The terrorist attacks of September 11, 2001 heightened awareness about the vulnerability to terrorist attack of all modes of transportation. Port security has emerged as a significant part of the overall debate on US homeland security. The overarching issues for Congress are providing oversight on current port security programs and making or responding to proposals to improve port security. The US maritime system consists of more than 300 sea and river ports with more than 3,700 cargo and passenger terminals. However, a large fraction of maritime cargo is concentrated at a few major ports. Most ships calling at US ports are foreign owned with foreign crews. Container ships have been the focus of much of the attention on seaport security because they are seen as vulnerable to terrorist infiltration. More than 9 million marine containers enter US ports each year. While the Bureau of Customs and Border Protection (CBP) analyses cargo and other information to target specific shipments for closer inspection, it physically inspects only a small fraction of the containers. The Coast Guard and CBP are the federal agencies with the strongest presence in seaports. In response to September 11, 2001, the Coast Guard created the largest port-security operation since World War II. The Coast Guard has advanced its 24- hour Notice of Arrival (NOA) for ships to a 96-hour NOA. The NOA allows Coast Guard officials to select high risk ships for boarding upon their arrival at the entrance to a harbor. CBP has also advanced the timing of cargo information it receives from ocean carriers. Through the Container Security Initiative (CSI) program, CBP inspectors pre-screen U.S.-bound marine containers at foreign ports of loading. The Customs Trade Partnership Against Terrorism (C-TPAT) offers importers expedited processing of their cargo if they comply with CBP measures for securing their entire supply chain. To raise port security standards, Congress passed the Maritime Transportation Security Act of 2002 (P.L. 107-295) in November 2002. The focus of debate in Congress has been about whether current efforts to improve port security are adequate in addressing the threat. While many agree that Coast Guard and CBP programs to address the threat are sound, they contend that these programs represent only a framework for building a maritime security regime, and that significant gaps in security still remain.

In the 1960s, an era of widespread social turbulence, the shipping industry in the Great Lakes was on the threshold of Immense change. Developed during World War II, the US merchant fleet faced threatening competition from the newer Canadian fleet. The demand for iron ore skyrocketed as baby boomers matured in the age of auto and appliance buying. To meet the increasing need, there was talk of expanding the size of the Soo Locks to accommodate larger vessels and even of lengthening the shipping season. It was glaringly obvious that a time of change was upon the aging US ships and even more so upon the men who sailed them. Eight Steamboats chronicles Patrick Livingston's adventures on eight shipping vessels - only one of which survives - during the 1960s. Told from the perspective of a writer who sails rather than a sailor who writes, the tales are spiced with connections between shore and sea. While the city of Detroit burned in 1967, Livingston served milkshakes to passengers on the South American of the Georgian Bay Lines. Later, Livingston sailed with the notorious George ""Bughouse"" Schultz on the III-starred tanker Mercury. When financial need forced him to forgo a trip to the Democratic National Convention in Chicago, he sailed Lake Michigan instead. In subsequent years, he dropped out of school to catch the mailboat to his ships as they transited the Detroit River. With lively dialogue, Livingston details his experiences up to his signing off the Champlain in 1972 and then setting sail for landlocked Nepal to work with the Peace Corps. Both maritime and Great Lakes enthusiasts will enjoy this voyage back to an earlier era in the Great Lakes shipping industry.

Containerized shipping has always been an attractive target for thieves and smugglers--and now terrorists. Are today's security measures working or not? This report lays out a framework for assessing the effects of supply-chain security proposals. 450-character abstract: Much worldwide cargo, from raw materials to finished products, travels via containerized shipping. For the shippers, the main concern has always been losses from theft or accident. But shipping containers are as attractive to terrorists as they are to thieves and smugglers. New security measures have therefore proliferated. This report defines a framework for assessing the effects of these measures, reviews the balance of current container security risk-reduction efforts, and lays out directions for further research.

