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This article contextualises the Anglo-Italian aspects of Naples, Biblioteca Nazionale, MS XIII.B.29. This fifteenth-century paper miscellany contains Bevis of Hampton, Chaucer's Clerk's Tale, St Alexius, Libeaus Desconus, as well as a recipe collection, a section of Lydgate's "Doublenesse", and a fragment of Sir Isumbras. The book is among a very select number of codices containing Middle English texts that are presently preserved in an Italian institution. Previous research has demonstrated XIII.B.29 must have travelled to the Italian peninsula at a relatively early date, but the exact reason behind its compilation and the method by which it arrived in Italy remain uncertain. This article reviews the manuscript's design, provenance, and contents, arguing the book is not just an English manuscript in Italy, but also to some degree an English manuscript about Italy and Italian experiences. Specifically, the article contends that an episode in the manuscript's Bevis, which describes a street fight near Lombard Street in London, benefits from a reading that acknowledges late medieval developments in finance and long-distance Anglo-Italian commerce, as well as the emergence of Italian communities in Southampton and the capital. [ABSTRACT FROM AUTHOR]

Shipping and world trade have grown simultaneously as a result of the increased need for freight transportation capacity brought about by the expansion of world trade. It is important for countries to compare their maritime trade performance in relation to their respective characteristics. It is essential to adhere to the competitive circumstances in order to obtain a larger proportion of the world trade. This study compares maritime trade performance of the 20 countries with the greatest number of ports of call worldwide using multi criteria decision making techniques. Six indicators are weighted by Criteria Importance Through Intercriteria Correlation method and the performances of the countries are ranked by VIšeKriterijumska Optimizacija I Kompromisno Resenje method. Rankings for the years 2018-2022 were constructed independently, and after using the Borda approach to integrate them together, the final ranking was produced. The results provide a perspective for countries to improve their maritime trade performance and the opportunity to make an assessment from macro perspective.

This essay focuses on the Sulu-Mindanao-Borneo region in the 1830s and zooms in on the Capitulaciones (Spanish) and the Kapiturasyun (Tausug) of a treaty concluded between the Spanish Crown and the Sultanate of Sulu of 1836/37. It compares the different versions of the treaty texts from the perspective of a system of treaties across the region. Uneven historiographical attention has led to myth-building and a controversy over whether the treaty would have established Spanish sovereignty over the Sulu sultanate. To add nuance to this claim, the study examines the specificities of the treaties together with a large set of complementary sources. A deep, comparative reading sheds light on the motivations, and strategies that accompanied the entire process of planning, negotiating, and ratifying of the treaty and the consequences it had both for directly and indirectly participating parties. [ABSTRACT FROM AUTHOR]

The Northeast Passage (NEP) has always been an attractive transport alternative for trade between Northwest Europe and Northeast Asia due to its shorter distance. While a growing body of literature addresses the economic and technical viability of NEP transit shipping, there is still a need for increased knowledge on the features of maritime trade between the regions that could potentially use the route. This study aimed to propose a conceptual model to explain the main factors influencing the cargo demand transported by container ships in order to analyse the types of trade that could increase by using the NEP. Structural equation modelling (SEM) was applied to the empirical data on trade volumes between Northwest Europe and Northeast Asia and suggested that logistics performance has the greatest impact on total volume of container ship flow between these regions. The data of maritime trade volume are further disaggregated to examine how the impact of the analysed factors varied between commodity groups. This study contributes to identifying which type of cargo flow may be the most receptive in case of opening the NEP for regular shipping whilst offering insights into the impact of global economic policy uncertainty on container ship demand. [ABSTRACT FROM AUTHOR]

