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This essay examines the discursive and visual representations of the port and port city of San Juan Bautista de Puerto Rico during the second half of the eighteenth century to underscore how they functioned as critical venues for sharing imperial knowledge with those abroad while instilling cultural prestige and patriotic affects to those at home. Following the premise of Charles W. J. Withers regarding the mobile and spatial dimension of the Enlightenment (8), this article discusses the manner in which the port and its surrounding areas were read, outlined, mapped, and constructed in an effort to call attention to its global value and its recognition as a place of potential global impact. To this extent, the port and the port city sought to gain a reputation as a global place of entry that aimed to assure that Spanish colonialism endured in the territories surrounding the vulnerable waters of the Caribbean Sea. [ABSTRACT FROM AUTHOR]

This article explores port typography and historiography. It reviews the expansion of port history as a field over the last 50 years, with increasing focus on the Early Modern, Medieval and Classical periods. Concentration on leading players has been replaced by interest in a range of ports, and comparisons at a local and regional level, although regrettably usually not at international or global level, for reasons considered. The author takes issue with suggestions that port history sits uncomfortably at a nexus of local, national and international historiography, arguing that this is a strength, providing both basic coherence and wider perspective. [ABSTRACT FROM AUTHOR]

This paper argues for the significance of landing stages as socio-cultural sites of knowledge practice for the cross-oceanic transport of live plants. Focusing on the French attempts to collect nutmeg native to the Maluku Islands in the second half of the 18th century, it explores the role of landing stages across the Malay Archipelago where the French collaborated with local populations and where plant material was being collected, packed, and shipped. By using a praxeological approach it explores landing stages through their interaction with socio-environmental factors that conditioned them as places of applied knowledge. Here, I insist on moving away from the Eurocentric concept of the harbour by introducing the more neutral term of,landing stages', which are determined by logics and logistics being adapted according to situational possibilities and limits of historical actors. [ABSTRACT FROM AUTHOR]

The article presents a report from an October 5-7, 2017 workshop in Wolfenbüttel, Germany on the early modern history of the sea. Topics of presentations delivered include alleged trends in maritime historiography, transatlantic knowledge transfer in the 16th and early 17th centuries, and the history of Jamestown harbor on the island of St. Helena.

In 1861 navigation was a vital economic and also a strategical resource of the newly-unified Italy. The Italian contemporary maritime historiography is very wide; nevertheless, the question of ports, considered as a whole, and in particular the issue of ports policy throughout the Liberal Age, have been completely neglected. With regard to the latter, given the lack of updated studies, the strongly negative interpretation expressed in the 1920s by the economist Epicarmo Corbino still remains the only starting point for a critical analysis. An extensive use, in addition to other sources, of the results of the international maritime historiography allows framing both issues within broader coordinates and better assess the specifics. The essay, after mentioning the impact of steam navigation in the framework of the first globalization, focuses on the condition of Italian ports from Unification to the eve of the Great War, also in comparison with that of other Euro-Mediterranean maritime countries. Thereafter, always with comparative references, the Author discusses the subsequent stages of the ports policy, proposing a reappraise of its criteria and effects. [ABSTRACT FROM AUTHOR]

Este trabajo de investigación ofrece resultados inéditos en relación con Juan Niño —maestre y propietario de la carabela Niña— que colaboró de forma relevante con Cristóbal Colón en la preparación de la armada en 1492 y en su primera travesía oceánica a tierras americanas. Asimismo, desvela el lugar concreto de vecindad y de residencia de este marino en el puerto de San Juan (Huelva, España) mediante documentación contrastada, así como el periodo en el que se produjo su fallecimiento permitiendo aclarar especulaciones historiográficas que ofrecían determinados datos erróneos sobre su trayectoria vital después del descubrimiento de América. Por último, aporta datos indicativos sobre el estatus socioeconómico y el nivel de rentas disfrutado por el codescubridor de América y por su familia. [ABSTRACT FROM AUTHOR]

The aim of this article is to describe and explain the evolution of the Spanish port system and its main ports over the long run. Building on the literature on path dependence and port evolution, we set up an analytical framework with three broad driving factors – economic, technological and institutional – in order to explain path dependence and change in the ranking of the largest Spanish ports. The port system shows a trend towards de-concentration between 1880 and 1990, mainly due to the decline of former leading ports in the first half of the twentieth century and by the appearance of emergent ones in the second half of that century. Besides, there is a small club of leading ports that have managed to maintain themselves among the top ten throughout this period. [ABSTRACT FROM AUTHOR]

