On 25 September 1911 the battleship Liberté exploded in
Toulon harbour. This tragedy is just one of the many disasters that the French
fleet suffered at the end of the nineteenth and the beginning of the twentieth
centuries and also represents the peak of these calamities, since it is
undoubtedly the most deadly suffered by a French Navy ship in peacetime. The aim
of this article is to study how the navy managed this disaster and the resulting
deaths of service personnel, which were all the more traumatic because the
incident happened in France’s main military port and in circumstances
that do not match the traditional forms of death at sea.
much attention when police force was used against protestors to
permit Shell’s entry onto private property at Pollatomais, despite the company not
having permission from the landowner or the appropriate permissions to conduct work at that site. In 2008 and 2009, both the police and navy were deployed
to prevent efforts by local fishermen to obstruct offshore pipe-laying efforts in
Backed by the state, Shell continued with the development of the Corrib gas
terminal and in 2008 the company hired the Solitaire, one of the world’s largest pipe
Techniques and technologies
to his own sailing experience and is not an ethnography of Western navigation
(1970: 144, 232). Likewise, Thomas Widlok compares his own use of a GPS to
the orientation skills of the Hai||om whom he worked with in Namibia (1997).
Hutchins’ Cognition in the Wild is an ethnography of navigation practices, but only
on board large US Navy ships. Much more actual ethnography of Western navigators is needed to make proper comparisons or analysis.
The navigation practices Hutchins observed being used by a US Navy
declared bankruptcy in 1799,
formal colonial rule of Dutch Asian possessions became a matter of government
administration. Expansion halted. England, initially a minor naval power, also
produced an oceanic state from the most extreme margin of the Eurasian land
mass. When the British government separated the functions of the British navy
from commercial interests, it removed fiscal and organisational responsibility
from commercial operations, enhancing the profitability of the latter and the
viability of the former. Even with modifications
Albanians. These are the
same Albanians who build houses for Greeks, in Greece, a country where
the majority of construction workers are Albanian. In this book, roads
and migrants’ houses built in their home country emerge as different
parts of the same process. In fact, there is the paradox of an alienating
cross-border highway that is being dealienated within the affective and
familiar sphere of the home.
The long post-cold war period
This book starts with the story of a boat full of Albanian migrants that
sank after its collision with a vessel of the Italian Navy which
. However, there always seems to be a close and understanding relationship between them and, as opposites, they appear to complement each other.
Linda’s story: 1978
Linda was born in 1944; she was one of twelve children. By 1960, at the age of 16, she had married. Her family had always struggled to get by – even in years of so-called affluence in the 1950s. … At weekends, as soon as she was 14, Linda took casual employment at the holiday camps in Leysdown on Saturdays and Sundays. … [This was when] she met Jim, who was in the Merchant Navy and was some
impressionable young boys progressed in their education, maintained good
health, and did not succumb to the temptations of city life. The home’s
motto was ‘prevention is better than cure’.72 Thomas Spunner, former
secretary of the Protestant Orphan Refuge Society, previously known
as the Charitable Protestant Orphan Union, was superintendent of the
Working Boys’ Home from 1879 to 1896.
Industrial school ships
The Hibernian Marine Society was co-founded by the Lord Mayor, the
Archbishop of Dublin in 1774. It was aimed at the orphans of seafarers in the Merchant and Royal Navy
– “we all of us have this skill, we all fish.” The family had collectively fished for years off Zib and the Israeli coastal town of Nahariya. “The waters from Nahariya up to the border with Lebanon were empty for many years. Few Jews fished then” – wryly adding that they had come to Palestine to build a state, not to fish. Those who went back took risks, but were richly rewarded.
In 1958, during one of these illicit fishing trips, Mahmoud's father was arrested by the Israeli navy for “crossing regional borders” and sentenced to two months in Atlit
Theorizing the fluid national and urban regimes of forced migration in
illegal, collaborations between state and non-state actors to facilitate movement of forced migrants out of the national territory. The section identifies two ways state authorities have accomplished these pushes: collusion with human smugglers to deflect boats or funnel passengers through shadow migration routes, and devolution of management to humanitarian actors working to resettle refugees to other countries.
In 2009, news stories exposed the Thai Navy's “push back” policy of towing intercepted boats of smuggled Rohingya migrants back out to sea
the Ottomans had quelled Ali
Pasha in Yannina and had sent abundant forces to the south. Thus, in January 1824
the Sultan took ‘a bold but desperate step’ 71 and summoned the semi-independent Muhammad Ali
Pasha, the governor of Egypt, to subdue the Greeks. He agreed to send his son,
Ibrahim Pasha, as head of an army and navy. The move, though successful militarily,
was to prove a grave mistake.
In the same month (January 1824), Russia took the