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This thesis is concerned chiefly with the military role of sea power during the English Civil War. Parliament’s seizure of the Royal Navy in 1642 is examined in detail, with a discussion of the factors which led to the King’s loss of the fleet and the consequences thereafter. It is concluded that Charles I was outmanoeuvred politically, whilst Parliament’s choice to command the fleet, the Earl of Warwick, far surpassed him in popularity with the common seamen. The thesis then considers the advantages which control of the Navy provided for Parliament throughout the war, determining that the fleet’s protection of London, its ability to supply besieged outposts and its logistical support to Parliamentarian land forces was instrumental in preventing a Royalist victory. Furthermore, it is concluded that Warwick’s astute leadership went some way towards offsetting Parliament’s sporadic neglect of the Navy. The thesis demonstrates, however, that Parliament failed to establish the unchallenged command of the seas around the British Isles. This was because of the Royalists’ widespread privateering operations, aided in large part by the King’s capture of key ports in 1643, such as Dartmouth and Bristol. The Navy was able to block many, but not all, of the King’s arms shipments from abroad, thus permitting Charles to supply his armies in England. Close attention is paid to the Royalist shipping which landed reinforcements from Ireland in 1643-44. The King’s defeat in the First Civil War is then discussed, with the New Model Army, and greater resources, cited as the key factors behind Parliament’s victory, with recognition that the Navy provided essential support. Finally, the revolt of the fleet in 1648 is examined. It is concluded that the increasing radicalism of Parliament alienated a substantial section of the Navy, but that the Royalists failed to capitalise on their new-found maritime strength.

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An array of ship types was used during the European Age of Expansion (early 15th to early 17th centuries), but one vessel in particular emerges from the historical records as a harbinger of discovery: the caravel. The problem is that little is known about these popular ships of discovery, despite the fair amount of historical evidence that has been uncovered. How big were they? How many men did it take to operate such a vessel? What kind of sailing characteristics did they have? How and by whom were they designed? Where did they originate and how did they develop? These questions cannot be answered by looking at the historical accounts alone. For this reason, scholars must take another approach for learning about caravels by examining additional sources, namely ancient shipbuilding treatises, archaeological evidence, surviving archaic shipbuilding techniques, and iconographic representations from the past. Information gained from the available sources reveals many of the caravel’s characteristics through time. This ship type outclassed its contemporaries during the age of exploration because of its highly adaptive characteristics. These traits were, principally, its shallow draught, speed, maneuverability, and ability to sail close to the wind. This combination of attributes made the caravel the ideal ship for reconnaissance along the rocky African coastline, as well as for making the transatlantic voyages to the New World. It was built in a Mediterranean way during its post-medieval phases, a method that still survives in some parts of the world today. During the Age of Discovery (ca. 1430 to 1530), the caravel sat low in the water, had one sterncastle, and was either lateen-rigged or had a combination of square and lateen sails. This vessel reflects the advanced shipbuilding technology that existed in Europe at this time, and played and important role in the voyages which allowed the Europeans to expand their territories around the world. The results of the studies presented in this thesis provide a history and development of the caravel, which was gradual and often obscure. What has been gained from this work is a body of information that can be applied to other studies about ancient seafaring, and can serve as a starting point for further research.

An array of ship types was used during the European Age of Expansion (early 15th to early 17th centuries), but one vessel in particular emerges from the historical records as a harbinger of discovery: the caravel. The problem is that little is known about these popular ships of discovery, despite the fair amount of historical evidence that has been uncovered. How big were they? How many men did it take to operate such a vessel? What kind of sailing characteristics did they have? How and by whom were they designed? Where did they originate and how did they develop? These questions cannot be answered by looking at the historical accounts alone. For this reason, scholars must take another approach for learning about caravels by examining additional sources, namely ancient shipbuilding treatises, archaeological evidence, surviving archaic shipbuilding techniques, and iconographic representations from the past. Information gained from the available sources reveals many of the caravel’s characteristics through time. This ship type outclassed its contemporaries during the age of exploration because of its highly adaptive characteristics. These traits were, principally, its shallow draught, speed, maneuverability, and ability to sail close to the wind. This combination of attributes made the caravel the ideal ship for reconnaissance along the rocky African coastline, as well as for making the transatlantic voyages to the New World. It was built in a Mediterranean way during its post-medieval phases, a method that still survives in some parts of the world today. During the Age of Discovery (ca. 1430 to 1530), the caravel sat low in the water, had one sterncastle, and was either lateen-rigged or had a combination of square and lateen sails. This vessel reflects the advanced shipbuilding technology that existed in Europe at this time, and played and important role in the voyages which allowed the Europeans to expand their territories around the world. The results of the studies presented in this thesis provide a history and development of the caravel, which was gradual and often obscure. What has been gained from this work is a body of information that can be applied to other studies about ancient seafaring, and can serve as a starting point for further research.

