Study Of Maritime History Research Articles

Laevaliinide avamise tingimused Balti kubermangudes ja Soomes 1837–70

Russia’s Baltic provinces and Finland differed from Russia’s interior areas due to their long coastline. On the one hand, it helped to connect those areas, but on the other hand, the Baltic Sea played a crucial role in connecting Russia to Europe. In 1837–70, 16 passenger steamboat routes had been established that called at Estonian ports. Due to Estonia’s geographical position, entrepreneurs from Turku, Riga and St Petersburg as well as from Tallinn operated those lines. With the exception of studies on migration policies, the roles of institutions and legislation have not been addressed in depth in maritime history studies. Therefore this article focuses on the following questions: how legislation impacted the establishment of steamboat companies, and how the state organised steamboat traffic.
 Steamship companies were the first transportation organisations to operate as joint-stock enterprises. Joint-stock laws started developing in Russia in the first decades of the 19th century. The first legislation regulating steamship companies that operated between Baltic Sea ports was adopted in 1835. A comprehensive act regulating all joint-stock companies followed in 1836. According to the 1836 law, which was in force until 1917, the establishment of a joint-stock company depended a great deal on the state. Both the tsar and the Ministry of Finance had to approve the company statutes. Both had the right to make changes in the statute’s clauses or in proposals for capital formation. The Grand Duchy of Finland followed its own separate path. Joint-stock companies in Finland were exempted from this legislation until 1864 because Finland adhered to the Swedish Law of Entrepreneurship and Shipping from the 18th century. Due to those circumstances, personal relations and the company’s own contribution played a key role in joint-stock companies.
 Statutes approved by the Ministry of Finance and the tsar provided companies with the opportunity to apply for benefits and prerogatives like tax relief or monopoly rights for certain routes for fixed time periods. Such various supportive measures were highlighted to foster the development of steamship connections on routes of national importance. The state could take part in the establishment process as well, as the case of the Osilia steamship company demonstrates. In cases where there was insufficient establishing capital, and to encourage the establishment of companies, the state bought a certain number of stocks in the company.
 Russian merchant shipping legislation and organisation was introduced for the first time in contemporary Estonia at the beginning of the 18th century after the Great Northern War, whereby Estonian territory was incorporated into Russia. The organisation of both merchant and passenger shipping was divided between different authorities in Russia. The aim of establishment ministries in the first decade of the 19th century was to set up a system where tasks were clearly divided and unambiguous. In reality, this goal was not put into practice for the whole system. Hence merchant shipping was still divided between the Ministry of Finance, the Ministry of the Navy, and the Ministry of Internal Affairs, in addition local authorities. Local authorities became the link between the companies and state authorities because they were familiar with local circumstances and could provide consultative information.

Trends and Tasks of East Asian Maritime History Studies in the Early Modern

Trends and Tasks of East Asian Maritime History Studies in the Early Modern

The Batik Latoh as the Result of Maritime Culture of Lasem Community

The underlying notion of this research was to investigate the Batik Latoh as one of maritime cultures of the Lasem community involved in the study of maritime history. The study of Indonesian history many times examined the events occurred on the land, even though more than half of Indonesian area covers the ocean. As the alternative of historical study, there is historical investigation based on maritime culture. This is a crucial issue recently since the area of Indonesia is mostly covered by the ocean. One of maritime history studies is the existing maritime potency in Lasem area. The batik of Lasem has the unique color of light red. The infiltrate of outside influence affects the pattern and color of batik. Batik latoh (genus of seaweeds/green algae) was the result of cross cultural of coastal Lasem people on the north coast of Java.

일본역사학계의 해양사 최신연구현황과 과제

일본역사학계의 해양사 최신연구현황과 과제

Teluk Benoa dan laut Serangan Sebagai “laut peradaban” di Bali

This study aims to reveal the trade networks and dynamics of maritime history in the waters of Bali, especially in the 19th century. There is an interesting aspect in the study of maritime history in Bali namely the importance of Benoa Bay marine area to be the entrance to Bali since many centuries ago. Benoa Bay region directly opposite the Indian Ocean is also associated with Lombok and Bali Straits that become the entry point of the sea trade between Asia and Australia. The study used historical and ethnographic methods. The historical method as well as ethnographic were used to discuss maritime cultural dynamics to the community around the region of Benoa Bay of Bali waters. The results showed that Benoa Bay area turned into the arena of cultural interactions resulting in he mixed culture (mestizo) which produces a different customs from other regions. The occurrence of cross-cultural and civilization contacts put this region as a typical region or special zones outside the sphere of Islamization as the Sea of Civilization.

