清代（1644-1840）中日两国贸易管理之比较

清朝政府通过设立海关和任命海关官员、征收关税、加强对贸易商船的管理来进行对日贸易管理,有一整套管理制度。而日本政府则没有形成系统的管理制度。但管理方法切实可行。两国政府从统治的立场出发,采取种种措施,限制两国贸易的进行,有较严格的封闭性;在具体的管理方法上,各有特点,两国的管理措施都是严密有效的。     

Iron knees in wooden vessels—an attempt at a typology

Knees were brackets in the structure of a wooden ship. They were introduced in the second half of the 18th century and were in common use for naval and merchant ships in the 19th century. They were fashioned in various designs. A typology of these is proposed based on archaeological and documentary evidence. Iron knees could used to assist the dating of unidentified shipwrecks.     

Loose‐footed Sails of the Egyptian New Kingdom Ships

The relief from the temple of Ramesses III (1184–1153 BC) in Medinet Habu is often considered to be the most ancient representation of a brailed sail. According to many researchers, the loose‐footed sail and the system of brails were invented in the ancient countries of the Syro‐Canaanite coast and were later adopted by the Ancient Egyptians. However, iconographic material from Ancient Egypt testifies to the indigenous origin of a loose‐footed sail. The article presents an unknown relief from the Amarna period (1352–1336 BC) that further supports this hypothesis.     

Historical Ship Graffiti on the Walls of San Juan's Spanish Defence System: an Interim Report

This project intends to document graffiti identified on the walls of the defence system of San Juan, Puerto Rico, in a collaborative effort between the author and the National Park Service. The initial proposal envisaged a maximum of 8 or 9 ship drawings previously identified by the Park's personnel. Fieldwork has hugely expanded that number—so far over 400. Preliminary evaluation of the ship-types identified suggests the presence of a visual representation of ship-type evolution, at least from the 18th to the first half of the 20th centuries.
© 2006 The Author     

Les corridors maritimes stratégiques dans l'Arctique canadien : un programme adapté au tourisme marin ?

The melting of summer sea ice in the Canadian Arctic allows for better accessibility and therefore increased development of marine tourism. This paper highlights a significant increase in cruise ships and pleasure craft in the Canadian Arctic Archipelago since the 1990s, especially in the strategic areas of the Lancaster Sound and southeast of Baffin Island. Based on spatial analysis, cruise ships and pleasure craft were mostly sailing inside the primary corridors and outside the secondary corridors; this is particularly obvious for the fourth secondary corridor of the western Arctic. Moreover, marine tourism activity related to cruise ships or pleasure craft occurred within a distance of 15 nautical miles and beyond the outer limit of a corridor, whether primary or secondary. The Northern Marine Transportation Corridors Initiative is an important tool to manage marine traffic in the Canadian Arctic and we need to continue to encourage its development through a multipartite approach and taking traditional Inuit knowledge into account.     

Slave Ships and Maritime Archaeology: An Overview

This contribution collates information about wrecked slaving vessels discovered or sought by maritime archaeologists since 1972. To date, only a handful of firmly identified, active slave ships have been subject to excavation, but additional work has been carried out on wrecks of former slaver ships and possible slavers. The impending 200th anniversaries of the abolition of the British and US slave trades (2007 and 2008, respectively) appear to have stimulated a new wave of interest in slaver wrecks, and these new initiatives are also discussed.     

The relational turn in island geographies: bringing together island,sea and ship relations and the case of the Landship

Island studies are a growing field of research. A relational turn has recently taken place in island studies alongside relational turns in associated fields of research, including oceanic and ship geographies (although not always in conversation with them). While all three now challenge the landlocked nature of geography and related disciplines, this paper suggests that islands, oceans and ships should not always be reductively conceptualized in isolation, because they are often bound together through complex and shifting relations and assemblages. After reviewing debates and conceptual gaps in the critical island, sea and ship literatures, the paper makes this argument by reference to an island dance performance and social institution that is not wholly of the island, the ship or sea, called the Barbados’ Landship.     

Between crime and colony: interrogating (im)mobilities aboard the convict ship

Recent literature in carceral geography has attended to the importance of mobilities in interrogating the experience and control of spaces of imprisonment, detention and confinement. Scholars have explored the paradoxical nature of incarcerated experience as individuals oscillate between moments of fixity and motion as they are transported to/from carceral environments. This paper draws upon the convict ship – an example yet to gain attention within these emerging discussions – which is both an exemplar of this paradox and a lens through which to complicate understandings of carceral (im)mobilities. The ship is a space of macro-movement from point A to B, whilst simultaneously a site of apparent confinement for those aboard who are unable to move beyond its physical parameters. Yet, we contend that all manner of mobilities permeate the internal space of the ship. Accordingly, we challenge the binary thinking that separates moments of fixity from motion and explore the constituent parts that shape movement. In paying attention to movements in motion on the ship, we argue that studies of carceral mobility must attend to both methods of moving in the space between points A and B; as micro, embodied and intimate (im)mobilities are also played out within large-scale regimes of movement.     

The Bronze Age Ferriby Boats: Seagoing Ships or Estuary Ferry Boats?

Two different reconstructions of these boats have been published. They have very different capabilities, affecting our understanding of the extensive seafaring in NW Europe during the 3rd and 2nd millennia. Whether it was more likely to have been by planked timber ships, rather than by smaller and more fragile hide boats, should if possible be resolved. One reconstruction of Ferriby could have been seagoing, the other not. This article records the origins of the two reconstructions and the different evidence upon which they are based, and calls for clarification of the reasons for doubting the evidence for the rockered and deeper-hulled reconstruction published by Wright in 1990 .
© 2005 The Nautical Archaeology Society