When shipping companies first experimented with transporting wine in steel containers in the 1930s they promised to revolutionize the way French Algeria sent its most important export to metropolitan France. What capitalists saw as a rational and efficient use of new technology, however, dockworkers and barrelmakers saw as a dire threat to their livelihoods in a time of intense economic hardship. This article traces the social conflict that followed the introduction of the wine tanker and the declining use of wine barrels in port cities in both Algeria and France. In doing so it illustrates the wide range of people and places that held a direct stake in economic activity arising from France's colonization of Algeria, from the rural environments in which wine was produced all the way to distant urban spaces such as Rouen. [ABSTRACT FROM AUTHOR]

This article examines the impact of path dependency and changing institutions on the Port of Tauranga. Through an institutional lens it examines the port’s development in five stages from 1945, through periods of amalgamation and containerisation in the 1960s and 1970s, and then looks at the period of reform and privatisation in the 1980s, and the legacy this created. [ABSTRACT FROM AUTHOR]

Copyright of Comparativ: Leipziger Beiträge zur Universalgeschichte und Vergleichenden Gesellschaftsforschung is the property of Leipziger Universitaetsverlag GmbH and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This article describes fieldwork undertaken in 1972 at the harbour of the Hellenistic city of Ptolemais at Tolmeita in Cyrenaica, Libya. This survey has shown that the city possessed a sophisticated Hellenistic harbour installation, now submerged by some 2 m. It consisted of a small fishing harbour and a larger commercial harbour protected by extensive stone breakwaters built around two offshore islands. Between the harbours, remains were found under water of an extensive block-built quay connected to one island, where there was a system of submerged rock-cut tanks. These are interpreted as the foundations of a fish-processing factory. Changes in sea-level are also discussed. [ABSTRACT FROM AUTHOR]

Cartographic representations have evolved in the interest of a greater scientific rigor since the decline of more realistic resources in favour of other, more conventional, methods. The project ‘E-port. Atlantic Cartography, XIVth–XVIIIth centuries’, as a source of knowledge, tries to conduct research from historical cartography using the resources and tools that the digital humanities provide. [ABSTRACT FROM AUTHOR]

The article examines the "A Vanished Port: Middleton & the Caribbean, 1750-1824" exhibit that opened on September 10, 2016 at the Middlesex County Historical Society in Middletown, Connecticut.

By the late 1800s British colonial rule in Cyprus was experiencing both a socioeconomic and a legitimacy crisis. Britain's development projects were intended to quell the crisis and consolidate colonial authority. Famagusta Harbour construction was an integral part of that programme, but it antagonised wealthy and influential Cypriots in Larnaca. They believed that such infrastructure would undermine the importance of Larnaca harbour and threaten their commercial and political interests. Their protests threatened the colonial administration with a new crisis that was averted by the integration of Larnaca's Harbour into British plans. The colonial regime had to negotiate and co-operate with local networks of power in order to realise its development programme: harbour development was no mere rational engineering exercise. [ABSTRACT FROM AUTHOR]

The shipwreck designated as the Akko Tower Wreck lies at the entrance of Akko harbour, Israel, 35 m north of the Tower of Flies, in 4.4 m of water. Following two seasons (2012 and 2013) of underwater excavation, it is suggested that it is the remains of a merchant brig of 200 tons, dated to the first half of the 19th century, and built under the influence of the French shipbuilding tradition in an established shipyard. The full story of the ship and its place in the maritime history of Akko, however, remains an enigma. [ABSTRACT FROM AUTHOR]

In 2006, during the Immersed Tunnel Project in the harbour of Oslo, Norway, a c.9.4 m-long boat was discovered. The boat was found in the area historically known as Sørenga, and was named Sørenga 7, following six other finds in the area excavated from the early 1970s to the 1990s. The boat was documented digitally piece by piece, and a scale model was made in cardboard and polyamide. The deposition of the boat in the transition between the 17th and 18th centuries focuses attention on life in the early modern harbour of Christiania (Oslo). [ABSTRACT FROM AUTHOR]

