Malta: Reclaiming the Naval Heritage?

This paper responds to three current concerns: military geographies, naval heritage in waterfront revitalisation and heritage tourism with particular reference to small‐island states. Malta is of cardinal interest in all these respects. Formerly the premier overseas naval base of the British Empire, it possesses abundant military heritage resources which derive from a culturally composite historical depth as well as from a territory‐wide geographical breadth. Paradoxically, the reclamation of its pre‐eminent naval heritage has been slow by the standards of peers elsewhere, notably Bermuda. The paper examines the reasons for this, what naval heritage reclamation has been undertaken, what is proposed, why this matters to Malta’s tourism economy and what wider significance this naval heritage has for the cultural/economic landscape. Malta is particularly significant in that it both substantially epitomises evolving postcolonial trajectories and uniquely reflects a pan‐European historical identity, befitting its recent accession to the EU.     

Naval Heritage and Postcolonial Geography: Why It Should Matter to Australia

Naval heritage is of global significance, enhanced by its association with waterfront revitalisation, its established literary/institutional framework and its postcolonial connotations. This paper reviews its background and its significance for the worldwide chain of (ex‐)naval bases which formerly bound the British Empire, with particular reference to its use for heritage tourism in Bermuda, Malta and Gibraltar and possible wider potential for this. Australian naval heritage is considered in this context and in its subsequent postcolonial evolution; Australian geographers are prompted to give their more informed consideration to its significance, not least for national identity.     

Towards a definition of naval elites: reconsidering social change in Britain,France and Spain,c.1670–1810

Abstract

This work proposes the term ‘naval elites’ in order to provide a new interpretation of social change in the eighteenth century from a comparative perspective. Naval elites, a social group formed by a part of the naval officer corps and midshipmen, are here defined as a historical instrument, the particular and intriguing features of which may be useful in the revision of some perspectives on social change. In particular, the authors analyse shifting power relationships through the reconsideration of naval patronage and bureaucracy, revisit the process of naval professionalization and the transformation of the concept of merit, and suggest that naval elites embodied new notions of social distinction and exclusiveness.     

南京城市沿长江段景观规划研究

南京城市滨江带具有山、水、城、林、洲相融合的特色环境,以往滨江地段功能的主要是工业生产和港口运输。目前科学地进行滨江景观规划强调沿江的生态和旅游功能,这对于南京市的进一步发展有重要意义。本文通过对历史时期南京城市滨江带功能演变的分析,深入滨江带景观现状调查和研究,对各个区域景观要素探讨,提出景观规划的指导思想与原则,并依此进行南京城市滨江带景观规划,划分为六个特色区域:河西滨江段,下关滨江段,幕燕滨江段,江中洲地段,大厂滨江段,浦口珠江段。     

Muddy shore to modern port: redimensioning the Montréal waterfront time-space

For Montréal in the nineteenth century, as for most port cities, the waterfront served as the primary interface between the city and the markets of the world. This paper examines how and why the primitive waterfront of Montréal as of 1830 was repeatedly adapted and transformed into a modern port district by 1914. Beyond a detailed examination of the set of physical changes on the waterfront, this paper draws theoretical insights from geographical interpretations of the rhythm of capital accumulation to explore the formative and adaptive processes underlying waterfront redevelopment. Global innovations in transport and cargo-handling technology are recognised as the preconditions for the periodic redimensioning of the port of Montréal, and it is established that these changes were driven by the perennial demands of local investors to accelerate circulation and thus reduce the turnover time of capital. This paper offers a new perspective on waterfront development by conceptualising the entire port as a comprehensive circulatory system and then exploring the redevelopment of various components in relation to others. The findings indicate that massive increases in traffic—the number and size of ships—through the port were correlated with the redimensioning of all of the connected components of the circulatory system; that is, the major arteries such as the St Lawrence River ship channel, as well as the smaller capillaries like finger piers.     

Intellectual property and national security: the case of the hardcastle superheater, 1905–1927

ABSTRACT

This article explores the complex and changing relationship between technological development, intellectual property, and national security in late Victorian and Edwardian Britain. Its specific case study concerns an important invention developed by a naval officer. Technological innovations not only were vital to British security but also embodied commercially valuable intellectual property. The state’s interest in acquiring control of the intellectual property to maintain Britain’s naval supremacy was not automatically aligned with the interests of inventors. The alignment was especially fraught in the case of service inventors—that is, inventors in government service, rather than in the private sector. Service inventors, who played a crucial role in maintaining Britain’s naval-technological edge, were governed by special regulations, and they invariably utilized state resources for their inventive work. Exploring these issues sheds important light on the attitude of the British state toward innovation and technological development from the 1850s through the 1920s.     