This dissertation is about the long-distance navigators who constructed a global marine world as agents of the sixteenth-century Spanish maritime empire. The hard-won pragmatic and empirical expertise on which they relied developed in an uneasy tension with the priorities of the bureaucracy centered at the Casa de la Contratación in Seville. In the Atlantic, bureaucratic standardization driven by the Casa made commercial ocean travel increasingly routine, while exploratory sailors, particularly in the Pacific, continued to apply their expertise in unknown and unpredictable waters. The quotidian and the pragmatic defined these long-distance mariners’ relationship to their environment. They organized space into networks of knowable pathways that connected places identified by names and markers that communicated the sailors’ experience to future navigators; they interpreted local conditions based on inferences from distant stimuli and ocean-scale systems; and they introduced their natural and human surroundings to metropolitan and colonial scholars and administrators. The resources and instruments developed by the Casa informed these practices, but voyages of discovery always remained outside of direct institutional control from Seville. This relationship—between the local, individual, and contingent on the one hand and the universal, bureaucratic, and synthetic on the other—not only defined the dynamics of intellectual authority governing scientific endeavors under the Spanish monarchy, but also shaped strategies for projecting imperial claims across areas of uneven and limited physical control, whether marine or terrestrial. Reevaluating the balance between marine and terrestrial territorial claims recasts the Americas as a waypoint into the Pacific and beyond for the globally-aware westward gaze of Spanish imperial ambition. More fundamentally, it highlights the multicentric and networked arrangement of power in the early modern period by refocusing our attention on those islands, whether literal or figurative, of physical Spanish presence surrounded by spaces of hypothetical control. The Spanish empire’s maritime orientation during the sixteenth century developed the intellectual, political, and institutional strategies to balance and resolve these tensions between embodied and archival knowledges, local contingencies and universal frameworks that defined the distribution of power under the Spanish monarchy. / text

Background Maritime History of Korea As is true of all countries, Korea's geography is a major factor in shaping its history. Korea is a peninsula, which extends southward from the Eurasian landmass between Russian Siberia and Chinese Manchuria. It is surrounded by the two great hind powers (China and Russia) and one great maritime power (Japan). During its history, neighbouring countries have invaded Korea over 900 times, in incursions both great and small, by land and sea. 1 This has been a sad history of victimisation by foreign intruders as the Koreans have virtually no record of aggressive ambition outside their peninsula.2 The first recorded maritime activity of Korea relates to King Jun of Ancient. Choson. In 193 B.C. Wee Man, a former officer of the Kingdom of the Chinese Yen, took over the throne of Ancient Choson. 3 King Jun moved by sea down to the southwestern part of the Korean Peninsula with his several thousands followers and became the King of Han (not to be confused with the Chinese Han Dynasty) after being victorious in war against the Mahan.

The Japanese colonial fisheries authorities of pre-war Taiwan played an important role in the diffusion of offshore and distant water fishing methods. Two of the main fisheries in post-war Taiwan, the longline and trawl fisheries, were introduced from Japan during the pre-war period. Although Taiwan’s fishing industry was devastated in the course of World War Two, with financial aid from the international community and the government’s policy guidance, it was revived in a comparatively brief period of time. Fishing vessels from Taiwan, especially Kaohsiung, soon became, once again, a common sight in the waters of Southeast Asia. The first part of thesis traces the pre-war historical background, the government’s post-war policy guidance and the birth of Taiwan’s offshore and distant water fishing industry in Southeast Asia after World War Two. After the Chinese communists came to power in 1949 Taiwan’s fishing communities were placed under the strict surveillance of the Kuomintang authorities out of consideration for national security. The Taiwanese Government and the military adopted a variety of measures to control and regulate the development of the fishing communities. Also, the people in the fishing industry did their best to cope with the Government intervention. To safeguard their onshore business interests, Kaohsiung’s fishing companies also put considerable energy and effort into dealing with local shipyards, ice-manufacturers, and other fishing ancillary industries. Vessel owners developed industry partnership with those who were cooperative, and either avoided or boycotted those who were viewed as a potential nemesis. With a view to analysing the interactions between the fishing industry, the Government, the military, and key ancillary industries, the second part of the thesis focuses upon the history of Taiwan’s post-war fishing industry from the perspective of the national-industrial level. The development of Kaohsiung’s fishing industry was also deeply affected by ethnic factors. Siao Liouciou fishers were solely dedicated to the longline fishing method; Shandong people preferred to be involved in pair-trawl fishing. The final part of the thesis further narrows down the scope of the history of Taiwan’s fishing industry to the local level context of the fishing communities. The histories of six fishing companies are used to compare the cultures and management styles of the trawling and longlining fisheries. Finally, the fishers’ daily lives in the waters of Southeast Asia, and the culture and routine practices of Kaohsiung’s fishing communities are explored in depth.

During the so-called ‘golden age’ of piracy that occurred in the Atlantic and Indian Oceans in the later seventeenth and early eighteenth centuries, several thousands of men and a handful of women sailed aboard pirate ships. The narrative, operational techniques, and economic repercussions of the waves of piracy that threatened maritime trade during the ‘golden age’ have fascinated researchers, and so too has the social history of the people involved. Traditionally, the historiography of the social history of pirates has portrayed them as democratic and highly egalitarian bandits, divided their spoil fairly amongst their number, offered compensation for comrades injured in battle, and appointed their own officers by popular vote. They have been presented in contrast to the legitimate societies of Europe and America, and as revolutionaries, eschewing the unfair and harsh practices prevalent in legitimate maritime employment. This study, however, argues that the ‘revolutionary’ model of ‘golden age’ pirates is not an accurate reflection of reality. By using the ‘articles’ or shipboard rules created by pirates, this thesis explores the questions of pirates’ hierarchy, economic practices, social control, and systems of justice, and contextualises the pirates’ society within legitimate society to show that pirates were not as egalitarian or democratic as they have been portrayed, and that virtually all of their social practices were based heavily on, or copied directly from, their experiences in legitimate society, on land and at sea. In doing so, this thesis argues that far from being social revolutionaries, pirates sought to improve their own status, within the pre-existing social framework of legitimate society.