Using dozens of Ottoman maps from the Central Ottoman Archives in Istanbul, the article challenges the prevailing standpoint regarding the historical-geographic process that took place on both sides of the Bay of Acre/haifa during the last decades of the Ottoman period, and led to Haifa's emergence as one of the most important port towns in the eastern Mediterranean, and concomitantly to Acre's demise and negligence. To date, the few researchers who have dealt with this process, especially from the viewpoint of Haifa's local history, have viewed the Ottoman regime as a passive force that did not act to preserve the status or economic strength of Acre, the regional headquarters, the province's capital city and the region's most important town for many years. We argue that the central Ottoman government in Istanbul did not perceive the process of Acre's demise and Haifa's rise as a deterministic process. Official Ottoman maps drawn at the request of the imperial centre as early as the 1880s show that plans existed to develop Acre and its region. These plans, even if only partially implemented, would have clearly contributed to preserving Acre's status over Haifa. The Ottomans attempted to preserve the geo-strategic status of Acre and its importance and made plans to upgrade various infrastructures in the town's vicinity, which might have changed processes related to physical conditions and powerful technological advances. This approach, which is based on the belief in the human ability to confront and deal with deterministic geographic and physical conditions, seems to have been the foundation of Ottoman planning in the case of Acre. The Ottomans' capacity to implement these plans was very limited, however, and they eventually had to acknowledge this reality. Thus, Acre was reduced to its formal status as the capital of an Ottoman administrative district until the end of the Ottoman rule in Palestine. In a way, its fate was not very different from that of other traditional centres of Ottoman rule along the eastern Mediterranean coast, whose importance diminished at that time, while new centres that were more cosmopolitan and connected to developments overseas came to power. [ABSTRACT FROM AUTHOR]

The article discusses the maritime archaeological survey of Stonetown, Zanzibar conducted in 2005. The survey reportedly involved a marine geophysical survey of the seabed which revealed several shipwrecks that are associated with Zanzibar's port and waterfront. Also explored are the landscape and architecture of Zanzibar and economic and waterfront development. It concludes that the port represented clearance, dredging, traffic, and salvage.

The anthropological history of harbors is introduced as the focus of articles in the March 2018 issue of the anthropological history periodical "Historische Anthropologie".

In this study of the warehousing company Pakhoed and its predecessors over a period of 200 years, we analyse the configuration of environmental forces, exploitation and exploration, and three firm-level longevity factors: a tolerant management style and decentralised structure; a strong sense of identity; and a conservative financial policy. The idiosyncratic set-up of Pakhoed's forerunners enabled their long-term survival through co-evolution with an environment that both compelled them to be responsive and provided them with scarce resources. In the most recent period, failed explorations helped Pakhoed to strengthen its sense of identity and to focus on a well-chosen field of exploitation. [ABSTRACT FROM AUTHOR]

Siraf is well-known archaeologically and historically as an ancient port in the Persian Gulf that prospered during the medieval period. Siraf played a leading role in facilitating maritime and terrestrial trade, connecting long-distance Indian Ocean and China routes with those in the Gulf region. Despite its history, no previous research has been dedicated to the maritime infrastructure of Siraf. Through the '2012 Siraf pilot project' a preliminary survey of the underwater and shoreline remains of this ancient port city was conducted. The site's location is unique in many respects to trade routes and logistical considerations; however, its maritime infrastructure is difficult to assess in light of the extensive threats to the site. [ABSTRACT FROM AUTHOR]

Copyright of Comparativ: Leipziger Beiträge zur Universalgeschichte und Vergleichenden Gesellschaftsforschung is the property of Leipziger Universitaetsverlag GmbH and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Comparativ: Leipziger Beiträge zur Universalgeschichte und Vergleichenden Gesellschaftsforschung is the property of Leipziger Universitaetsverlag GmbH and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Ayer: Revista de Historia Contemporánea is the property of Asociacion de Historia Contemporanea and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The article offers a report from a November 7-8, 2014 conference in the Deutsches Historisches Museum history museum in Berlin, Germany on the historical role of the sea and ocean in European domestic and foreign relations. Topics of presentations delivered included the historical roles of harbors and seas in ancient Europe, the role of the precious metals trade in catalyzing early European sea exploration and development of economic ties with Asia, and the role of captured African slaves in transfers of knowledge and culture.

The article discusses changes in marine work and the culture of sea ports during the 18th and 19th centuries, and continuing into the 20th century, in relation to globalization trends. Topics mentioned include the impact of technological innovations on sea transport, the role of mechanized navigation techniques, and the role of the concept and practice of door to door delivery directly to the consumer.

