Les navires vikings : conception géométrique et architecture traditionnelle au Moyen Âge scandinave.

Selon l’image reçue des Vikings, ce peuple incarne l'esprit d’une immense solidarité primitive ayant su résister rudement au joug du christianisme et à la domination du Latin en Europe occidentale. Cette image n’est pas sans ses contradictions et, s’il est vrai que l’écriture était encore inconnue en Scandinavie durant les premiers siècles de l’expansion viking, on sait maintenant que le commerce et la colonisation, autant que les célèbres raids, motivèrent l’irruption des peuples scandinaves sur la scène médiévale. Quant aux navires de ces marchands, colonisateurs, pêcheurs et guerriers, ils apparaissent, un peu à l’image des Vikings eux-mêmes, sur le grand tableau de l’histoire nautique sous l’enseigne d’une originalité et d’une technicité sans parallèle. Comment les Vikings construisaient-ils leurs navires, en leur donnant une symétrie, un équilibre et une finesse si achevés? Les premiers ethnologues qui se sont intéressés à cette question ont privilégié les idées issues d'une tradition acquise par des générations de constructeurs, et d'astuces simples pour équilibrer tribord et bâbord. Puis, ils se sont rapidement tournés vers les techniques inhérentes à la construction à clin : utilisation de planches fendues et non sciées et de rivets abondants témoignant d’une sidérurgie acquise depuis peu. Le problème que présentent ces navires, est que leur construction artisanale demeure conforme à l’image reçue des Vikings, mais que leur conception architecturale, réalisée selon des connaissances théoriques très exactes, brise la notion d’une Scandinavie médiévale illettrée et coupée des grands centres du savoir. Ce travail s’intéresse précisément à la conception architecturale des navires scandinaves du VIIIe au XIe siècle pour montrer comment ils s’insèrent dans un haut savoir européen dès leur apparition. Il explore ensuite les liens qui unissent ce savoir théorique aux aspects véritablement originaux des navires vikings, en l’occurrence leur construction à clin et leur homogénéité sur une grande région à travers plus de cinq siècles. Au terme de cette recherche, l'analyse réalisée sur le maître-couple de trois épaves vikings, une épave antique et une épave scandinave pré-viking, a permis de mettre en évidence plusieurs indices de l'utilisation du système de conception géométrique apparaissant pour la première fois dans les traités d'architecture navale de la Renaissance, et ce, sur chacune de ces épaves. Les résultats obtenus démontrent qu'il est possible d'employer un système transversal de conception pour des navires vraisemblablement construits bordé premier et assemblés à clin.

La culture matérielle de l’Auguste (1761) et le rapatriement de l’élite coloniale au sein de l’État moderne.

Ce mémoire porte sur l’étude de la culture matérielle de l’Auguste, un navire de cartel ayant fait naufrage en 1761 au nord-est de l’île du Cap-Breton, en Nouvelle-Écosse. La date de 1759 marque la conquête de la Nouvelle-France par l’Angleterre. La France perd donc un important territoire. À la suite de la capitulation de Montréal en 1760, un Régime militaire temporaire anglais est mis en place et entraîne le départ de plusieurs membres des classes dirigeantes de la colonie vers la France. Leur rapatriement est effectué au moyen de navires de cartel, c’est-à-dire des vaisseaux voyageant sous drapeau blanc et transportant des « prisonniers », leur famille et leurs avoirs. L’Auguste, un navire marchand d’appartenance britannique, est réquisitionné à Québec comme navire de cartel à l’automne 1761. Un mois après son départ, le navire s’échoue dans la baie d’Aspy et fait naufrage en emportant à la mort la majorité des passagers. Plus de deux siècles après ces événements tragiques, un partenariat entre Parcs Canada et des plongeurs locaux a mené à la réalisation de deux campagnes de fouilles archéologiques à la fin des années 1970 mettant au jour une collection de plus de quatre mille artefacts. L’analyse de cette culture matérielle comprend notamment la mise en contexte de l’histoire et de la découverte du navire et un classement des artefacts selon des catégories fonctionnelles liées à l’archéologie maritime. Les différents niveaux analytiques mènent ultimement à l’intégration des données archéologiques dans la compréhension du rapatriement des élites au sein de l’État moderne et à l’établissement de liens intéressants entre les familles nanties de la colonie et certains artisans de Nouvelle-France. L’étude de l’Auguste a finalement permis de mettre en lumière la fonction de cartel du navire et d’établir et l’organisation maritime d’un voyage transatlantique pour le transport de passagers.

