Command and Control of Civilian Contract Manned Navy Fleet Support and Military Sealift Command Ships.

DTIC Science & Technology

1983-12-01

58 APPENDIX B: COVER LEITERS RxErV FRC4 LABOR AND SHIPPING ORGANIZATINS ................................ 70 LIST CF...result of a merger between the Coast Seamen’ s Union and the Pacific Steamship Sailors’ Union. The SUP was under the leadership of Mr. Andrew Furuseth... leadership to emerge on the West Coast. As this emerging leadership tried to make new gains on the East Coast, it began to cme in conflict with the old-line

White Men in Quarantine: Disease, Race, Commerce and Mobility in the Pacific, 1872

PubMed Central

Foxhall, Katherine

2017-01-01

In July 1872, the steamship Hero underwent quarantine at Sydney’s North Head after a case of smallpox was diagnosed. This article brings together the histories of quarantine, white subjectivity and Pacific mobility through an analysis of the Loganiana newspaper produced by the passengers of the Hero during their confinement. The Loganiana provides a unique insight into the formation of white identities through discussions of race, commerce, science and inter-colonial politics. The case provides an important perspective on a transformative period in Australia’s border history, and also illuminates the tensions accompanying the transition from an older imperial order to political autonomy in the nineteenth-century Pacific. PMID:29888345

Occupational changes in the organ of hearing and equilibrium in sailors and fisherman

NASA Technical Reports Server (NTRS)

Menyakin, R. P.; Poperetskaya, V. I.

1980-01-01

Prophylactic examination in persons engaged in fishing industry and in sailors of ocean-going ships demonstrated occupational cochlear neuritis, resulting from the action of noise and vibration. Five hundred and fifty three sailors and fishermen working under conditions of noise were studied. A total of 233 persons 43.7% were found to be suffering from changes of the auditory analyzer typically resulting from the action of noise and vibration. The most pronounced changes of hearing were revealed in fishermen, in 44.8% of the persons examined, the percentage also being the highest among the engine room workers (63%). The incidence of cochlear neuritis in sailors of the ocean-going steamship line and in personnel of research ocean-going ships was almost equal (39.9-40%). These indices differed in the engine room workers (42-46%). Vestibular function was investigated by caloric and rotation tests with the use of electronystagmography. The data obtained point to diminution of the vestibular analyzer excitability with increase of the length of navigation service.

The "Oriental" problem: trachoma and Asian immigrants in the United States, 1897-1910.

PubMed

Shin, Ji-Hye

2014-12-01

This essay examines the period between 1897 and 1910, when trachoma, a contagious eye disease, became an "Oriental" problem that justified exclusionary immigration policy against Asians entering the United States. It also investigates the ways in which the public fear and alleged threat of the eye disease destabilized and undermined the rights of Asian immigrants. Many scholars have explored the link between trachoma and southern and eastern European newcomers, in particular Jews, but they have not paid much attention to Chinese or Japanese immigrants, for whose exclusion trachoma played a significant role. This is primarily because the number of Asian immigrants was much smaller than that of their European counterparts and because the Chinese Exclusion Acts, which had already been in place, functioned as a stronger and more lasting deterrent to Asian immigration than exclusion or deportation through medical inspection. Moreover, into the 1910s, medical and scientific innovations for detecting parasitic diseases (e.g. hookworm) helped American authorities exclude Asians in larger numbers. Still, the analysis of the discourses surrounding trachoma and immigration from Asia, though short-lived, demonstrates the role of medical inspection in controlling and regulating Asian immigrants, in particular Chinese and Japanese, into the United States and in constructing their legal and political rights. In 1906, the fear of trachoma justified an order to segregate Japanese students from white children in San Francisco even at the cost of compromising their rights as citizens. Along with fierce criticisms against immigration officials by the American public, the 1910 investigation of the San Francisco Immigration Office problematized the admission of trachoma-afflicted Asian immigrants. Those critical of the Immigration Office and its implementation of American immigration policy called for exclusionary measures to limit the privileges of exempt classes and domiciled aliens and hinder the exertion of their rights to leave and reenter their adopted country. The two examples show that trachoma was a convenient excuse to condemn inefficient immigration policy and regulate allegedly diseased Asian bodies. In 1910, the federal government made a decision to relegate to steamship companies full responsibility for medical inspection at Asian ports. Since they had to pay a fine for every immigrant excluded at American borders for medical reasons, including trachoma, steamship companies carried out more rigorous examinations. With medical advancements and growing interest in parasitic diseases, trachoma soon lost its appeal to immigration authorities. However, the association of immigration, race, and disease has continued to provide a rationale for immigration control beyond American borders.