The article discusses the brief history of ports and pipelines infrastructure in South Africa. It states that the Moving South Africa (MSA) Strategic Transport Study has recommended a hub and spoke approach to port facilities development in the country. It also discusses the suitability of Richards Bay to service the hinterland, and the pipeline infrastructure for petroleum products transportation.

This article discusses the timing and impact of technological change in Scandinavia’s largest port, Gothenburg. It argues that technological change was gradual for a long period of time and that the forklift and the pallet—introduced in 1947 and diffused in the mid-1950s—was responsible for setting off a series of changes. Productivity growth is a subject much neglected in precontainer port studies. The current analysis goes beyond earlier, simplistic notions of productivity and offers new ways of measuring port output. The productivity figures presented strongly indicate growth up to the Second World War—an empirical finding that contrasts with results from other ports. And the study goes on to suggest that growth accelerated in the postwar years. The pattern offers tentative support for the contention that the impact of the forklift was revolutionary. [ABSTRACT FROM PUBLISHER]

The article presents the discovery of a harbor complex established during the rule of pharaohs Snofru and Khufu during Egypt's Old Kingdom on the Red Sea Cost in the area Wadi al-Jarf, Egypt. It is suggested that the facility was used for the transportation of copper and turquoise produced in the Sinai Peninsula as well as for longer voyages. Topics include a description of the archaeological site and the findings of storage jars, carved limestone anchors, and documents on papyri.

On the East coast of Tunisia, between Sousse and Sfax, lie the scant remains of the ancient city of Thapsus, notable mainly for a battle fought in the civil war in 46 BC. Visits by the authors resulted in the discovery of one of the longest-known harbour moles in the entire Roman Empire. No ancient sources make reference to any work of such magnitude and the paper suggests that the harbour was never completed, but might have been started by the local emperors Gordianus, none of whom survived long enough to have executed such a project. [ABSTRACT FROM AUTHOR]

In the Middle Ages walls and ditches were used for defensive purposes on land; city walls and moats surrounding castles are part and parcel of the public image of the Middle Ages. Less well known are the defence systems constructed under the sea to protect harbours and waterways. In Scandinavia such systems, ship-blockages, are especially well investigated in Denmark. In Norway medieval harbour-defence systems and ship-blockages are less known. This paper presents and discusses medieval harbours and defence systems in Norway, in particular the newly discovered jetty and possible ship-blockage on Veøy in Romsdal, western Norway. [ABSTRACT FROM AUTHOR]

The article presents a literature review of the topic of port history, outlining the journal's coverage of the subject over its past 25 years of publication. Details are also given charting several sub-fields within port history, including port administration, the economics of port cities, and maritime labor. Articles cited include works by maritime historians Gelina Harlaftis, Frank Broeze, and Robert Lee.

Against a background of developing research on Red Sea ports, a hypothetical model of the morphology of port towns during the early Islamic period is presented here. These places went through constant cycles of change as economic and political frameworks fluctuated. While their physical shape and form was strongly influenced by architectural features of the Islamic world their functionality was more aligned to commercial interaction. These were dynamic spaces where the daily life of their inhabitants was guided by trade, religion, weather and politics. The ports were intrinsically tied to the trade networks that connected Africa with Arabia and the broader Indian Ocean world. [ABSTRACT FROM AUTHOR]

In the early part of the seventeenth century in Ireland select harbours along the southwest coast of Munster acted as the North Atlantic headquarters for pirates, primarily made up of English mariners. The places picked by the pirates as their bases were spatially strategic and three harbours in particular dominated this West Cork landscape—Baltimore, Leamcon and Crookhaven. Complicit English officers facilitated this activity and pirates and their families settled on the estates of the local officials while others used this pirate landscape as a staging point for plundering adventures further afield. As a consequence, piracy in Irish waters at that time had a profound influence on local economies, social activities and, in some cases, political events. Indeed the tolerance shown to it in the early seventeenth century in the southwest may be explained by the fact that it facilitated the colonial effort ongoing under the Munster Plantation and thus, inadvertently, suited the purposes of official government. [ABSTRACT FROM AUTHOR]

Ports served not only as interfaces between land and sea, but as central gathering spaces for economic and cultural exchange. Drawing on case studies from the eastern Mediterranean island of Cyprus, this paper situates opportunistic ports lacking built facilities within a broader socioeconomic context of diverse maritime communications, expanding rural settlement, and increased agricultural productivity during late antiquity. Though simple, these sites served as active agents in the development of new maritime networks as well as local markets throughout their hinterlands, adding flexibility and dynamism to the economic ties between city, countryside, and the wider late Roman world. [ABSTRACT FROM AUTHOR]