The 19th‐Century Akko 1 Shipwreck,Israel: hull‐construction report

The Akko 1 shipwreck was found in 4 m of water inside the ancient harbour of Akko, Israel, and was fully recorded under water. Several hull‐components were retrieved and documented on land, as well as all the finds. The results of the archaeological research and the study of the historical background suggest that the Akko 1 shipwreck is the remains of an eastern Mediterranean naval auxiliary brig, built at the end of the first quarter of the 19th century, and sailing under the Egyptian flag. The ship was apparently wrecked during the 1840 naval bombardment of Akko. © 2012 The Authors     

An enduring influence on imperial defence and grand strategy: British perceptions of the Italian Navy, 1935–1943

The Mediterranean was a vital artery of the British Empire. It was a strategic corridor, linking Britain to its Middle and Far East possessions and precious resources. Its control was a central tenet of British imperial strategy, yet by the mid-1930s, this faced a new challenge from Fascist Italy. The Italian Navy was central to expansionist aspirations and forced British reappraisals of the allocation of defence resources both in the Mediterranean and elsewhere. It therefore came to exert a generally under-appreciated influence on pre-war British imperial defence policy and war planning. Although consistently viewed as vastly inferior to the Royal Navy, it was still seen as an impediment to Britain's ability to deliver imperial defence across the globe, or conduct a worldwide war against multiple enemies. This view persisted even after important defeats were inflicted on it in 1940–1941, and continued right through to 1943. Awareness of the seriousness with which the British viewed Italian naval strength adds important context to debates about British strategy in the Far East and over Winston Churchill's preference for a ‘Mediterranean first’ strategy. Italian naval power played a greater role in shaping the Allied prosecution of the Second World War than is commonly accepted.     

长江巢湖段岸线资源评价与港口发展研究

本文首先运用遥感与GIS技术,选取岸线前沿水深、岸线稳定性、岸前航道水域宽度和后方陆域场地宽度4项指标对安徽巢湖沿江岸线资源进行了综合评价,评价结果表明安徽长江巢湖段一、二级岸线比例高,适合建港和发展工业、仓储的岸线资源丰富、发展潜力大;其次在GIS平台上摸清了岸线资源的利用情况,确定了各级岸线资源的空间分布与功能划分。在此研究基础上,提出巢湖沿江港口建设的总体功能定位与空间布局。最后给出了长江巢湖段岸线开发与港口发展的对策与建议。     

Problematizing silences in intangible heritage: unsettling historical records of women in protests

Abstract

This paper addresses questions of women’s visibility in constructed histories, as well as levels of recognition concerning their participation in politics through historical narratives. In particular, historical narratives representing women in protest in the context of waterfront heritage zones associated with the shipbuilding industry are examined, based on examples of two public art projects: Strong Women of the Clydeside: Protests and Suffragettes from Govan’s Hidden Histories led by the artist t s Beall in the Govan area of Glasgow, Scotland and Shipyard is a Woman by Arteria Association and Metropolitanka in Gdansk, Poland.     

New insights regarding the Akko 1 shipwreck: a metallurgic and petrographic investigation of the cannonballs

The Akko 1 shipwreck constitutes the remains of a small Mediterranean naval vessel, discovered in Akko harbour, Israel, and excavated over three seasons between 2006 and 2008. Among the finds at the shipwreck site were eleven cannonballs. Two of them, a 9-pdr and a 24-pdr, were retrieved and studied using metallurgical and petrographic methods. The examination of the cast-iron was performed with optical microscopy, SEM–EDS, XRF and microhardness tests. The remains of the casting sand from within the voids in both cannonballs were studied by petrography. Combined with the archaeological evidence and the historical background, the metallurgical and petrographic testing may suggest that Akko 1 was a warship or an auxiliary naval vessel of similar size to, or slightly smaller than, sixth rate, and was in Akko harbour circa 1840.     

Ria de Aveiro A: a shipwreck from Portugal dating to the mid-15th century; a preliminary report

The remains of a coasting vessel were found in a lagoon close to the coast. Four radiocarbon determinations provided a date in the mid-15th century and it has been the subject of several seasons of excavation of CNANS. The excavation strategy is described, as are its surviving constructional details which are analysed with reference to early sources for Portuguese naval architecture. This coaster has constructional features found in ocean-going ships of the Iberian-Atlantic tradition. Its cargo of pottery is one of the most extensive and closely dated from the Age of Discovery and includes 18 forms.     

British Battleship Design 1840–1904

Abstract

The growth in size of battleships during the latter half of the nineteenth century was unsteady and this is often portrayed as due to the irrational whims of admirals and naval architects. With few exceptions, this growth and the changes of style were the result of technical developments in metallurgy, propellants for guns, machinery and of the laws of naval architecture. Better materials, used more efficiently with a more informed selection of dimension enabled the naval architect to produce a hull which was lighter, and hence could carry more than its predecessors. Their interdisciplinary interplay is here discussed. The naval architect was one of the first professional engineers to embrace all disciplines and to see his task as primarily one of putting together the work of other engineers while still advancing in his own specialization. The development of the naval architect was achieved by a ruthless and competitive examination system in academic subjects, combined with intensive practical work.     