Development of Best Practices for Ship Recycling Processes

Ship recycling has been considered as the best means to dispose off an obsolete ship. The current state of art of technology combined with the demands of sustainable developments from the global maritime industrial sector has modified the status of erstwhile ‘ship breaking’ involving ship scrap business to a modern industry undertaking dismantling of ships and recycling/reusing the dismantled products in a supply chain of pre owned product market by following the principles of recycling. Industries will have to formulate a set of best practices and blend them with the engineering activities for producing better quality products, improving the productivity and for achieving improved performances related to sustainable development. Improved performance by industries in a sustainable development perspective is accomplished only by implementing the 4E principles, ie.,. ecofriendliness, engineering efficiency, energy conservation and ergonomics in their core operations. The present study has done a comprehensive investigation into various ship recycling operations for formulating a set of best practices.Being the ultimate life cycle stage of a ship, ship recycling activities incorporate certain commercial procedures well in advance to facilitate the objectives of dismantling and recycling/reusing of various parts of the vessel. Thorough knowledge regarding these background procedures in ship recycling is essential for examining and understanding the industrial business operations associated with it. As a first step, the practices followed in merchant shipping operations regarding the decision on decommissioning have been and made available in the thesis. Brief description about the positioning methods and important preparations for the most feasible ship recycling method ie.,. beach method have been provided as a part of the outline of the background information. Available sources of guidelines, codes and rules & regulations for ship recycling have been compiled and included in the discussion.Very brief summary of practices in major ship recycling destinations has been prepared and listed for providing an overview of the global ship recycling activities. The present status of ship recycling by treating it as a full fledged engineering industry has been brought out to establish the need for looking into the development of the best practices. Major engineering attributes of ship as a unique engineering product and the significant influencing factors on her life cycle stage operations have been studied and added to the information base on ship recycling. Role of ship recycling industry as an important player in global sustainable development efforts has been reviewed by analysing the benefits of ship recycling. A brief synopsis on the state of art of ship recycling in major international ship recycling centres has also been incorporated in the backdrop knowledgebase generation on ship recycling processes.Publications available in this field have been reviewed and classified into five subject categories viz., Infrastructure for recycling yards and methods of dismantling, Rules regarding ship recycling activities, Environmental and safety aspects of ship recycling, Role of naval architects and ship classification societies, Application of information technology and Demand forecasting. The inference from the literature survey have been summarised and recorded. Noticeable observations in the inference include need of creation of a comprehensive knowledgebase on ship recycling and its effective implementation in the industry and the insignificant involvement of naval architects and shipbuilding engineers in ship recycling industry. These two important inferences and the message conveyed by them have been addressed with due importance in the subsequent part of the present study.As a part of the study the importance of demand forecasting in ship recycling has been introduced and presented. A sample input for ship recycling data for implementation of computer based methods of demand forecasting has been presented in this section of the thesis.The interdisciplinary nature of engineering processes involved in ship recycling has been identified as one of the important features of this industry. The present study has identified more than a dozen major stake holders in ship recycling having their own interests and roles. It has also been observed that most of the ship recycling activities is carried out in South East Asian countries where the beach based ship recycling is done in yards without proper infrastructure support. A model of beach based ship recycling has been developed and the roles, responsibilities and the mutual interactions of the elements of the system have been documented as a part of the study Subsequently the need of a generation of a wide knowledgebase on ship recycling activities as pointed out by the literature survey has been addressed. The information base and source of expertise required to build a broad knowledgebase on ship recycling operations have been identified and tabulated. Eleven important ship recycling processes have been identified and a brief sketch of steps involved in these processes have been examined and addressed in detail. Based on these findings, a detailed sequential disassembly process plan of ship recycling has been prepared and charted. After having established the need of best practices in ship recycling initially, the present study here identifies development of a user friendly expert system for ship recycling process as one of the constituents of the proposed best practises. A user friendly expert system has been developed for beach based ship recycling processes and is named as Ship Recycling Recommender (SRR). Two important functions of SRR, first one for the ‘Administrators’, the stake holders at the helm of the ship recycling affairs and second one for the ‘Users’, the stake holders who execute the actual dismantling have been presented by highlighting the steps involved in the execution of the software. The important output generated, ie.,. recommended practices for ship dismantling processes and safe handling information on materials present onboard have been presented with the help of ship recycling reports generated by the expert system. A brief account of necessity of having a ship recycling work content estimation as part of the best practices has been presented in the study. This is supported by a detailed work estimation schedule for the same as one of the appendices.As mentioned earlier, a definite lack of involvement of naval architect has been observed in development of methodologies for improving the status of ship recycling industry. Present study has put forward a holistic approach to review the status of ship recycling not simply as end of life activity of all ‘time expired’ vessels, but as a focal point of integrating all life cycle activities. A new engineering design philosophy targeting sustainable development of marine industrial domain, named design for ship recycling has been identified, formulated and presented. A new model of ship life cycle has been proposed by adding few stages to the traditional life cycle after analysing their critical role in accomplishing clean and safe end of life and partial dismantling of ships. Two applications of design for ship recycling viz, recyclability of ships and her products and allotment of Green Safety Index for ships have been presented as a part of implementation of the philosophy in actual practice.

