With the rise of post-colonialism during the latter part of the twentieth century, more focus has been given to non-western perspectives (the so-called nativist turn). In the case of Indian Ocean trade during the early first millennium CE, the view that ‘Roman’ merchants and sailors were the near-exclusive movers of goods, who were also (indirectly) responsible for commercial developments within South Asia, has largely fallen into abeyance. Rightly, the agency of those in South Asia has been acknowledged. The present article goes beyond this basic premise and considers how we can assess evidence demonstrating the role played by sailors and merchants from South Asia. In particular, it is suggested these merchants and sailors played an important role in connecting the Arabian Sea and Bay of Bengal regions.

This paper provides a broad overview of spatial, architectural, and sensory relationships between rats and humans on British and American vessels from approximately the 1850s–1950s. Taking rats as my primary historical actors, I show how humans attempted to prevent the movement of these animals between ports across three periods. Firstly, the mid- to- late-nineteenth century, where few attempts were made to prevent rats from boarding ships, and where a multiplicity of human/rat relationships can be located. Secondly, the 1890s–1920s, in which port authorities erected anti-rat borders to lock these animals on land or at sea. Finally, the 1920s–50s, where ships were reconstructed to eliminate all possibilities of rodent inhabitation and to interrupt their transit between ports. Ship rats, I argue, not only demonstrate the fragility of historical rodent-control efforts, but also encourage oceanic historians to consider how animals have negotiated and shaped boundaries between spheres of land and sea.

Since the World Health Organization’s (WHO’s) pandemic declaration on March 11, 2020, coronavirus disease 2019 (COVID-19) outbreaks have occurred on numerous maritime vessels and the containment measures, travel restrictions, and border closures continue to make it increasingly difficult for ship operators world-wide to be granted pratique, conduct trade, and conduct crew changes.

Knowledge of Severe Acute Respiratory Syndrome Coronavirus-2 (SARS-CoV-2) circulating on-board a ship prior to its arrival has significant implications for the protection of shore-based maritime workers (ie, pilots, stevedores, and surveyors), the broader community, and trade. A useful approach is a graded assessment of the public health risk. The Western Australia (WA) experience and associated observed pitfalls in implementing the prediction equation for the potential presence of SARS-CoV-2 on-board based on five COVID-19 outbreaks on commercial and cruise vessels during 2020 is described.

Despite best efforts, the qualitative and quantitative predictors of SARS-CoV-2 circulating on-board commercial vessels are failing to deliver the required certainty, and to date, the only accepted method of ascertaining the presence of SARS-CoV-2 remains the real-time reverse transcription polymerase chain reaction (rRT-PCR) testing reported by an accredited laboratory.

Based on legal or regulatory requirements, germane processes, underpinned by robust and auditable processes and procedures, must be put in place to inform the risk assessment of SARS-CoV-2 circulating on-board vessels.

The Scandinavian landscape is littered with postglacial outcrops, many of which carry engraved motifs. Although drawings of ships are most often discussed, this paper focuses on representations of feet. In Northern Europe ship motifs are often associated with cosmologies based on the movement of the sun. This paper investigates whether drawings of feet could have been associated with the same worldview. A number of interpretations are offered of the images at two sites in different parts of Sweden: Järrestad 13:1 and Boglösa 138:1.

This article considers the bodily experience of being at sea in the age of sail. Using shipboard diaries written by eight passengers during the high period of free migration to the Australasian colonies, it argues that oceanic journeys disrupted and upended the land-based bodily practices being fashioned in nineteenth-century Britain. At sea, these mechanisms of bodily comportment were rendered fragile and unstable, leaving middle- and working-class bodies alike vulnerable and open to refashioning and reformation. In so doing, it points to the need for scholars to bring together land- and sea-based histories and to historicize and particularize oceanic spaces.

This paper was conceived as a keynote lecture for the Medieval Europe Research Congress (MERC) 2012 in Helsinki. The author himself has gone a long way from the more or less exclusively ship-functionalist perspective he presented at the first conference of this kind, Medieval Europe in 1992 in York. The intention here is to inspire other maritime archaeologists who may be stuck in studying ship technologies to apply their knowledge in contextual and cross-disciplinary approaches to ships, landscapes, and the human mind of the Middle Ages. A few examples of possible ways are discussed, albeit admittedly incompletely. These include a number of examples from the author's own research, which were strongly under the influence of a functionalist and techno-practical perspective in the 1990s.

Scandinavian rock art may in general be regarded as idealized depictions of a social world, not a direct description of concrete social matters. Even so, rock art does convey important social information that calls for more thorough comment. This study concerns almost 1700 ship depictions from western Sweden that include human representations. The average ship is depicted with a crew of six to thirteen individuals and these craft may have represented prevailing ideals about the crewing of ships. The large ship images with numerous crews in clearly defined positions may be depictions of war canoes, staged for special maritime events. The study shows that the visual proportions of the rock-art ships are similar to those of the prehistoric war canoe from Hjortspring, Denmark. It is argued that the praxis of pecking ships into the rocks could have served to manifest the agency of the maritime social world and, to some extent, to make this ideology more dominant.

Ships — Immunities of — Brussels Convention of 1926.

States — Jurisdictional Immunities of — Immunity from Execution — State-owned Ship Engaged in Commerce — The Brussels Convention of 1926

Ships — Territoriality of — Deportation of Deserting Seamen.

Occupation of Enemy Territory — Miscellaneous — Deportation to Territory Under Enemy Occupation — Deportation to the Jurisdiction of Exiled Government.

Aliens — Deportation of — Deportation to Country under Enemy Occupation — Deportation to the Jurisdiction or the Lawful Government — Deportation of Greek Subject to England as Residence of the Greek Government in Exile — Deportation of Deserting Seaman to Ship from which he Deserted — Ships as Part of State Territory.