Waterfront regeneration in the Netherlands: The gases of Rotterdam and Maastricht

The regeneration of obsolescent urban waterfront areas has proved to be a recent focus of urban policy throughout Europe. Despite an apparent convergence in the practice of waterfront regeneration within European cities, such practice in the Netherlands has evolved in a distinctive manner. The latest manifestation of a policy response has been the designation of ‘key projects’, for which waterfront areas in Rotterdam and Maastricht have been selected. The resulting proposals for integrated, mixed‐use development schemes would appear to present a relatively sophisticated response to the problem of declining waterfront areas.     

Joseph Levenson and the possibility for a dialogic history

In contrast to the criticism that his work represents a Euro-centric view of China, we argue that Joseph Levenson’s understanding of China involves a third dimension – Judaism – at the level of his historical perspective and methodology. Built on in-depth analysis of Levenson’s work, in particular his Confucian China and Its Modern Fate, as well as his unfinished yet profound writings on Judaism and Jewish history, we find that his understanding of Jewish tradition plays a crucial role in his analysis of the history of modern China. We argue that what Levenson practiced was a historical methodology that we name “dialogic history.” We believe that dialogic history provides us a potential answer to the question of how we can understand another culture without being imperialists, essentialists, or Orientalists. Dialogic history is also history in action because when this kind of dialogue is conducted, a new space can be created in which history is no longer a one-sided monologue.     

For the Benefit of All Men: Oceanography and Franco-American Scientific Diplomacy in the Cold War, 1958–1970**

In the 1960s, the growing strategic importance of ocean exploration led the French government to develop greater capacity in marine scientific research, aiming to promote cooperative and diplomatic relations with the leading states in ocean exploration. Devised during Charles de Gaulle's government (1958–1969), the restructuring of French oceanography culminated, in 1967, in the establishment of the state-led Centre National pour l'Exploitation des Océans (CNEXO). Beyond being intended to control the orientation of marine research at a national level, the CNEXO's mission was to use scientific diplomacy to balance a desire for enhancing international cooperative relations in oceanography with French ambitions to equal the USA's leading capacity to explore the oceans. Its director, the naval officer Yves la Prairie, played a crucial role in articulating scientific, national, and diplomatic interests for France in the oceans.     

Patterns of the Future? British Mediterranean Strategy and the Choice Between Alexandria and Cyprus 1935–8

During the 1935–6 Abyssinian Crisis, the value of Malta as a British naval base came into question, as the island was vulnerable to Italian air attack. The British then examined the possibility of developing the Cypriot port of Famagusta as a naval base. However, by 1938 the project was rejected on the grounds of cost, while the 1936 Anglo-Egyptian Treaty gave London a more acceptable alternative, namely Alexandria, with its excellent port next to the Suez Canal. The examination of Cyprus’ possible role as a naval and air base and the evident strategic interrelation of the British positions in Egypt and in Cyprus in 1935–8 were indicative of future, post-war developments in British military thinking and strategic priorities.     

Historic storms and shipwrecks in Ireland: a preliminary survey of severe synoptic conditions as a causal factor in underwater archaeology

A number of authors have dealt with the historical reconstruction of synoptic conditions from shipping records during isolated incidents, notably naval events. The paper presents a broad survey of Irish shipwrecks that correlate with historic storms in an attempt to quantify the extent of these incidents, and relate the weather observations of the distressed vessels to those at meteorological stations, as well as those put forward by meteorologists reconstructing past conditions.     

From convicts to colonists: the health of prisoners and the voyage to Australia, 1823-53

From 1815, naval surgeons accompanied all convict voyages from Britain and Ireland to the Australian colonies. As their authority grew, naval surgeons on convict ships increasingly used their medical observations about the health of convicts to make pointed and sustained criticisms of British penal reforms. Beyond their authority at sea, surgeons' journals and correspondence brought debates about penal reform in Britain into direct conversation with debates about colonial transportation. In the 1830s, naval surgeons' claims brought them into conflict with their medical colleagues on land, as well as with the colonial governor, George Arthur. As the surgeons continued their attempts to combat scurvy, their rhetoric changed. By the late 1840s, as convicts' bodies betrayed the disturbing effects of separate confinement as they boarded the convict ships, surgeons could argue convincingly that the voyage itself was a space that could medically, physically and spiritually reform convicts. By the mid-1840s, surgeons took the role of key arbiters of convicts' potential contribution to the Australian colonies.     

The Earliest Naval Ram

Analyses of the Kuyunjik (Kouyunjik) relief and other data suggest Phoenicia probably did not build ships with rams before the Battle of Salamis. A review of Greek literature, iconography, and archaeology suggests the naval ram may have been a Greek invention, appearing at the earliest in the 6th century BC and possibly as late as the 5th century. Its evolution may have led to a shift from laced to pegged mortise-and-tenon joinery in Greek shipbuilding as well as the development of the wineglass-shaped hull and heavier framing. It may also have influenced the development of large-scale bronze-casting in Greece.
© 2008 The Author