Marine Engineering Training in India -A Pedagogic Introspection

Indian marine engineers are renowned for employment globally due to their knowledge, skill and reliability. This praiseworthy status has been achieved mainly due to the systematic training imparted to marine engineering cadets. However, in an era of advancing technology, marine engineering training has to remain dynamic to imbibe latest technology as well as to meet the demands of the shipping industry. New subjects of studies have to be included in the curriculum in a timely manner taking into consideration the industry requirements and best practices in shipping. Technical competence of marine engineers also has to be subjected to changes depending upon the needs of the ever growing and over regulated shipping industry. Besides. certain soft skills are to be developed and improved amongst the marine engineers in order to alter or amend the personality traits leading to their career success.If timely corrective action is taken. Indian marine engineers can be in still greater demand for employment in global maritime field. In order to enhance the employability of our mmine engineers by improving their quality, a study of marine engineers in general and class IV marine engineers in particular was conducted based on three distinct surveys, viz., survey among senior marine engineers, survey among employers of marine engineers and survey of class IV marine engineers themselves.The surveys have been planned and questionnaires have been designed to focus the study of marine engineer officer class IV from the point of view of the three distinct groups of maritime personnels. As a result of this, the strength and weakness of class IV marine engineers are identified with regard to their performance on board ships, acquisition of necessary technical skills. employability and career success. The criteria of essential qualities of a marine engineer are classified as academic, technical, social, psychological. physical, mental, emergency responsive, communicative and leadership, and have been assessed for a practicing marine engineer by statistical analysis of data collected from surveys. These are assessed for class IV marine engineers from the point of view of senior marine engineers and employers separately. The Endings are delineated and graphically depicted in this thesis.Besides. six pertinent personality traits of a marine engineer viz. self esteem. learning style. decision making. motivation. team work and listening self inventory have been subjected to study and their correlation with career success have been established wherever possible. This is carried out to develop a theoretical framework to understand what leads a marine engineer to his career attainment. This enables the author to estimate the personality strengths and weaknesses of a serving marine engineer and eventually to deduce possible corrective measures or modifications in marine engineering training in India.Maritime training is largely based on International Conventions on Standard of Training. Certification and Watch keeping for Seafarers 1995. its associated Code and Merchant Shipping (STCW for Seafarers) Rules 1998. Further, Maritime Education, Training and Assessment (META) Manual was subjected to a critical scrutiny and relevant Endings of thc surveys arc superimposed on the existing rule requirement and curriculum. Views of senior marine engineers and executives of various shipping companies are taken into account before arriving at the revision of syllabus of marine engineering courses. Modifications in the pattern of workshop and sea service for graduate mechanical engineering trainees are recommended. Desirable age brackets of junior engineers and chief engineers. use of Training and Assessment Record book (TAR Book) during training etc. have also been evaluated.As a result of the pedagogic introspection of the existing system of marine engineering training in India. in this thesis, a revised pattern of workshop training of six months duration for graduate mechanical engineers. revised pattern of sea service training of one year duration and modified now diagram incorporating the above have been arrived at. Effects of various personality traits on career success have been established along with certain findings for improvement of desirable personality traits of marine engineers.