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The Bronze Age Harappan Civilisation thrived between 2600 BCE and 1900 BCE in the northwestern part of the Indian Subcontinent. The Harappans established robust interregional trade networks, efficiently managing procurement and distribution across various regions. Water transport was crucial to these trade activities, offering a cost-effective and faster means of transportation. This was particularly important in the Kachchh region, where the unique geographical features favoured waterborne trade. Extensive maritime routes allowed the Harappans to expand their trade pursuits to distant regions such as Mesopotamia, the Persian Gulf, and the Arabian Peninsula. The intercultural trade and exchange were facilitated by a series of settlements on the Kachchh coast, prominent among them being Dholavira, Shikarpur, Bagasra, Kanmer, Surkotada and sites on the Makran coast. By incorporating satellite data, on-site observations and existing literature, the present study reinvestigates Lothal, an important Harappan port town and production hub, including its adjoining region. This paper explores the contemporary and historical geography of the region, focusing on the Harappan maritime routes that were once active but have become entirely defunct due to geomorphic and climatic changes. The analysis identifies three major navigable waterways: the shallow inland water route through the Nal Corridor connecting Lothal to the Little Rann of Kachchh, offering a much shorter and safer path to Harappan sites north of Lothal; the riverine route through the Sabarmati River, leading to Aravalli and the eastern hinterland; and the sea route through the Gulf of Khambhat to the south, providing access to the Ratanpur-Rajpipla mines. This suggested that Lothal was strategically positioned at the intersection of these routes during the Harappan Period, demonstrating the Harappans' advanced geographic knowledge. The results highlight the dynamic nature of procurement and distribution networks and the pivotal role of Lothal and its surrounding landscape in facilitating direct or indirect interregional and intercultural economic exchanges. [ABSTRACT FROM AUTHOR]

The archaeological evidence from the Nanhai No.1 shipwreck provides tangible evidence for the study of maritime trade during the Song Dynasty, revealing the presence of a significant amount of smuggled metal in the cargo, suggesting possible involvement in smuggling activities. Merchants may have used tactics such as under-reporting and clandestine transportation of prohibited items to evade supervision, thus engaging in the illicit trade of metal materials and artifacts banned by the Song government on the international market. Valuations of the goods recovered from Nanhai No.1 indicate that the value of iron and silver exceeds that of porcelain, while the value of gold objects and currency exceeds that of porcelain by one-third. Research also suggests a possible shift in the model of maritime trade during the Song Dynasty, from government-led to merchant-led, with a gradual weakening of government supervision and control over trade. This change may be related to reforms in trade organization and the government leniency toward prohibited activities. Despite repeated government bans, smuggling of metal goods continued throughout the Song Dynasty, with no significant reduction in the scale of the metal trade due to the profit-seeking behavior of private merchants, highlighting the inadequacy of government control over illegal smuggling activities. This complex interplay between economic gain, national security, private interests and government control had profound implications for China, the broader South China Sea region and beyond, while the outflow of metal artifacts also facilitated the exchange of goods, technology and culture between China and the aforementioned regions. [ABSTRACT FROM AUTHOR]

More than 80 percent of world trade is transported by sea. Maritime piracy negatively affects international maritime transport and trade. The aim of the study is to analyze maritime piracy attacks between 2015-2022 and during the coronavirus disease-2019 (COVID-19) period. In the study, a literature review, main reasons and statistics for piracy and armed robbery attacks, international efforts to combat maritime piracy were examined and maritime piracy attacks were analyzed in 2015-2022 and the COVID-19 period. The results of the main findings are as follows; the most piracy attacks occurred in 2015, the most attacks were occurred in March-April-May majority of attacks occurred between the hours 24: 00-04: 00, the most attacks occurred in South East Asia, the most types of attacks against to ships was boarded. Marshall Islands-flagged ships were the most attacked. There is a weak statistical relationship between the piracy attacks by months and regions and between the piracy attacks by years and type of attacks. There is no statistical relationship between other variables.