Andrew Jackson Higgins and the Boats That Won World War II, by Jerry E. Strahan, is the first biography of perhaps the most forgotten hero of the Allied victory. It was Higgins who designed the LCVP (landing craft vehicle, personnel) that played such a vital role in the invasion of Normandy, the landings in Guadalcanal, North Africa, and Leyte, and thousands of amphibious assaults throughout the Pacific. It was also Higgins who, after twenty years of failure by the U.S. Navy's Bureau of Ships, designed and constructed an effective tank landing craft in sixty-one hours - a feat that caused the bureau to despise him. In 1938, Higgins owned a single small boatyard in New Orleans employing fewer than seventy-five people. Through exceptional drive, vision, and genius, his holdings expanded until by late 1943 he owned seven plants and employed more than twenty thousand workers. Because of his reputation for designing and producing assault craft in record-breaking time, Higgins was awarded the largest shipbuilding and aircraft contracts in history. During the war, Higgins Industries produced 20,094 boats, ranging from the 36-foot LCVP to the lightning-fast PT boats; the rocket-firing landing craft support boats; the 56-foot tank landing craft; the 170-foot FS ships; and the 27-foot airborne lifeboat that was dropped from the belly of a B-17 bomber. Higgins dedicated himself to providing Allied soldiers with the finest landing craft in the world, and he fought the Bureau of Ships, the Washington bureaucracy, and the powerful eastern shipyards in order to succeed. Strahan's portrait of Higgins reveals a colorful character - a hard-fisted, hard-swearing, and hard-drinking man whose Irishbackground and Nebraska birthplace made him an outsider to New Orleans' elite social circles. Higgins was also hard working, quickly progressing from an unknown southern boatbuilder to a major industrialist with a worldwide reputation. He was featured in Life, Time, Newsweek, and Fortune magazines, and appeared frequently on the front pages of the country's major newspapers. Even Adolf Hitler was aware of Higgins, calling him the "new Noah". Through Higgins' example, we see the way technological innovations, politics, labor unions, changing military agendas, and personalities worked together - and sometimes at odds - for an Allied victory. Strahan has based his work on extensive personal interviews with family members, key employees, and other close acquaintances of Higgins, as well as on previously inaccessible Higgins Industries archives. The result is an extremely informative account of one of the key players, and industries, of World War II.

China's long-term maritime history has been overlooked by the scholarly community, so much so that there is a misconception that the Chinese were sea- or ocean-phobic. This image has been promoted rather deliberately because a sailing-aversive China would fit in well with the non-capitalist development framework. This study shows that from 2100 B.C. to A.D. 1900, the Chinese were as enthusiastic about and capable of seagoing activities as other peoples. Evidence shows that economic interests provided Chinese sailing-related activities with a lasting impetus, and the private sector played a central role. However, maritime activities in China raise at least two paradoxes: the activities were incompatible with the agrarian dominance in the Chinese premodern economy, and there was a huge gap between China's maritime potential and maritime growth. This situation was symptomatic of both positive and negative effects of technical and economic aspects of premodern China. Technologically, limited maritime growth resulted from climatic and hydrographic conditions favorable to agriculture. Economically, it resulted from low Chinese participation in maritime activities because of safe returns from the agricultural sector. This book provides readers with a long-term analysis of Chinese maritime activities and their economic consequences in industries, infrastructure, trade, migration, and government policies. It shows a new insight into the causes for sterility of capitalist industrialization in premodern China.

This major study by Frederic Lane tracks the rise and decline of the great shipbuilding industry of Renaissance Venice. Drawing on a wealth of archival sources, Lane presents detailed descriptions of the Venetian arsenal, including the great galleys that doubled as cargo ships and warships; the sixteenth-century round ships, which introduced dramatic innovations in rigging; and the majestic galleons, whose straight lines and greater speed made them ideal for merchantmen, but whose narrowness made them liable to capsize if loaded with artillery. Additional chapters detail the actual process of ship construction, the organization and activity of the craft guilds, and the development and management of the Arsenal.

The book provides the first, complete overview of the American merchant marine during World War I: the rapid expansion of trans-Atlantic shipping; a record of shipbuilding between 1914-1918, including the revival of sailing vessel construction and wood and concrete freighters; profiles of the companies that operated ships; a record of all losses at sea from enemy action; highlights of the experiences of mariners with U-boat commanders and crews, mines, and aircraft attacks; and the role of the Naval Overseas Transportation Service.

Developments in Maritime Transportation and Exploitation of Sea Resources covers recent developments in maritime transportation and exploitation of sea resources, encompassing ocean and coastal areas. The book brings together a selection of papers reflecting fundamental areas of recent research and development in the fields of: - Ship Hydrodynamics - Marine Structures - Ship Design - Shipyard Technology - Ship Machinery - Maritime Transportation, and - Safety and Reliability Issues such as the Environment, Renewable Energy, Wave and Wind Modelling, Coastal Engineering, Fisheries and Legal Maritime Aspects are also addressed. Developments in Maritime Transportation and Exploitation of Sea Resources is intended for academics and professionals involved in the development of marine transportation and the exploitation of sea resources.

Commencement of Laytime is the only in-depth examination and discussion concerning the most important financial aspect of laytime which can affect all voyage charter parties and international contracts for the sale of goods. The information is presented in a style which is readable by ship operators, traders and other lay persons as well as legal professionals.