Finite Element Analysis of Warship Structures

Warships are generally sleek, slender with V shaped sections and block coefficient below 0.5, compared to fuller forms and higher values for commercial ships. They normally operate in the higher Froude number regime, and the hydrodynamic design is primarily aimed at achieving higher speeds with the minimum power. Therefore the structural design and analysis methods are different from those for commercial ships. Certain design guidelines have been given in documents like Naval Engineering Standards and one of the new developments in this regard is the introduction of classification society rules for the design of warships.The marine environment imposes subjective and objective uncertainties on ship structure. The uncertainties in loads, material properties etc.,. make reliable predictions of ship structural response a difficult task. Strength, stiffness and durability criteria for warship structures can be established by investigations on elastic analysis, ultimate strength analysis and reliability analysis. For analysis of complicated warship structures, special means and valid approximations are required.Preliminary structural design of a frigate size ship has been carried out . A finite element model of the hold model, representative of the complexities in the geometric configuration has been created using the finite element software NISA. Two other models representing the geometry to a limited extent also have been created —- one with two transverse frames and the attached plating alongwith the longitudinal members and the other representing the plating and longitudinal stiffeners between two transverse frames. Linear static analysis of the three models have been carried out and each one with three different boundary conditions. The structural responses have been checked for deflections and stresses against the permissible values. The structure has been found adequate in all the cases. The stresses and deflections predicted by the frame model are comparable with those of the hold model. But no such comparison has been realized for the interstiffener plating model with the other two models.Progressive collapse analyses of the models have been conducted for the three boundary conditions, considering geometric nonlinearity and then combined geometric and material nonlinearity for the hold and the frame models. von Mises — lllyushin yield criteria with elastic-perfectly plastic stress-strain curve has been chosen. ln each case, P-Delta curves have been generated and the ultimate load causing failure (ultimate load factor) has been identified as a multiple of the design load specified by NES.Reliability analysis of the hull module under combined geometric and material nonlinearities have been conducted. The Young's Modulus and the shell thickness have been chosen as the variables. Randomly generated values have been used in the analysis. First Order Second Moment has been used to predict the reliability index and thereafter, the probability of failure. The values have been compared against standard values published in literature.

Discrete Time Inventory Models with/without Positive Service Time

In everyday life different flows of customers to avail some service facility or other at some service station are experienced. In some of these situations, congestion of items arriving for service, because an item cannot be serviced Immediately on arrival, is unavoidable. A queuing system can be described as customers arriving for service, waiting for service if it is not immediate, and if having waited for service, leaving the system after being served. Examples Include shoppers waiting in front of checkout stands in a supermarket, Programs waiting to be processed by a digital computer, ships in the harbor Waiting to be unloaded, persons waiting at railway booking office etc. A queuing system is specified completely by the following characteristics: input or arrival pattern, service pattern, number of service channels, System capacity, queue discipline and number of service stages. The ultimate objective of solving queuing models is to determine the characteristics that measure the performance of the system

“Seaweed exudates and settlement behaviour of sedentary organisms"

The present investigation has looked exclusively into the aspect of the biological phenomenon of settling behaviour by two serious fouling offenders encountered in the tropical seas mainly on the hulls of ships and stationary structures in the harbours. The cue to study the behaviour was adopted from the observations so far made by scientists on the epizoic growth of these organisms on the surfaces of algal fronds of variegated shape, texture, size etc. The results do indicate that there are sufficient qualities of bioactive substances produced by plants occupying the lowest categories in organic evolution and curiously enough these substances have withstood the test of time.