This article uses a combination of archaeological, environmental and historical evidence to consider where the most plausible shipping routes and landing points were around the west part of the Aegean island of Samos during the period 700–500 BCE, a time known for significant maritime activity in the region. Emerging evidence suggests that the west part of Samos, although subject year-round to strong and dangerous winds and lacking in safe anchorages along its coastline, connected itself in antiquity to a range of regional and supra-regional maritime networks. This article provides an important discussion for considering the practicalities of how those networks operated. Taking into account the size and capacity of ships sailing the Aegean in the seventh and sixth centuries BCE, this article considers how small ships would have fared in this region, in light of annual wind forecast, coastal topography and offshore bathymetry. Although there is a dearth of primary historical evidence from this period, comparative written accounts from the early modern period provide an opportunity for reflecting on how this area of the Aegean could have been navigated in small craft. This article closes by presenting a synthesis of possible year-round and seasonal routes usable around the island. [ABSTRACT FROM AUTHOR]

From a maritime-history perspective, little is still known about eighteenth-century Venice, especially in non-Italian literature. Classic interpretations of eighteenth-century Venetian shipping suggest that the Venetians never regained a significant role as carriers in the Mediterranean after the sixteenth century. Although Venetian shipping was heavily impacted by the arrival of the 'Northerners' in the Mediterranean at the end of the sixteenth century, its capacity for long-term recovery has yet to be clarified. The primary impediment to Venetian maritime activity was the high threat of attacks by the so-called 'Barbary corsairs' on their merchant ships, which drove up transport costs. The Republic of Venice signed treaties with Algiers, Morocco, Tripoli and Tunis from 1763 onwards, but historians remain sceptical about the effects of this peace. This article seeks to demonstrate that the treaties with the Barbary states represented a groundbreaking turning point for eighteenth-century Venetian shipping: from the 1760s onwards, liberated from the burden of high risks and high protection costs, Venetian shipping made a vigorous and lasting resurgence on all routes in the Mediterranean and beyond. Following the treaties, the Venetians became significant carriers in the Mediterranean sea trade and were able to rival other competitors in international markets. From this standpoint, the Venetian shipping sector not only recovered but also flourished until the ultimate dissolution of the Republic in 1797. [ABSTRACT FROM AUTHOR]

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AbstractAn important area for understanding human movement and trade routes during the Early Historic Period in Southeast Asia is the Thai–Malay Peninsula where external records date back 2300 years. Early east–west trade could be routed around the peninsula or sailing time could be reduced by taking terrestrial shortcuts across the peninsula. However, spatial research, particularly on transpeninsula routes, is insufficient to supplement the gaps between written historical records and excavated archaeological sites. This study aimed to simulate transpeninsula routes across the entire Thai–Malay Peninsula using a digital elevation model (DEM) to eliminate human biases when exploring the actual terrain. The simulation results reveal some intriguing characteristics of potential routes that can be used to divide the Thai–Malay Peninsula into five zones. This zonation is associated with external historical records and archaeological evidence before the twelfth century AD to assess the efficacy of different transpeninsula routes. These data are also utilized to propose potential areas of undiscovered archaeological sites within the Thai–Malay Peninsula. [ABSTRACT FROM AUTHOR]

Scholars, who studied the nature of the Goa Kadamba polity, did not comprehend the fact that the Goa Kadambas exhibited the features of not only coastal polity but also maritime polity. At the same time, we accept the contention that the Shilaharas represented coastal polity while it lacked the features of a maritime polity. We support our argument by using the inscriptional data and foreign travelogue accounts, which exhibit the attempt of the Goa Kadambas to protect their maritime trade interest through their alliance with the Arab traders and maintaining a navy. [ABSTRACT FROM AUTHOR]

Material recovered from the Ma'agan Mikhael B shipwreck, off the coast of northern Israel, includes a significant assemblage of glass, which appears to represent waste workshop material (cullet) collected for recycling. Twenty‐three samples were selected for analysis for major and minor elements using SEM‐EDS, to provide insight into the activities and dating of the ship. The glass corresponds to known primary glass types, comprising a high‐ and a low‐lime subgroup of Levantine 1 (Apollonia type), and Egypt 1b. The assemblage is likely to date to the early part of the eighth century CE and, in conjunction with the radiocarbon dating of the ship, gives a possible date range for the wreck of 710–740 C.E. All groups contain glass‐working waste, glass chunks, and vessel fragments, and the majority are likely to have been collected from one or more workshops. It is unclear whether this cargo represents the byproducts of several campaigns of a single workshop which used different consignments of raw glass, or material from different workshops, collected at different ports of call. [ABSTRACT FROM AUTHOR]