This book deals with various aspects concerning the design and fabrication of vessels for maritime transportation, namely, hydrodynamics, structures, machinery and propulsion systems, control systems, vessel design and shipyard technology, maintenance and repair. These volumes bring together an extensive collection of papers reflecting a number of fundamental areas of the exploitation of ocean and coastal resources. Subjects include the marine environment; fisheries and aquaculture; maritime transportation and port operation; coastal and offshore development; safety and reliability; and protection of the environment.

In July 1882, the steamboat Red Cloud hit a snag near Fort Peck, Montana, and settled into the bed of the Missouri River with a full cargo. The flagship of I. G. Baker and Company, it had served as an agent of change in the West through which it traveled. The Red Cloud was a symbol - and a source - of the trading company's success. This stern-wheeled, wooden-hulled packet boat carried both cargo and passengers on a ""floating palace."" When it sank five years later, though, the transcontinental railroad was already displacing the steamboat as the preferred way to transport both people and cargo. The first book to view the development of the Canadian Rockies from a maritime perspective, ""The Life and Times of the Steamboat Red Cloud"" ties the Missouri River's commercial development with the opening of the Canadian West and with the formation of the Canadian North-West Mounted Police. Readers interested in western history, maritime history, and nautical archaeology will find this book an invaluable addition to their libraries.

This fourth edition addresses certain developments, including the 1996 Protocol to the 1976 Limitation Convention, which have come into effect since publication of the previous edition. The chapters on limitation of liability for passenger claims and in relation to the carriage of goods have been updated, as has the chapter on limitation regimes worldwide. The book also focuses upon the practicalities of seeking to limit by reference to case law and procedural rules.

Voices on the River relates two centuries of tales of famous steamboats and of the men who piloted them, from the renowned Mark Twain to the trailblazing Captain Henry Shreve. The book portrays roustabouts on the main deck, passengers in plush cabins, pilots at the big steering wheel, and government engineers at work in shifting channels. It shows Native American tribes carried to exile; soldiers transported to army posts; artists, scientists, and adventures on their way to wild country; immigrants thronging river landings where the inland cities rose. Voices on the River follows the frontier commerce up the Mississippi River and its two major tributaries, the Ohio and the Missouri. It tells of steamboat speed records, races, and disasters, and of the growing nation in the vast Midwest. This book gathers memories of a wide variety of Misissippi characters to provide an engrossing portrait of the expanse of river life. "A big book, well balanced in facts and colorful stories."

With working lives characterized by exploitation and rootlessness, merchant seamen were isolated from mainstream life. Yet their contacts with workers in port cities around the world imbued them with a sense of internationalism. These factors contributed to a subculture that encouraged militancy, spontaneous radicalism, and a syndicalist mood. Bruce Nelson's award-winning book examines the insurgent activity and consciousness of maritime workers during the 1930s. As he shows, merchant seamen and longshoremen on the Pacific Coast made major institutional gains, sustained a lengthy period of activity, and expanded their working-class consciousness. Nelson examines the two major strikes that convulsed the region and caused observers to state that day-to-day labor relations resembled guerilla warfare. He also looks at related activity, from increasing political activism to stoppages to defend laborers from penalties, refusals to load cargos for Mussolini's war in Ethiopia, and forced boardings of German vessels to tear down the swastika.

Have you ever wondered about the origin of son of a gun, flotsam and jetsam, or hunky-dory? Youll find the nautical derivation of these expressions and more than 250 others in this collection of nautical metaphors and colloquialisms. In addition, this book includes thought-provoking and entertaining examples of these words drawn from literature, movies, and song, and contains sections of legends of the sea and weather lore. Fascinating reading for sailors and language enthusiasts alike.

Heres the scuttlebutt: Barge right in and swallow the anchor, and lets chew the fat and splice the main brace til were three sheets to the wind. Listen, you son of a sea cook, Im tired of minding my Ps and Qs. I tell you, Im all at sea, and this is the bitter end. Nothing I can do will keep this ship on an even keel. Hells bells! You think I didnt tell it to the old man? Delivered a broadside, I did, but he just called me a loose cannon. Maybe I caught him between wind and water. Listen, mate. Youd better bootleg a bible aboard. Were sailing under false colors, and where were headed its cold enough to freeze the balls off a brass monkey. Its Davy Jones locker Im talking about. The crew was scraped from the bottom of the barrel. They dont know the ropes, and anyway theyre deserting like rats from a sinking ship. Its time to fish or cut bait, mate, or therell be the devil to pay. No use flogging a dead horse. Lets stay armed to the teeth and look for any port in a storm. Therell be nothing but flotsam and jetsam when this tub goes down the hatch.

This text examines the developing nations who emerged from colonial or semi-colonial status, who began to pay, from the end of Second World War, increasing attention to shipping and international trade. It focuses upon the interaction between the policies of the developed and developing countries.