Ecotoxicological Assessment of Antifouling Biocides in the Sediments of Cochin Estuarine System

The pollutants discharged into the estuaries are originate from two main sources-industrial and sewage. The former may be toxic which includes heavy metals, residues from antifouling paint particles and pesticides, while large discharges of sewage will contain pathogenic microorganisms. The contamination is enough to destroy the amenities of the waterfront, and the toxic substances may completely destroy the marine life and damage to birds, fishes and other marine organisms. Antifouling biocides are a type of chemical used in marine structure to prevent biofouling. These antifouling biocides gradually leach from the ships and other marine structures into water and finally settled in sediments. Once a saturation adsorption is reached they desorbed into overlying water and causes threat to marine organisms. Previous reports explained the imposex and shell thickening in bivalves owing to the effect of biocides. So bivalves are used as indicator organisms to understand the status of pollution. The nervous system is one of the best body part to understand the effect of toxicant. Acetylcholine esterase enzyme which is the main neurotransmitter in nervous was used to understand the effect of pollutants. Present study uses Acetylcholine esterase enzyme as pollution monitoring indicator

Corrosion Health Monitoring System for Steel Ship Structures

Corrosion represents one of the largest through life cost component of ships. Ship owners and operators recognize that combating corrosion significantly impacts the vessels’ reliability, availability and through life costs. Primary objective of this paper is to review various inspections, monitoring systems and life cycle management with respect to corrosion control of ships and to develop the concept of “Corrosion Health” (CH) which would quantify the extent of corrosion at any point of ships’ operational life. A system approach in which the ship structure is considered as a corrosion system and divided into several corrosion zones, with distinct characteristics, is presented. Various corrosion assessment criteria for assessment of corrosion condition are listed. A CH rating system for representation of complex corrosion condition with a numeric number along with recommendations for repair/maintenance action is also discussed

Strength Predictions of Hat Stiffened Plate

Hat Stiffened Plates are used in composite ships and are gaining popularity in metallic ship construction due to its high strength-to-weight ratio. Light weight structures will result in greater payload, higher speeds, reduced fuel consumption and environmental emissions. Numerical Investigations have been carried out using the commercial Finite Element software ANSYS 12 to substantiate the high strength-to-weight ratio of Hat Stiffened Plates over other open section stiffeners which are commonly used in ship building. Analysis of stiffened plate has always been a matter of concern for the structural engineers since it has been rather difficult to quantify the actual load sharing between stiffeners and plating. Finite Element Method has been accepted as an efficient tool for the analysis of stiffened plated structure. Best results using the Finite Element Method for the analysis of thin plated structures are obtained when both the stiffeners and the plate are modeled using thin plate elements having six degrees of freedom per node. However, one serious problem encountered with this design and analysis process is that the generation of the finite element models for a complex configuration is time consuming and laborious. In order to overcome these difficulties two different methods viz., Orthotropic Plate Model and Superelement for Hat Stiffened Plate have been suggested in the present work. In the Orthotropic Plate Model geometric orthotropy is converted to material orthotropy i.e., the stiffeners are smeared and they vanish from the field of analysis and the structure can be analysed using any commercial Finite Element software which has orthotropic elements in its element library. The Orthotropic Plate Model developed has predicted deflection, stress and linear buckling load with sufficiently good accuracy in the case of all four edges simply supported boundary condition. Whereas, in the case of two edges fixed and other two edges simply supported boundary condition even though the stress has been predicted with good accuracy there has been large variation in the deflection predicted. This variation in the deflection predicted is because, for the Orthotropic Plate Model the rigidity is uniform throughout the plate whereas in the actual Hat Stiffened Plate the rigidity along the line of attachment of the stiffeners to the plate is large as compared to the unsupported portion of the plate. The Superelement technique is a method of treating a portion of the structure as if it were a single element even though it is made up of many individual elements. The Superelement has predicted the deflection and in-plane stress of Hat Stiffened Plate with sufficiently good accuracy for different boundary conditions. Formulation of Superelement for composite Hat Stiffened Plate has also been presented in the thesis. The capability of Orthotropic Plate Model and Superelement to handle typical boundary conditions and characteristic loads in a ship structure has been demonstrated through numerical investigations.

