The long, salty arm of the law: Colonial Connecticut's litigated maritime economy and the origins of modern contracts

This article examines maritime trade litigation tied to a typical New England jurisdiction – New London County, Connecticut – to reveal two important eighteenth-century trends. First, decision-makers prioritized honouring contract promises – a critical shift from earlier Puritan ideals that privileged fairness in agreements. This transition was essential to developing what became the will theory of contract, in which promise and performance replaced equity as the measures of valid agreements. This shift appeared in Connecticut nearly a century before scholars have suggested it did in the United States. The second trend involves litigants’ choice of court. Despite the availability of several tribunals for pursuing maritime-based legal actions, parties regularly chose the county court to resolve their issues. In an expanding and increasingly impersonal Atlantic marketplace, parties preferred the flexible and familiar proceedings of the local court because judges and jurors treated mariners as if they carried Connecticut's legal protections with them on their distant travels.

Das Rom der Frührenaissance in den Imbreviaturen des Notars Angelo degli Atti da Todi 1423–1432

This essay analyses the previously unexplored protocol of the notary Angelo degli Atti da Todi, which contains 141 new sources on the history of Rome – City and Curia – during the pontificate of Martin V and the early pontificate of Eugenius IV. After an overview of notarial research on early Renaissance Rome, it presents Angelo degli Atti’s career and cultural profile, based partly on his will, found in a legal dispute over inheritance with the Florentine Alberti family. Possibilities for analysing the protocol are then discussed. For the first time, this protocol provides insights into the jurisdiction of the Camera Apostolica in the period mentioned and expands our knowledge of the actors and transactions of the Papal Finance at the Curia of Martin V, especially as regards the Florentine merchant bankers, and above all the Alberti and Boscoli. The protocol also contains a wide range of sources on the history of Rome, including its art history and the maritime economy in which the city was involved. The entire protocol is made accessible by regesta including an index of persons and places.

German’s Maritime Economy Sector: Before and In Time the Pandemic

As an industrially developed economy with a large export share, Germany is inconceivable without reliable and comprehensively developed maritime and inland shipping. Shipbuilding, waterway infrastructure, ports and logistics, marine technology, research and development, energy production and consumption, high-tech services form the framework of the «maritime economy» are interconnected and ensure uninterrupted transportation of goods, goods and people. The paper analyzes the national economic significance of the maritime industry in the modern German economy. It is emphasized that in addition to performing the transport function itself, this industry provides the launch of important multiplier effects on the economy as a whole. All those issues are considered with the challenges of climate policy. In this regard, we consider that the innovative role of German shipbuilding will increase, despite the decline in economic activity during the pandemic. We hypothesize that industry is facing an uncertain future, simultaneously, it should be emphasized that after the pandemic, the federal government is sending a clear signal to the industry community – the shipbuilding industry and the merchant marine are the drivers of the industry and part of environmental change, where a lot depends on new investments in training, expanding digitalization, application new types of fuels. This may be the result of more flexibility when placing orders for various types of vessels, reducing bureaucracy in the implementation of infrastructure water projects.

Concepts for reconstruction of the maritime economy of the polish underground state...in the years 1940–1944

The regaining of the country’s independence, and then its revival after the war damages, including itseconomic infrastructure – these were the tasks set by the Polish government in exile, first in Paris and thenin London. The maritime economy was to play an important role here. The Polish government was fullyaware of the enormous economic and strategic benefits resulting from the fact that it had a coast, withthe port of Gdynia before the war. It was assumed that both in Gdynia and in the ports that were to belongto Poland after the war: Szczecin, Kołobrzeg, Gdańsk, Elbląg, Królewiec, the economic structure was to betransformed, and they were to become the supply points for Central and Eastern Europe. Work on thereconstruction of the post-war maritime economy was mainly carried out by the Ministry of Industry, Tradeand Shipping. In London, in 1942–1943, a number of government projects were set up to rebuild the entiremaritime infrastructure. All projects undertaken in exile were related to activities carried out by individualunderground divisions of the Polish Underground State domestically, i.e. the “Alfa” Naval Department of theHome Army Headquarters, the Maritime Department of the Military Bureau of Industry and Trade of the Headof the Military Bureau of the Home Army Headquarters and the Maritime Department of the Departmentof Industry Trade and Trade Delegation of the Government of the Republic of Poland in Poland. The abovementionedorganizational units also prepared plans for the reconstruction of the maritime economy, and theprojects developed in London were sent to the country. They collaborated here and a platform for mutualunderstanding was found.