Shipping and world trade have grown simultaneously as a result of the increased need for freight transportation capacity brought about by the expansion of world trade. It is important for countries to compare their maritime trade performance in relation to their respective characteristics. It is essential to adhere to the competitive circumstances in order to obtain a larger proportion of the world trade. This study compares maritime trade performance of the 20 countries with the greatest number of ports of call worldwide using multi criteria decision making techniques. Six indicators are weighted by Criteria Importance Through Intercriteria Correlation method and the performances of the countries are ranked by VIšeKriterijumska Optimizacija I Kompromisno Resenje method. Rankings for the years 2018-2022 were constructed independently, and after using the Borda approach to integrate them together, the final ranking was produced. The results provide a perspective for countries to improve their maritime trade performance and the opportunity to make an assessment from macro perspective. [ABSTRACT FROM AUTHOR]

The purpose of this paper is to shed light on the strength and significance of global maritime trade in general, and Israeli maritime trade in particular. Furthermore, it seeks to analyze the various disruptions that have affected maritime trade in recent years, including exceptional events such as climate phenomena, the COVID-19 pandemic, and the Swords of Iron war, whose ramifications are only beginning to emerge. In particular, this paper discusses the current disruptions in supply chains due to the Iranian and Houthi attacks on shipping routes in the Red Sea. These disruptions indicate numerous weak points in the stability and operation of global supply chains, which are crucial for the national economies and security of numerous countries, particularly Israel. Over the past three years, the world has experienced a series of extreme events that have significantly affected various aspects of life, especially the global economy. This paper examines these events and their repercussions on global geo-logistics--the distribution of supply chains according to level and type. Additionally, it includes a description and analysis of Israeli foreign trade, specifically highlighting the import processes and the types of cargo that have been affected by the disruptions during the period in question. Israel's grain imports, which are vital for the country both in normal circumstances as well as during emergencies, are used as a case study. Furthermore, the paper also surveys the operational conditions, including challenges faced in the ports of origin of the various cargoes and recent challenges within this market. [ABSTRACT FROM AUTHOR]

Fatimids were a Shiah government that settled in North Africa and after developing their political, cultural and military power, they added Egypt to their possessions. The main purpose of writing this article is to examine the economy based on maritime trade as well as agriculture and economy relying on the Nile river and its effect on the stable economy of Fatimid government for more than two and a half centuries from 297 to 567 A. H. The main purpose of the research is whether the Fatimids' maritime trade had any effects on the economic prosperity and consequently benefiting from a stable economy. The article has been written through the descriptive, qualitative, explanatory method of research relying on the documents and library sources. The result of the research indicates that the Fatimids benefited from a flourishing, powerful economy based on trading in the Mediterranean region, the Red Sea and the Nile with neighbors as well as with India and the Far East in order to achieve a stable economy that is the necessity of economic, political, and military social and cultural development

The Ming court launched its famous expeditions overseas in the early fifteenth century and suddenly terminated these voyages after 1436. This article attempts to reassess the driving force of this event and its termination in the context of the Ming's domestic financial system, revealing that both the initiation and the cessation of Zheng He's voyages could be explained by the political and fiscal tension between emperors and bureaucrats. This article will also discuss how the cessation of Zheng He's voyages contributed to the onset of private sailings after the mid-fifteenth century. [ABSTRACT FROM AUTHOR]

