Beyond Criminal Justice: An anthology of abolitionist papers presented to conferences of the European Group for the Study of Deviance and Social Control over the past decade

Beyond Criminal Justice presents a vision of a future without brutal, authoritarian and repressive penal regimes. Many of the papers brought together here have been unavailable for more than two decades. Their republication indicates not only their continuing theoretical importance to abolitionist studies but also how they provide important insights into the nature and legitimacy of criminal processes in the here and now. Contributors highlight the human consequences of the harms of imprisonment, evidencing the hurt, injury and damage of penal incarceration across a number of different countries in Europe. Focusing on penal power and prisoner contestation to such power, the moral and political crises of imprisonment are laid bare. The contributors to Beyond Criminal Justice explore the urgent need for a coherent, rational and morally and politically sophisticated theoretical basis for penal abolitionism. Advocating a utopian imagination and at the same time practical solutions already implemented in countries around Europe - alongside grappling with controversial debates such as abolitionist responses to rape and sexual violence - the book steps outside of common sense assumptions regarding 'crime', punishment and 'criminal justice'. Beyond Criminal Justice will be of interest to students of criminology, zemiology, sociology, penology and critical legal studies as well as anyone interested in rethinking the problem of 'crime' and challenging the logic of the penal rationale.

Genetic algorithm for shipping route estimation with long-range tracking data : automatic reconstruction of shipping routes based on the historical ship positions for maritime safety applications

Ship tracking systems allow Maritime Organizations that are concerned with the Safety at Sea to obtain information on the current location and route of merchant vessels. Thanks to Space technology in recent years the geographical coverage of the ship tracking platforms has increased significantly, from radar based near-shore traffic monitoring towards a worldwide picture of the maritime traffic situation. The long-range tracking systems currently in operations allow the storage of ship position data over many years: a valuable source of knowledge about the shipping routes between different ocean regions. The outcome of this Master project is a software prototype for the estimation of the most operated shipping route between any two geographical locations. The analysis is based on the historical ship positions acquired with long-range tracking systems. The proposed approach makes use of a Genetic Algorithm applied on a training set of relevant ship positions extracted from the long-term storage tracking database of the European Maritime Safety Agency (EMSA). The analysis of some representative shipping routes is presented and the quality of the results and their operational applications are assessed by a Maritime Safety expert.

« Recueil des actes, letres et memoires qui ont servi aux conferences tenues en Roussillon, pour les limites des royaumes de France et d'Espagne, du costé des monts Pyrenées, entre Mgrs [Pierre] de Marca, archevesque de Toulouse, et [Hyacinthe] de Serrony, evesque d'Orange, commissaires deputez par le roy [Louis XIV], d'une part, et don Miguel Çalba, lieutenant du maistre rational de la couronne d'Aragon, et don Joseph Romeu, conseiller en l'audiance royale de Barcelone, commissaires deputez par le roy d'Espagne [Philippe IV], d'autre part. Le tout ramassé et mis en ordre par Etienne Baluze, natif de Tulle en Limousin, secretaire dudit seigneur archevesque » de Toulouse. Copies.

Contient : 1 à 71 Ce recueil comprend soixante et onze pièces, dont quinze en espagnol. Les rois Louis XIV et Philippe IV, le cardinal Mazarin, Michel Le Tellier, Pierre de Marca, archevêque de Toulouse, Hyacinthe Serroni, évêque d'Orange, don Miguel Çalba, don Joseph Romeu, le marquis de Mortara, Etienne Baluze, le « docteur Pont, chanoine et archidiacre de la Seu d'Urgel, abbé nommé d'Arles », et « don Joseph de Margarit, marquis d'Aguilar, gouverneur de Catalogne », figurent ici ou comme auteurs ou comme destinataires. Les dates extrêmes sont le 26 novembre 1659 et le 12 novembre 1660

Comparing ESL electronic and face-to-face pre-writing conferences and first drafts : discourse, participation, and idea transfer /

This study was a comparative investigation of face-toface (i.e., proximate) and computer-mediated written (i.e., graphic) pre-writing conferences. The participants in this study were advanced English as a second language students. The 2 types of conferences were compared in terms of textual features, participation, and the . degree to which they were on topic. Moreover, drafts written after the 2 types of conferences were compared in terms of textual features, and the degree to which they were related to the conferences. Students produced an equivalent amount of discourse in an equivalent amount of time in the 2 types of conferences. The discourse in graphic conferences displayed greater lexical range, and some evidence suggests that it was less on-topic. Both these results likely occurred because the graphic conferences contained more discourse demonstrating interactive competence. Participation in graphic conferences was found to be as balanced or more balanced among students, and among students and the group leader combined. Overall, the drafts produced after the 2 types of conferences were of equivalent length and topical range, but some evidence suggests that drafts written after proximate conferences were more related to the conferences.