Case Management in der ambulanten gerontopsychiatrischen Versorgung

In der vorliegenden Arbeit wird ein am Strengths-Modell orientiertes Case Management-Projekt zur Prozess- und Ergebnisoptimierung der bereits bestehenden ambulanten gerontopsychiatrischen Versorgungsstruktur untersucht. Dazu arbeitete eine Krankenpflegerin mit psychiatrischer Fachausbildung in einer Berliner Sozialstation auf Basis einer professionellen Beziehung für 4-6 Wochen bei Klientinnen mit gerontopsychiatrischen Problemlagen, erstellte ein Assessment, leistete notwendige Unterstützung zunächst selbst, vermittelte gestützt auf die eigenen Erfahrungen weiterführende Dienste, leitete diese Dienste an, zog sich dann aus dem direkten Kontakt mit den Klientinnen zurück und blieb beratend für die weiterführenden Dienste verfügbar. Zur Untersuchung des Projekts wurden qualitative und quantitative Verfahren eingesetzt. Zur Beschreibung der Inhalte wurden die für jede Klientin verfasste Dokumentation und die Ergebnisse von grob strukturierten Interviews mit der Case Managerin, angelehnt an eine reduzierte Form der Methode Grounded Theory, in einem iterativen Prozess analysiert. In einem zweiten Schritt wurde dann untersucht, inwieweit die einzelnen Arbeitsinhalte des Case Managements die sozial-räumlichdingliche Umweltanpassung und Proaktivität der Klientinnen unterstützten. Die Wirkungen des Projektes auf Kognition, Aktivitäten des täglichen Lebens (ADL), Instrumentelle Aktivitäten des täglichen Lebens (IADL), Stimmung sowie soziales und störendes Verhalten wurden mittels eines standardisierten Fragebogens mit einem quasi-experimentellen prospektiven Untersuchungsdesign analysiert. Zur Analyse der subjektiven Wirkung des Projektes auf Angehörige wurden in den Ergebnissen von grob strukturierten Interviews mittels eines iterativen Prozesses Themen identifiziert. Die Klientinnen (n=11) erhielten durchschnittlich 23 Stunden Case Management. Neben den typischen Case Management-Aufgaben führte die Case Managerin, basierend auf den Gewohnheiten, Interessen und Selbsteinschätzungen der Klientinnen, therapeutische und pflegerische Maßnahmen durch und unterstützte dabei die sozial-dinglichräumliche Umweltanpassung und Proaktivität der Klientinnen. Zusätzlich wurden Hauspflegerinnen von der Case Managerin individuell in der Wohnung von Klientinnen hinsichtlich der Kommunikation mit und Unterstützung der Proaktivität von Klientinnen angeleitet. Die Hauspflegerinnen führten die von der Case Managerin eingeleiteten Maßnahmen erfolgreich fort. Bei den Klientinnen zeigten sich signifikante Verbesserungen in Gedächtnis, Stimmung, IADL-Funktionen und Sozialverhalten, aber nicht in ADL-Funktionen und störendem Verhalten. Diese Verbesserungen wurden subjektiv von den Angehörigen (n=7) bestätigt. Zusätzlich empfanden Angehörige eine zeitliche aber keine psychische Entlastung. Mit diesem Projekt wurde gezeigt, dass ein zeitlich begrenztes klientenzentriertes Case Management kognitive, soziale und emotionale Funktionen von gerontopsychiatrisch Erkrankten verbessert, Angehörige zeitlich entlastet und dass Hauspflegerinnen bei entsprechender Anleitung die vom Case Management eingeleiteten Maßnahmen fortführen können. In Folgestudien mit größerem Umfang sollten diese Ergebnisse überprüft werden um dann zu entscheiden, ob dieser Ansatz geeignet ist, die ambulante gerontopsychiatrische Versorgung gemeindenah zu verbessern.