Unguja Ukuu, located on the Zanzibar Archipelago, eastern Africa, was an active Indian Ocean trading settlement from the mid-first millennium until the early second millennium AD. As part of recent archaeological excavations aimed at understanding the site's transregional trade networks, geoarchaeological analyses were undertaken to document the geomorphic context of the ancient settlement. Here, we outline the results of these field and laboratory studies to discuss patterns of anthropogenic sediment deposition. Unguja Ukuu's deep coastal stratigraphy appears to record progradation of an inhabited back-reef shore from the mid-seventh to the nineth centuries AD, perhaps in the wake of an earlier middle to late Holocene marine transgression. Excavations on the back-beach show that deposits associated with the ancient settlement include interlayered middens, paleofloors, and backshore sands and, in later phases, a peri-urban dump with dark-earth-type anthrosols developed on these deposits. Coastal progradation appears to have been driven in part by the accumulation of anthropogenic detritus and compaction of ancient surfaces. We hypothesize how the inherited, submerged relic Late Pleistocene geomorphology of the intertidal zone and later Holocene sediment supply from the hinterland may have supported the emergence of Unguja Ukuu as a trading locale, and possibly contributed to its decline in the early second millennium AD. [ABSTRACT FROM AUTHOR]

China has traditionally been regarded as a continental power. However, the 21st Century Maritime Silk Road (MSR), launched in 2013, shapes China's intention to become a global maritime power. The initiative is the most significant contribution to increasing global maritime connectivity in recent decades. The volume and impact of Chinese investments in Europe's seaports are remarkable. This article proposes a fundamental framework to assess who benefits from the initiative. Since quantitative cost-benefit analyses (CBA) hardly apply to multifaceted and partially unquantifiable phenomena, we suggest assessing the MSR by means of a comprehensive qualitative CBA. We opted for a qualitative CBA due to ontological and epistemological reasons: on the one hand, the complex and multilayered nature of the problem is difficult to monetize, and, on the other hand, our argument is not final, as it attempts to assess a given policy before its implementation is sufficiently mature. In this vein, we apply the problem-solving methodology 'analytic hierarchy process'. While the media have disproportionately stressed the negative effects of the MSR, we conclude under this framework that (i) for China, MSR benefits largely outweigh associated costs; (ii) for participating countries, MSR benefits outweigh the associated costs only after cost-mitigating measures are incorporated; and (iii) for non-participating countries, MSR costs outweigh associated benefits. [ABSTRACT FROM AUTHOR]

Copyright of Alinteri Journal of Social Sciences is the property of Adem Yavuz Sonmez 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.)

More than 80 percent of world trade is transported by sea. Maritime piracy negatively affects international maritime transport and trade. The aim of the study is to analyze maritime piracy attacks between 2015-2022 and during the coronavirus disease-2019 (COVID-19) period. In the study, a literature review, main reasons and statistics for piracy and armed robbery attacks, international efforts to combat maritime piracy were examined and maritime piracy attacks were analyzed in 2015-2022 and the COVID-19 period. The results of the main findings are as follows; the most piracy attacks occurred in 2015, the most attacks were occurred in March-April-May majority of attacks occurred between the hours 24:00-04:00, the most attacks occurred in South East Asia, the most types of attacks against to ships was boarded. Marshall Islands-flagged ships were the most attacked. There is a weak statistical relationship between the piracy attacks by months and regions and between the piracy attacks by years and type of attacks. There is no statistical relationship between other variables. [ABSTRACT FROM AUTHOR]

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Abstract The emergence and diffusion of coronavirus (COVID-19) have brought a lot of impacts on various spheres of human endeavours including maritime trading. This paper explores the effect of the lockdown on maritime port calls for selected vessels in the sub-Saharan African (SSA) regions (East, Middle, South, and West Africa). The study utilizes port calls data of the maritime profile of the global economies obtained from the United Nations Conference on Trade and Development Statistics between 2018 and 2021. Data include port calls for liquid bulk carrier, liquefied petroleum gas, dry bulk carrier, dry break bulk carrier, roll-on-roll-off, and container carrier. The analysis of data involves the use of exploratory technique to reveal dimensions of performance by various carriers across the regions. The results picture the kind of response of port calls in all the regions akin to the response from other regions of the world. However, the study observes that though responses to COVID-19 lockdown across the globe were similar, SSA regions were slow in recovering from the decline in port calls when compared to the developed and some rapidly developing economies of the world due to the region’s lack of economic resilience. Thus, since ports have been identified as vulnerable to economic, social, institutional, and environmental shocks, and to dynamic and highly unpredictable demand for port services, policymakers of various nationals in the SSA may need to examine the patterns of performance of vessels in the regions to manage trade flows more effectively as a way of responding to future dynamics in maritime trade in the region.