Copyright of Danubius is the property of Danubius and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

It is published with its original spelling and in full the manuscript, deposited in the historical archive of Bolivia (Sucre), by who was administrator of the Office of Lamar (Cobija), Manuel Hernández Alonso, with unpublished references about the settlement and initial development of this port, founded in 1825 by Simón Bolívar to the service of the Republic of Bolivia, on the arid coast of the Atacama desert. [ABSTRACT FROM AUTHOR]

Capital of the Ottoman province of Habes and a major entrepôt for trade between the African interior and the Hijaz, the Indian Ocean, and Egypt, Suakin's apogee largely coincided with its direct rule by the Ottomans between the early to mid sixteenth century and the early nineteenth century. Although a number of short studies of the history of Suakin have been written, these have rarely referred to the pertinent Ottoman language sources. Older scholarship thus tended to assume the port was merely a remote Ottoman outpost, cut off from its African hinterland, while research that has given more prominence to the role of Suakin's Ḥaḍāriba elite in the life of the city has paid less attention to the Ottoman context in which they operated. In this essay, I offer an overview of Suakin's development under Ottoman rule drawing on the Ottoman materials. These of course have their own perils, for the Ottoman archival documents largely consist of reports to or orders from Istanbul, usually concerning the appointment of officials, the military situation, and requests for reinforcements. Trade is rarely prominent in the documents, as none of the Ottoman financial records of the port or province have come to light. Literary sources, in the form of reports of revolt in Suakin in 1655 and the traveler Evliya Çelebi's account of his visit some two decades later, shed more light on social and economic history, at least for the seventeenth century. The Ottoman evidence, scant though it may be compared to that surviving for the Mediterranean world, is our prime source for the history of Suakin. [ABSTRACT FROM AUTHOR]

The port of Suakin on the western shores of the Red Sea served as one of the most important trading centres of the region throughout the second millennium AD. In 2002 an integrated conservation research project was initiated at the site following decades of neglect. This paper reports on one section of this project, the excavations centred on the building known as the Beit el Basha. This section of the archaeological investigations has provided important information relating to the earliest occupation of the island and key insights into medieval settlement and activity in the area. [ABSTRACT FROM AUTHOR]

In this article the author examines the archaeological search for the Phoenician harbor in the city of Tyre, Lebanon. The maritime facilities at Tyre were known to comprise the north harbor and the south harbor protected by a common breakwater. The northern harbor is still in existence though the southern harbor has vanished and its exact location is the object of some speculation among archaeologists. The author describes his own attempts at underwater archaeology in the area and the aerial surveys of the harbor conducted by archaeologist Antoine Poidebard.

The article offers an overview of the importance of a harbour site at Salamis, Cyprus, highlighting photographic evidence of shipsheds which were built by King Evagoras in the fourth century BCE. A background of the harbour site is provided which was built for Evagoras' fleet of triremes that illustrates the power struggle between Athens, Sparta, and the Persian Empire. Also discussed are several evidences of ancient city wall of Salamis.

This study of port cities, focusing on those on the Atlantic facade of France, argues that their economic significance cannot be understood within the canons of an insular French, or even European history. They were often case studies of the more general phenomenon of the early globalisation of Europe. In particular, navigation, fishing, trade, and colonisation, depended not only on the seas and the port but also on the agrarian hinterlands. They were often determinative of national imperial expansion. Thus, the success of exports and imports were not necessarily judged on Atlantic crossings but rather on the supply and demand of national or European economies. Commerce did not end on the seashore, in a port, or even in a contraband network, but often deep within a nation’s hinterlands. [Copyright &y& Elsevier]

The article offers the geographic history of the shipbuilding in Maryland. Maryland shipbuilding was considered as a substantial industry in the region before the colony's official founding. The Maryland shipbuilding has expanded in the late seventeenth and early eighteenth centuries, but collapsed during Queen Anne's War in 1713. Between 1766 and 1768, Maryland shipwrights suffered from the collapse of the grain market but gained support during the American Revolution due to the increase demand in domestic shipbuilding.

Copyright of International Journal of Maritime History is the property of Sage Publications, Ltd. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)