeur du patrimoine, la ville de demain
The history and the evolution of the city of le havre between 1852 and 1995 through the architecture as function and as image : the new town (1852-1870), the modern town (1870-1914), the town between 1919 and1940, the reconstruction by auguste perret, his followers and the local architects, the contemporary city (1960-1995)

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45

Zaeytydt, Marie de. "Dispositif de l'éclairage maritime France et colonies XVIIe-XXe siècle". Paris, CNAM, 2005. http://www.theses.fr/2005CNAM0496.

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L'idée d'un réseau d'éclairage maritime a été posée par différents régimes politiques successifs, depuis le XVIIe siècle jusqu'aux prémisses du XXe siècle. Les phares en effet n'ont cessé d'incarner une volonté de quadrillage du territoire côtier, selon l'idée récurrente de dispositif -dispositif optique, dispositif topographiques, dispositif colonial- tous trois révélateurs de l'enjeu politique et technique généré par le réseau de signalisation lumineuse. L'étude du dispositif optique va dans un premier temps s'efforcer de retranscrire l'évolution de la perception du phare, passé du stade de repère visuel (XVIIIe siècle) à celui d'objet technique, conséquence au tournant du XIXe siècle de l'intégration des techniques d'éclairage. La constitution progressive du réseau va alors montrer une nécessaire diversité des portées de feux, capables de rendre le réseau performant certes par sa puissance, mais aussi par sa densité. Dans un second temps, l'historique des phares, en tant que construction,sera étudiée selon un angle topographique. En effet, il a été choisi d'appréhender le phare par ses "racines", en analysant l'influence des sols et sites sur les formes de cet édifice relevant du génie civil : une typologie de côtes à cet effet permettra de mettre en lumière une typologie associée de phares. Enfin, force était d'étendre l'étude du front littoral de la métropole à celui des ses colonies. Le compte-rendu de l'implantaion de phares dans cet espace spécifique, à travers le récit de chantiers ou articulation des réseaux, va révèler une spécifité du phare colonial, partipant à la conquête et à la mise en valeur des territoires à l'image de l'ensemble des Travaux publics, véritable marquage et appropriation par les sols des possessions françaises. Ces tois parties vont donc permettre d'offir un regard transversal, aussi bien historique, technique, géographique que sociologique, à l'image des récits de chantiers émaillant cette thèse donnant à entendre la parole des ingénieurs des Ponts et Chaussées, acteurs de cet ensemble "lumineux" qui mérite de trouver place dans l'histoire des réseaux

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46

Kremakova, Milena. "What market mechanisms mean : transforming institutions and livelihoods in Bulgarian maritime employment". Thesis, University of Warwick, 2012. http://wrap.warwick.ac.uk/50017/.

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This thesis analyses the effects of marketisation and globalisation on individual working lives, using the case of employment in the maritime shipping industry in post-socialist Bulgaria (1989-2009). The emergence of new market mechanisms under the combined impacts of post-socialist political and economic change, EU-accession, and globalisation, is analysed using convention theory and the capability approach. A situated micro-sociological case study of maritime institutions and working lives was conducted in the course of nine months of fieldwork in the period 2008-2010. The concept of a 'new post-socialist spirit of capitalism' is developed, following Boltanski & Chiapello (2005[1999]), and substantiated by empirical evidence from 52 in-depth interviews, documents and media reports, and non-participant observation. This thesis contributes to several areas of enquiry: post-socialism; employment; maritime studies; and studies of the lifecourse and working lives. Using the example of maritime employment, it draws out connections between macroinstitutional transformations, labour market conventions, individual working lives, and subjective perceptions of change. The study reveals a number of problems: the increasingly precarious nature of the post-socialist maritime labour market; the insufficient accountability and legal control over the quality of maritime jobs offered by global shipowners; the segmentation of the maritime labour market into 'good' and 'bad' jobs, some lacking basic employment security, social or legal protection for maritime workers, and even workplace safety; the lack of alternative avenues for meaningful careers for former seafarers; the declining popularity of maritime professions; the deprofessionalisation and loss of dignity and meaning in maritime labour; increasingly fragmented career trajectories; and the dissolution of local maritime communities. These problems, not restricted to Bulgaria, indicate the need for concerted supra-national public (labour and social) policies targeting maritime workers at the level of the EU and other international organisations.

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47

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

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

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48

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 locaux
This dissertation studies extra-European seamen who worked on steamships of the British shipping companies throughout the British Empire, by using metropolitan and colonial archives as well as oral history testimonies. These sources are studied with an imperial, maritime, labour and social history approaches. Extra-European seamen came from the Caribbean, the Indian subcontinent, the Arabian peninsula, Eastern and Western Africa. They were hired for unskilled or low-skilled positions in the three shipboard departments, based on pseudoscientific characteristics which created racial hierarchies. They were chosen over their British counterparts, as they cost less and worked more hours aboard. Tbey were subordinated to white officers, as non-white seamen could not get a senior position. Their accommodation and food rations both reflected work division and racial segregation, as they had specific and lower living quarters and food. They were also set apart with their dedicated uniforms. Extra-European seamen are massively recruited from 1849 onwards until further restrictions from 1905 and the interwar years especially. Some of them settled in interracial dockside areas, which were often run-down, overpopulated and physically segregated from the rest of the city. They may stay in boarding-houses that acted as buffers between native and metropolitan cultures or be taken in charge by the local missionaries. Some of them settled in their own houses and began interracial relationships with local white women, which periocally arouse hostility from the local white men

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Gelesky, Ryan T. "The Right to Sail: the Atlantic World and the Development of Maritime Policy, 1789-1812". Youngstown State University / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=ysu1411136533.

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Renoux, Annie. "Fécamp du Palatium ducis au Palatium dei : histoire et archéologie d'une résidence fortifiée ducale normande, de ses antécédents et de ses prolongements /". Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb37609288b.

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Tesis sobre el tema "Maritim history"

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