The Senggiling Shipwreck has been researched since 2019, and the result of the research was published in 2020. In 2021, further research was conducted, and new data was obtained. The research in 2021 shows an update regarding the identity of the Senggiling Shipwreck, which includes the ship's cargo, structure, and historiography. This research aims to update information related to the Senggiling Shipwreck site, which was studied in 2020. The data sampling was carried out using underwater archaeological survey techniques, while the analysis was carried out on aspects of form, type, space and date to obtain information about the various types, forms and times of manufacture of the ship and its load. In addition, this research also uses archives and documents to trace shipping activities on the island of Bintan. The results of the latest identification show that the Senggiling Shipwreck is a wooden ship whose raw materials for its manufacture come from mainland Europe and Central to South Asia. The manufacturing technology originated after 1832 AD from Europe, which transported trade commodities from China and Europe. Kapal Karam Senggiling telah diteliti sejak tahun 2019 dan dipublikasikan tahun 2020. Pada tahun 2021 dilakukan penelitian lanjutan yang menghasilkan data baru. Berdasarkan hasil penelitian tahun 2021 tersebut menunjukan adanya pembaharuan terkait identitas Kapal Karam Senggiling yang meliputi muatan kapal, struktur kapal, serta historiografinya. Tujuan penelitian untuk memperbaharui informasi terkait situs Kapal Karam Senggiling yang telah diteliti tahun 2020. Pengambilan sampel data menggunakan teknik survei arkeologi bawah air. Analisis dilakukan pada aspek bentuk, jenis, keruangan dan pertanggalan untuk mendapatkan informasi mengenai ragam jenis, bentuk dan masa pembuatan kapal tersebut dan muatannya. Selain itu penelitian ini juga menggunakan arsip dan dokumen untuk menelusuri kegiatan pelayaran di pulau Bintan. Hasil identifikasi terbaru Kapal Karam Senggiling merupakan kapal kayu yang bahan baku pembuatannya berasal dari daratan Eropa dan Asia Tengah hingga Selatan. Teknologi pembuatannya berasal dari Eropa setelah 1832 yang mengangkut komuditas perdangangan dari China dan Eropa.

One of the primary goals of the African Continental Free Trade Area (AfCFTA) is to establish a single market for goods and services in order to achieve economic integration in Africa. Experts opine that the AfCFTA can be a game changer for improving intra-African trade and may pave the way to economic diversification and inclusion. To maximize the potential of the AfCFTA, African nations must eliminate or minimize trade and non-trade barriers that can undermine the AfCFTA's true intention. Nigeria is the largest economy in Africa; therefore for the AfCFTA to flourish, Nigeria must implement targeted industrial, structural and policy changes to facilitate the achievement of the AfCFTA's objectives. This article addresses protectionist cabotage as a non-tariff trade hurdle to AfCFTA aims, as well as the need for Nigeria to abolish or liberalize its restrictive regime on domestic cabotage trade. It proposes that Nigeria should take the lead in campaigning for a regional cabotage regime and eliminate its protectionist policy. [ABSTRACT FROM AUTHOR]