Ἐμπόρια

Die Arbeit mit dem Titel "Ἐμπόρια- Eine wirtschafts- und kulturhistorische Studie zu den Handelsbeziehungen zwischen dem Imperium Romanum und Indien (1. - 3. Jh. n. Chr.)" ist in die antike Wirtschaftsgeschichte einzuordnen, beinhaltet aber auch kulturhistorische Aspekte. Der Fokus der untersuchten Austauschbeziehungen liegt auf der maritimen Route zwischen den Häfen des Roten Meeres und der Westküste Indiens. Vom ägyptischen Alexandria aus, wo die Waren aus dem gesamten Imperium Romanum verhandelt wurden, verschifften die Kaufleute ihre Exportprodukte über den Nil in das mittelägyptische Koptos. Von dort aus transportierten Lasttiere (Esel und Kamele) die Waren auf verschiedenen Routen an die Häfen des Roten Meeres (Myos Hormos und Berenike). Mit dem Monsun im Juli stachen die Schiffe in See und fuhren über offenes Gewässer zu den Handelsplätzen Indiens. Die Bedeutendsten von ihnen befanden sich an der Indusmündung, an der Mündung des Narmada und an der Malabarküste. Alternativ befuhren die Kaufleute die Route entlang der arabischen Küste, nach Indien. Wie die Europäer der neuzeitlichen europäischen Expansion, waren die Römer vor allem an Rohstoffen interessiert: Verschiedene Gewürze Asiens, Perlen und Edelsteine, sowie Baumwoll- und Seidenstoffe. Im Gegenzug brachten die Kaufleute aus dem Westen Rohstoffe und Fertigwaren auf den Subkontinent, vor allem: Glaswaren, bunte Kleidung und Stoffe, Metalle, Edelsteine, Pigmente und römische Münzen. In dieser Arbeit wird das Zahlenmaterial zum römischen Indienhandel, in Form Quantitativer Studien, nach Vorbild R. Duncan-Jones (The Economy of the Roman Empire. Quantitative Studies, Cambridge 1974), gesammelt und ausgewertet. Dieses Zahlenmaterial ermöglicht eine Einschätzung der ökonomischen Größenordnung des antiken Indienhandels. Im Anschluss daran werden die Handelswaren aus Indien, unter dem Aspekt des römischen Luxusdiskurses, untersucht. Dazu wurden die überlieferten Senatssitzungen, die sich mit dem Thema luxuria beschäftigen, thematisiert. Abschließend werden die indischen Handelsplätze anhand des Port of Trade Modells, wie es Karl Polanyi entwickelte, ausgewertet. Die dazu verwendeten Merkmale orientieren sich an Astrid Möllers Untersuchung zum ägyptischen Handelsplatz Naukratis.

Immersió!

Vint-i-un estudiants de l'IES Castell d'Estela d'Amer han participat durant tres dies en una experiència de recerca amb els investigadors del centre ViCOROB de la UdG

El papel de la Revolución de Terciopelo en la redefinición de la identidad checoslovaca en términos de política exterior con respecto a Rusia

Este trabajo responde la pregunta ¿Cuál es el papel de la Revolución de Terciopelo en la redefinición de la identidad checoslovaca en términos de política exterior?. Defenderá que, conforme al constructivismo, la identidad de los Estados así como sus intereses no están dados y menos se explican por sus capacidades, explicando la conducta y la forma cómo construyeron socialmente su identidad. La Revolución de Terciopelo tuvo lugar en Checoslovaquia, en un momento definitivo en la historia del país, influyendo en la creación de una nueva identidad colectiva que generó consecuencias en el ámbito internacional, ya que a partir de este hecho concreto se evidencia un cambio en la formulación de la política exterior de este país. Para responder a esta pregunta se hará una recolección de información en donde se utilizará la técnica de análisis de documentos, recolectando la bibliografía y consultando en bibliotecas, bases de datos y portales de internet.

La piratería de Nigeria como una amenaza a la seguridad marítima del Golfo de Guinea (2007-2012). Una aproximación desde el crimen organizado

Desde finales de los 70 la piratería se convirtió en un problema para Nigeria. Con el tiempo adquirió características del crimen organizado y en 2010 se transformó en un problema transnacional, afectando a Estados del golfo de Guinea. Así, a través de una base conceptual, el estudio de caso concluyó que los factores internos –como la pobreza, debilidad estatal y marginalización- y externos –siendo ellos la falta de políticas internas destinadas a las aguas y la ausencia de estrategias marítimas en la región- de la piratería, crearon una dinámica para que dicha actividad se convirtiera en una amenaza a la seguridad marítima del golfo de Guinea, tomando como referencia a Benín y Togo. Siguiendo la línea argumentativa, se demuestra que la búsqueda de una solución a la delincuencia marítima ha generado interacciones de seguridad que sugieren las primeras fases de un posible complejo de seguridad regional.