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| 1 |
ID:
114658
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| Publication |
2012.
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| Summary/Abstract |
From the 1790s to the 1850s, three dozen major merchant ships burned in India's important ports. Panic-stricken British shipowners, merchants and East India Company officials apprehended disruption of their intercontinental trade, so vital to the burgeoning British Empire. In all these cases, they accused Indian seamen (lascars) of selfish ship-burning. As a context, the lascars had, for centuries prior to European arrival in the Indian Ocean, worked collectively under their own petty officers. They and Indian recruiters in each port had long resisted colonial efforts to appropriate their maritime labour system. Britons used this half-century of alleged arson to finally impose British controls over lascar recruitment ashore and conditions of service aboard ships.
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| 2 |
ID:
097357
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| 3 |
ID:
133954
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| Publication |
2014.
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| Summary/Abstract |
Regulation of international merchant shipping is predominantly carried out by global bodies, of which the International Maritime Organization (IMO) is the most prominent. The UN Convention on the Law of the Sea nevertheless explicitly or implicitly allows (limited) unilateral prescription by flag, coastal, and port states as well as the exercise of these rights collectively at the regional level. Some IMO instruments acknowledge the right to impose more stringent standards and others even encourage regional action. Moreover, while the mandate and practice of the IMO have expanded significantly since its establishment in 1958, further expansion is subject to constraints. This article explores various options for regional regulation of merchant shipping outside of the IMO. Special attention is given to such options in the Arctic region in the context of the efforts within the IMO regarding the adoption of the Mandatory Code for Ships Operating in Polar Waters.
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