Copyright of National Palace Museum Research Quarterly is the property of National Palace Museum 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 emergence and diffusion of coronavirus (COVID-19) have brought a lot of impacts on various spheres of human endeavours including maritime trading. This paper explores the effect of the lockdown on maritime port calls for selected vessels in the sub-Saharan African (SSA) regions (East, Middle, South, and West Africa). The study utilizes port calls data of the maritime profile of the global economies obtained from the United Nations Conference on Trade and Development Statistics between 2018 and 2021. Data include port calls for liquid bulk carrier, liquefied petroleum gas, dry bulk carrier, dry break bulk carrier, roll-on-roll-off, and container carrier. The analysis of data involves the use of exploratory technique to reveal dimensions of performance by various carriers across the regions. The results picture the kind of response of port calls in all the regions akin to the response from other regions of the world. However, the study observes that though responses to COVID-19 lockdown across the globe were similar, SSA regions were slow in recovering from the decline in port calls when compared to the developed and some rapidly developing economies of the world due to the region's lack of economic resilience. Thus, since ports have been identified as vulnerable to economic, social, institutional, and environmental shocks, and to dynamic and highly unpredictable demand for port services, policymakers of various nationals in the SSA may need to examine the patterns of performance of vessels in the regions to manage trade flows more effectively as a way of responding to future dynamics in maritime trade in the region. [ABSTRACT FROM AUTHOR]

This article endeavours to construct the history of the Beckwith family and their various partners in a shipping business which, in various forms, operated out of the port of Colchester from 1816 to 1919. The family's interests began with Joseph Beckwith, a master mariner on the coastal trade. Through his connections with shipowners, his sons also entered the trade. Benjamin Beckwith was a master mariner and in the 1840s began to take shares in ships. In turn his son, Joseph Hawkins Beckwith, invested heavily in the shipping business and through a network of business associates established the firm of Mills and Beckwith around 1860. This evolved into Beckwith and Marriage in 1880, and then from 1882, Beckwith & Co. The business was primarily focussed on the coastal trade, operating sailing barges and, from 1880, small steamers. The business contracted in the 1910s and did not survive the First World War. The history of Beckwith & Co. sheds light on the coastal trade, which has been poorly treated by historians. It was a small but crucial part of the maritime and commercial infrastructure of Britain in the late nineteenth and early twentieth centuries. [ABSTRACT FROM AUTHOR]

This research note introduces the award-winning AveTransRisk database, the result of an extensive project capturing data on early modern maritime trade, specifically in the Mediterranean region. It focuses on the concept of General Average, where shipmasters voluntarily sacrificed cargo to save their vessels from peril. General Average procedures, including accident reports and damage calculations, provide valuable information for economic and maritime historians. The AveTransRisk database offers detailed insights into routes, cargo, weather conditions, ships, seafarers and transaction costs. It enables scholars to examine broader topics such as comparative maritime economies, the evolution of legal institutions and risk management. Fully relational and equipped with advanced search functions and mapping capabilities, the database facilitates comprehensive analysis. As it expands to include voyages from other European archives, its usability and resilience increase. Supported by the University of Exeter's digital infrastructure, the AveTransRisk database contributes to the sustainability of digital resources in historical research. [ABSTRACT FROM AUTHOR]

This article examines a distinctive type of drinking vessel that was produced in early modern northern Europe known as a 'somersault cup' or 'drink-up'. Lacking a proper base, such beakers had to be emptied of their intoxicating contents before they could rest, inverted, on their rims. These cups clearly lent themselves to hazardous drinking games. The author considers how the confrontation with chance in these drinking vessels broadly pertains to managing the hazards of maritime vessels. She focuses on the implications of dice glasses, which incorporate a single die, in the Dutch Republic circa 1580–1700. The advent of the dice vessels coincides with the Republic's ascendancy as a global mercantile and maritime power. These glasses were produced just as uncertain futures were increasingly subjected to reasoned calculation, particularly in the growing marine insurance industry. Dice glasses suggest complex relationships between numbers and material things in early constructions of risk and future uncertainty. [ABSTRACT FROM AUTHOR]