A Chinese perspective on filling the big ‘blue hole’

Although maritime history studies in China is still a subject to be strengthened, it is promoted by both the consciousness of academe and the need for national strategy. Traditionally, Chinese history study focuses on events in continental and agricultural civilization while the local historical records have shown an active interaction between ordinary people’s living and the maritime environment for centuries. Chinese maritime historical study needs to build a framework that discerns the different perceptions between the central government and the local marine societies towards the blue hole. It also should be integrated into the whole story of Chinese historical narrative.

Russians in Alaska, 1732-1867 by Lydia T. Black

sionaries). Readers will be disappointed by the Victorian veneer that stopsNye fromexpressing what her journey is toward ? namely,why she chose this moment to chase her absent husband around the globe. And yet, smallmoments of humor and sinceritysurface: "Thismorning early went on board theJulia Ann to seeMrs. Ray and her familyoff.On my returnwas taken prisoner.What do you say? Taken prisoner!! Bywhom? Bymy husband to be sure.Got in theboat to come to the ship as I supposed, when [myhusband] Gorham says to me, it isa beautifulmorning, don't youwant to go ashore? I exclaimed no! no! for Iwas inmy morning dress, blue cloak and hood. But you aremost there.Stopped to seeMrs. Spear's and dined. Came off about three o'clock. Must say I have not enjoyed myself better at any time. Gorham says it was because Iwas not afraid of the fog taking the starch out ofmy ruffles, not having any on. Ha! Ha!" (p. 152). Nye's journal firstcame to the attention of historian Doyce B. Nunis, Jr.,in 1967, but he "was unable to give the revision . . . priority attention" (p. 10). After nearly fortyyears of work, Nunis has made the journal available with meticulous notes about the social history of nearly all persons and shipsmentioned and clarification ofNye's language. Sadly, this text bears little evidence of an understanding of what has happened in the study ofmaritime history since 1967. The lengthybibliography cites no sources from thepast fifteenyears and fewfrom thepast forty. No mention is made of the larger context of captain's wives' journals or of JoanDruett, whose work dominates that field. The prologue and epilogue both posit Captain Nye as the truly interestingcharacter and Lydia Rider Nye as a mere appendage to real history. This book isn't the answer to Jo Stanley's question, but itdoes offer carefully prepared traditionalmaterial. Russians inAlaska, 1732-1867 By Lydia T.Black University of Alaska Press, Fairbanks, 2004. Illustrations, photographs, maps, bibliography, index. 344 pages. $29.95 paper. Reviewed by Timothy Rawson Alaska Pacific University,Anchorage There are few defenders of imperialism inacademe thesedays, and ifasked about Russian Alaska, most people acquainted with North Pacific history would think of the en slavement ofAleut peoples, the rapacity of the sea otter trade, and the follyof both tryingto maintain the colony and selling the territoryso cheaply.This conventional wisdom isprecisely Lydia Black's target and, while not defending imperialism per se, she asks us to consider the evidence indicating that our perspective needs revision. Two themes structure the narrative: Russian colonization differed from that of other European powers in theAmericas, and the nature of Russian rule changed over time, reflectingpolitical and economic changes in a modernizing western Russia. With a lifetime of scholarship on Alaska Natives and Russian Alaska behind her, Black has the credentials and ability to support her reinterpretation,using archival sources in the United States and Russia. Translations are her own. Startingwith medieval trading patterns and theRussian expansion eastward, thebook followsbasic chronology to theregimechange in 1867.Endnotes, well worth reading, follow each Reviews 513 chapter, and the ample bibliography will make monolinguists feel inadequate. Interspersed maps, illustrations, and photographs enhance the textconsiderably. Its relativelyshort length ? one can imagine the struggle to achieve brevity in the face of such complexity ? and style make ita suitable advanced undergradu ate text. The Big Names are present and accounted for: Vitus Bering, Catherine theGreat, Grigory Shelikhov, Aleksandr Baranov, Ioann Venia minov, and Nikolai Rezanov. Yet, a host of lesser-known actors populate the pages, as do theAlaska Natives. The Aleuts did not take their subjugation peaceably and in the 1760s undertook a "war of annihilation" against the interlopers (p. 89). Black characterizes theRus sianmethod of forcibly acquiring their labor as "impressment," similar towhat theyused on theirown sailors or serfs (p. 133).The Tlingits, numerous and well organized, wielded agency and forced the Russians to accommodate in rough-edged trading cooperation. Yet what eventually emerged was a unique form of colonialism. Acquiring lands and set tlingpeoples was never theaim of imperialRus sia;Alaska was strictlyabout tradingprofits. No more than sixhundred Russians were inAlaska at anyone time,and only thosewho hadmarried Native women were granted permission to stay. Their progeny...