This study attempts to contribute to the history of merchant shipping in a manner suggested by Ralph Davis, that 'the writing of substantial histories of the ports' was a neglected, but important, part of the subject of British maritime history. Aspects of the shipping industry of the port of Whitby fall into three broad categories: the ships of Whitby, built there and owned there; the trades in which these vessels were employed; and the port itself, its harbour facilities and maritime community. The origins of Whitby shipbuilding are seen in the context of the rise to prominence of the ports of the North East coast, and an attempt is made to quantify the shipping owned at Whitby before the beginning of statutory registration of vessels in 1786. A consideration of the decline of the building and owning of sailing ships at Whitby is followed by an analysis of the rise of steamshipping at the port. The nature of investment in shipping at Whitby is compared with features of shipowning at other English ports. An introductory survey of the employment of Whitby-owned vessels, both sail and steam, precedes a study of Whitby ships in the coal trade, illustrated with examples of voyage accounts of Whitby colliers. The Northern Whale Fishery offered further opportunities for profit, and may be contrasted with the inshore and off - shore fishery from Whitby itself. A quantification of the importance of Whitby shipping in the Baltic is followed by a study of Whitby ships carrying emigrants to Canada and convicts to Australia. The impact of war, especially in the late eighteenth century, brought unprecedented prosperity to the port, where the continued significance of the local shipping industry was always at odds with its small population and landward isolation.

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La Bretagne (et en particulier le Finistère) est, depuis les années 1920, une importante région d’importations maritime et de consommation de vins d’Algérie. Au lendemain de la Seconde Guerre mondiale, le passage du transport maritime en fûts au transport en vrac bouleverse les conditions de transport et de distribution. Les vins sont transportés dans des navires-citernes, débarqués par pompage dans des chais portuaires modernes et livrés par poids-lourds. Cette évolution préfigure l’essor de l’organisation du transport de marchandises en chaîne logistique. Elle reconfigure les hiérarchies portuaires et permet à de nouveaux acteurs de s’établir sur ce marché de l’importation des vins d’Algérie. La recherche est fondée sur l’exploitation d’un fonds d’archives original, le fonds Hervé Nader fondateur en 1951 d’une entreprise d’importations de vins d’Algérie au port du Corniguel à Quimper et d’exportation de produits bretons vers l’Afrique du Nord. Il fonde aussi un armement maritime et exploite trois navires-citernes. Au début des années 1960, Quimper devient le premier port d’entrée de vins d’Algérie de Bretagne, et l’un des plus importants du littoral atlantique. Après l’indépendance de l’Algérie, l’activité s’étend à l’ensemble du bassin méditerranéen, jusqu’à la vente de l’entreprise en 1973. Les archives de Nader, sont composées de sa correspondance commerciale, des documents relatifs à l’exploitation des navires (journaux de bord, manifestes de chargements), mais aussi de correspondances privées et à caractère politiques. Elles ont permis l’étude des trajectoires de l’entrepreneur et de l’entreprise, dans le contexte des mutations économiques et de l’émergence d’un modèle industriel en Bretagne, caractérisé par le rôle des PME familiales et l’importance du commerce agro-alimentaire dans les systèmes productifs locaux. La recherche participe aussi à l’histoire des évolutions de la marine marchande, et à celle des enjeux politique et symboliques des vins d’Algérie. / By the 1920’s Brittany, and especially Finistère, had grown to become an important hub for maritime imports and a significant market for Algerian wine. After WWII, the shift operated from transporting wine in barrels to bulk shipping in tanker ships upsets the transport and distribution environment. Wine is now transported in wine tankers, pumped ashore to modern port wineries and delivered by truck. This evolution announces the development of transport and distribution as a supply chain. It causes a reshuffling in the maritime pecking order and allows new players to enter the Algerian wine import business. The research is based on the exploitation of original archives, those kept by Hervé Nader who founded an Algerian wine import business at the Port du Corniguel in Quimper along with a company dedicated to the export of Breton goods to North Africa. He also founds a shipping company and operates three tanker ships. In the early 1960’s, Quimper becomes the first port of entry of Algerian wine in Brittany and one of the most important on the Atlantic coast. After Algeria gained its independence, his activities develop over the entire Mediterranean basin until the sale of the company in 1973. Nader’s archives include his commercial correspondance, documents pertaining to the operation of the ships (log books, load manifests), but also private correspondance and letters of a more political nature. These archives have allowed to study the career path of an entrepreneur and the development of his business in a context of economic change and the rise of a Breton industrial model characterized by the role of family-run small businesses and the early developments of agribusiness in local productive systems. This research also offers historical perspective on the evolution merchant shipping as wells the political and symbolical aspects associated with Algerian wine.

An international maritime labour market study, the thesis focuses on the Dutch naval labour market, analysing wartime Zeeland admiralty crews. The research is based primarily on unique naval pay sources. Analysis of crew compositions has not been made on this scale in the period before. The 1667 Dutch Medway Raid is the starting point, where a few British played a leading role – amongst many others reported on the Dutch side. Pepys and Marvell primarily blamed their joining the enemy on the lure of superior Dutch payment. The thesis asks how many British there were really, how they came to be in Dutch service, and whether this involvement occurred, as indicated, at other times too. Part One is thematic and explores the background mechanisms of the maritime environment in detail, determining causation. First, the two naval recruitment systems are compared and completely reassessed in the light of state intervention in the trade sphere. Two new sets of ‘control’ data – naval wages and foreign shipping – are amongst the incentives and routes determined. British expatriate communities are examined as conduits for the supply of naval labour and civilian support. British personnel are compared and contrasted with other foreigners, against the background of Anglo-Dutch interlinkage and political transition from neutrality through conflict to alliance. Part Two is chronological, covering four major wars in three chapters. Micro-case studies assembled from the scattered record streams enable analysis of the crews of particular officers and ships. Seamen were an occupation that made them a very little known group: the thesis examines the different career types of British personnel of many different ranks, shedding light on their everyday lives. The thesis shows that British personnel were an integral part of Dutch crews throughout the period, even when the two nations were fighting each other. The basic need of subsistence labour for employment took precedence over allegiance to nation/ideology, demonstrating limitations in state power and the continual interdependence forced on the maritime powers through the realities of the labour market.