This article introduces the various articles in this forum. It first sets the scene by showing why the maritime sector forms an excellent case study to investigate risk and uncertainty in the premodern world. Second, it problematises from a historical perspective both Frank Knight's and Douglass North's approaches to risk and uncertainty, arguing that notwithstanding the lack of data, premodern commerce could properly assess both risk and uncertainty. Third, it introduces the various articles in the forum. [ABSTRACT FROM AUTHOR]

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Traditionally, the maritime networks controlling long-distance trade in metals and other commodities during the European Bronze Age have been understood as expressions of male elite power and dominance. This orthodox model forms a biased and excluding stance of social practice, and makes redundant attempts to discuss critically alternative models of gender-based power-relations in long-distance trade and communication. This study intends to revaluate the notion of androcentric, unilateral patriarchal power relations in maritime trade and warfare, ultimately suggesting an alternative heterarchical model, emphasising the co-existence of heterogeneous power-relations that include women as active social agents and movers of change. The geographical area referred to in particular is Scandinavia but the Mediterranean area is also included. The analysis focuses essentially on graves of the so-called ship setting type. Both men and women are represented in their materials, signalling power and control in the maritime sphere. So far, the female presence has not been discussed in terms of power and control, only in terms of representation. Finding burials of women in these monumental graves in the maritime landscape supports the ground-breaking proposal that, during the Bronze Age, women were also participants in maritime activities. [ABSTRACT FROM AUTHOR]

Research into what is known as the Atlantic Europe of Southwest Spain has highlighted an important network of fluvial coastal anchorages that, in a diachronic way, mark the coastline from the mouth of the Baetis River to the Anas. Most are associated with fishing factories, coastal population settlements, or the port of Onoba itself, and all have meaningful commercial traffic in products that show extensive Mediterranean and Atlantic commercial networks. Based on this context, the aim of this article is to demonstrate that these stationes, besides developing and keeping trade networks, provided a place for boats to shelter as they moved along the southwest coast. To do this, various terrestrial and subaquatic archaeological testimonies will be analyzed, which support the existence and development of a group of ports and anchorage areas with different port and commercial maritime models. [ABSTRACT FROM AUTHOR]

That which is missing in the historiography on colonialism in Malaya deserves to be addressed. This article attempts to supplement current writing - including critical perspectives - in one area: it challenges the accepted view on the Straits port of Penang, 1786-1946. It is acknowledged that the British Empire included a diversity and variety of colonial experiences across geographical areas and peoples, meaning that a multitude of narratives is expected. Different areas within a colony-cum-nationstate can also testify to quite divergent experiences. A case study on a specific site in modern Malaysia may serve to facilitate a reconsideration of a conventional view of a marginal, subsidiary, or even subordinate colonial location when compared with rival centres considered more important by colonial authorities. The port of Singapore has been seen by many as the most prominent commercial hub in the eastern section of insular Southeast Asia in the 19th century. Penang is considered peripheral to Singapore. This article offers a reinterpretation of this perspective. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Social Sciences Research / Sosyal Bilimler Arastirmalari Dergisi is the property of ODU Journal of Social Sciences Research 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.)

Biological invasions are one of the main global threats to biodiversity in terrestrial, freshwater and marine ecosystems worldwide, requiring effective inventorying and monitoring programs. Here, we present an updated list of non-indigenous species in French marine and transitional waters. Focused on eukaryote pluricellular species found throughout the three metropolitan French marine regions (Western Mediterranean Sea, Bay of Biscay and the Northern Seas), a total of 342 non-indigenous, including 42 cryptogenic, species are listed as having been introduced since the 13th century. The majority of the species originated from the temperate Northern Pacific. They mainly arrived through both ballast and hull fouling and also are associated with shellfish farming activities. Most of them have been introduced since the 1970s, a time when maritime and aquaculture trade intensified. Despite important human-aided opportunities for species transfer between the three marine regions (for instance, via recreational boating or aquaculture transfers), only a third of these NIS are common to all regions, as expected due to their environmental specificities. [ABSTRACT FROM AUTHOR]