Italian Maritime Economy and the EU Green Deal

The article examines the problem of transformation of the Italian maritime economy (in terms of transport and logistics infrastructure) in the context of the European Green Deal. The increased role of the Mediterranean in international maritime trade makes Italy explore ways of improving the competitiveness of its ports infrastructure and logistics to avoid lagging behind rapidly developing competitors in Greece, Spain, Turkey and the countries of North Africa. At the same time, Italy continues to position itself as a middle power, whose dominance in the Mediterranean is a natural result of its geographic position and national priorities. Currently traditional competition is aggravated by the negative consequences of the COVID-19 pandemic for the world maritime economy. Rome expects that the EU's Green Deal and the EU Next Generation Plan will help Italy solve three problems: 1) to increase its own competitiveness in the transport and logistics system of the Mediterranean; 2) to stimulate the development of the South of the country; 3) to become a protagonist of the new EU normative power and leadership in the green transformation in the Mediterranean. The author concludes that the main goal of Italy is to restore its role as a middle power and the leader of the Mediterranean, and to increase its own status within the EU.

CAPITANAS Y PATRONAS. MUJERES EN LA ACTIVIDAD CORSARIA DE MALLORCA EN EL SIGLO XVII

ABSTRACT This paper belongs to the current lines of research on women in the pre-industrial maritime economy. It offers a study case focused on “captaines” and “shipmistresses” during the rise of corsair activity in Majorca between 1635-80. We remark the role of these women representing their husbands while they were absent. Some of them did an outstanding job assuming agency when the situation demanded to go further than what the deputyship established. We also state “captaines” and “shipmistresses” had greater prominence in four areas of a corsair business, in which family was essential.

Industry in seaports in Poland

The study aims to classify port cities in Poland in terms of the development of their industrial functions and those in their immediate surroundings. Industrial plants currently operating in the vicinity of seaports were identified in the area where the port and its industrial districts have developed. Data on the volume of transhipments in individual ports, the number of manufacturing entities in gminas, including ports themselves, and on employment in industry in powiats where seaports are located, were used. The research includes both the industry directly related to the maritime economy, including shipbuilding and fish processing, as well as industrial enterprises located there for economic reasons following classical location theories. Seaports in Poland, due to the level of industrial development, can be divided into four groups: with a developed and diverse industry (Gdańsk and Szczecin), with one sector dominating (Gdynia, Police, Elbląg), with a small shipbuilding industry and factories operating for the needs of fisheries (Świnoujście, Kołobrzeg, Władysławowo, Ustka, Łeba), without any developed industry (others).

Dhows in Doldrums: a Spotlight on an Informal Segment of Pakistan’s Maritime Economy

This paper elaborates upon the challenges faced by Dhow making industry in Pakistan, where dhows have always served as the traditional means of cargo transportation. Dhows have also been useful in trade especially with secondary ports and war -torn countries of the Middle East and Africa. The decreasing trend in trade through dhows is affecting not only the maritime economy but also may lead to the extinction of traditional and customary knowledge of dhow making industry. Pakistan needs to ensure that policy gaps are filled to address the concerns of all stakeholders and steps may be taken to identify it as a formal industry in the maritime economy. Moreover, training and capacity building programs will also play an eminent role in generating relevant workforce for boosting the growth of the boat making industry. Active efforts are needed for Public Private Partnership and incentivizing dhow trade also with the assurance of the availability of required raw materials that would help in the revival of the industry. The utilization of modern technology, adequate facilities such as revision of port charges and availability of basic infrastructure are recommended to excel the growth of this vital segment of maritime economy.

Internationalisierungsfaktor maritime Wirtschaft? Reedereien, Handelsgesellschaften und Werften der Thyssen-Bornemisza-Gruppe 1906/26 bis 1971

The article refers to recent research on multinational companies, which assumes a special importance of companies in the maritime economy (trade, shipyards, shipping companies) in globalisation processes. It examines the Thyssen-Bornemisza group, which emerged in 1926 from the August Thyssen group, and shows how its internationalization, which was already envisaged at the beginning of the 1920s, was implemented under the adverse conditions of the first half of the 20th century. It further analyses the role of the maritime economy’s companies within this process, and to what extent the group’s strategic objectives changed as a result. While it was still a production-oriented business group in the 1920s, it had become a global portfolio group by the early 1970s. In particular, the companies in the maritime trade sector and their market knowledge proved to be the driving force and starting point for these developments.