Upper Lakes Shipping Ltd. fonds 1955-1990, n.d. (non-inclusive)

In March 1931, Captain Bruce Angus was sent to Sarnia by Gordon C. Leitch, general manager of Toronto Elevators. He was sent to inspect the Sarnian to ensure it was still seaworthy. Leitch was a savvy business man, who had been active in the business community for a number of years. Leitch began his career with a partner in the lumber business. When that went under he moved into graineries and worked for the Winnipeg Wheat Pool for 12 years. After Winnipeg he moved to Toronto, which was closer to his home town of Ridgetown, Ontario. In Toronto Leitch became manager of the Toronto branch of the Canadian Wheat Pool. While managing the wheat pools in Toronto Leitch became aware of huge costs associated with shipping the grains from the praries into the Toronto area. He felt that there was no need for such costs and decided to do something to make them better and cheaper for the business. Originally the grain was loaded onto Lakers that would bring the grain from the praries to Lake Huron and Georgian Bay. It was stored there until needed by the Toronto graineries and then hauled across land by either truck or train. The land journey was the most expensive and the one which Leitch wanted to eliminate. This was a fine plan except for 2 obstacles that were quickly overcome. First of all the Welland canals were not large enough to accommodate the large carriers that were bringing in the grain. This was changing as the expansion and widening of the canals was already underway. The second issue was the lack of storage in Toronto for the grain. The grain elevators had been destroyed by fire in the late 1880s and never replaced. Leitch propsed his company built its own storage elevators along the water front to allow not only for easier access to the grain, and more timely production of products. The elevators would aslo create a reduction in shipping costs and an overall more competitoive price for the customers of the grainery. The company refused, so Leitch went elsewhere to friends and contacts within the grain industry. The elevators were built and Leitch quit his job with the Canadian Wheat Pool and became the general manager of the elevators. Although the elevators were built and ready for storage the next issue was filling them. None of the carriers wanted to do business with Leitch because the competition in Georgian Bay threatened to cancel their contracts if they did. Leitch saw no way around this, but to provide his own transportation. This is when he sent Captain Bruce Angus to scout out potential ships. The ship was purchased for $37,000 and after another $30,000 was spent to fix it up, it was ready for business. The need for transportation and the finding of a seaworthy ship, lead to the beginnings of the Northland Steamship Company. The Sarnian proved to not be enough for the business underway. Leitch decided another ship was necessary. He joined forces with James Norris the owner of the Norris Grain Company. He proposed they join forces to create a more economical means of transportating their products.

Upper Lakes Shipping Ltd. Vessels Scrapbook, 1964-1967, no date

The origins of Upper Lakes Shipping can be traced back to 1931, when Gordon Leitch, the general manager of Toronto elevators, sent Captain Bruce Angus to scout for potential ships that could be used to transport grain. The ship Sarnian was purchased as a result. It soon became apparent that more ships would be needed by the business, and Leitch subsequently partnered with James Norris of the Norris Grain Company, in order to transport their products more economically. The Upper Lakes and St. Lawrence Transportation Company (which later become known as Upper Lakes Shipping), was incorporated in 1932. In 1956, the company bought Port Weller Dry docks. At this point, the company began constructing new vessels designed to meet specific freight and classification needs.

Printed blank of freight Notice for shipping from the wharf to St. Catharines for [illegible]

Printed blank of freight Notice for shipping from the wharf to St. Catharines for [illegible], May 18, 1875.

Printed blank of freight Notice for shipping from Buffalo Station to St. Catharines for brick

Printed blank of freight Notice for shipping from Buffalo Station to St. Catharines for brick, May 28, 1875.

Printed blank of freight Notice for shipping from Buffalo Station to St. Catharines for brick

Printed blank of freight Notice for shipping from Buffalo Station to St. Catharines for brick. This is torn into 2 parts. Text is not affected, May 31, 1875.

Printed blank of freight Notice for shipping from Buffalo Station to St. Catharines for brick

Printed blank of freight Notice for shipping from Buffalo Station to St. Catharines for brick, June 1, 1875.

Printed blank of freight Notice for shipping from the Suspension Bridge to St. Catharines for tiles and collars

Printed blank of freight Notice for shipping from the Suspension Bridge to St. Catharines for tiles and collars, June 25, 1875.

Printed blank of freight Notice for shipping from the Suspension Bridge to St. Catharines for tile

Printed blank of freight Notice for shipping from the Suspension Bridge to St. Catharines for tiles, Aug.6, 1875.

Printed blank of freight Notice for shipping from Buffalo Station to St. Catharines for brick

Printed blank of freight Notice for shipping from Buffalo Station to St. Catharines for brick, Aug. 30, 1875.