Shipping lanes or offshore rigs

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1980-09-01

This information was from the Los Angeles Steamship Association (LASSA) luncheon meeting. The problems of limiting access and availability of the Santa Barbara/Santa Catalina channels to commercial vessel traffic and other related uses. LASSA speaks for about 85% of the maritime industry in Southern California. The Association is actively seeking a compromise with the oil companies in keeping the Vessel Traffic Separation Scheme (VTSS) in the channels; however, the Western Oil and Gas Association (WOGA) is seeking to abolish VTSS as currently established in the channels and move the sea lanes outside the Channel Islands, and open up the entiremore » Santa Barbara Channel to unlimited drilling sites. LASSA claims that moving the VTSS sea lanes outside of the Channel Islands would add 18 to 22 miles to the average trip from San Francisco to Los Angeles, with fuel cost etc. would make for a big loss to the merchant ship operators. LASSA has offered to support the concept of opening up the Buffer Zone that separates the Sea Lanes themselves to exploratory drilling. This two mile wide stretch of water is off limits to vessels and it would open new areas to the oil companies heretofore unaccessible to them. (DP)« less

A.E. Nordenski and the auroral oval

NASA Astrophysics Data System (ADS)

Nygrén, Tuomo; Silén, Johan

In 1857, Adold Erik Nordenskiöld (1832-1901), a Finnish geographer and mineralogist, was forced to withdraw from his position at the University of Helsinki because of a conflict with the czarist officials in Finland. He then moved to Sweden, where he became one of the most celebrated explorers of his time. Most famous of his polar expeditions was the discovery of the Northeast Passage. Nordenskiöld made his voyage in the wooden steamship Vega in 1878-79.Vega started its voyage on June 22, 1878, and was directed in a course around Scandinavia and along the Siberian coast toward Bering Strait. Nordenskiöld's plan was to reach the Pacific Ocean during the summer months, but this was hindered by unfavorable ice conditions. At the end of September the sea was blocked by ice fields, and the Vega had to pass the winter on the northern coast of the Chukchi Peninsula (67°4‧49″N, 173°23‧2″W)—exasperatingly close to the open waters of Bering Strait. The ship could not set sail any sooner than the following July when the sea was free again. After visiting Japan, China, and Ceylon, the Vega passed through the Suez Canal and finally, on April 24, 1880, arrived at Stockholm.

Plague, rats, and ships The realisation of the infection routes of plague.

PubMed

Sonne, Ole

Three plague pandemics plus several epidemics have ravaged the world. The three pandemics were characterised by the role shipping played in spreading of the plague. The third pandemic, which began in southern China in the 1850s, was carried out of Hong Kong in 1894 to all continents by steamships. The oldest known documents mentioning quarantine as a precaution against epidemics dates back to 1127 in Venice. During the second pandemic, the Black Death, quarantine was systematised. During the third pandemic gassing of the ships was introduced by burning sulphur. Later hydrogen cyanide, carbon monoxide and other toxic gasses have been applied. In many harbours the use of rat shields were made compulsory in the beginning of the 20th century. The French bacteriologist Alexandre Emile Jean Yersin isolated in 1894 and identified Yersinia pestis as the contagious agent in Hong Kong despite obstructions from the British authorities who favoured Shibasaburo Kitasato from Japan. Four years later the French scientist Paul-Louis Simond established the rat flee, Xenopsylla cheopis, as the vector transferring the bacteria from rats to humans. This discovery was, however, not recognized until 1903 and another five years passed until clinical consequences were taken during the plague epidemic in India 1908. Each pandemic lasted several centuries due to reintroduction of Y pestis from local reservoirs in rodent populations in addition to reintroduction from the original Asiatic reservoirs.

A Paleoecological View of the Anthropocene in Tropical South America

NASA Astrophysics Data System (ADS)

Bush, M. B.; McMichael, C. H.; Piperno, D. R.

2015-12-01

Many potential events could define the onset of the Anthropocene in the Neotropics. The first effects caused by humans included the final extinction of megafauna around 10,000 years ago, and changes in fire frequency, particularly after about 8000 years ago. The first agriculture (squash) is evident in northwestern regions at 9000 BP, and in the Amazon Basin maize is cultivated by 6300 BP. But these events have not been widely documented on the continent and if some chronological uniformity is sought as a guide to defining the onset of the Anthropocene, they would fail that test. Coming forward through time, increasing societal complexity is evident beginning about 3000 BP in both the Amazon and the Andes, but again the development was patchy. Some archaeologists are arguing that between c. 2000 BP and 500 BP the Amazon Basin became a manufactured landscape. While major river corridors were very likely influenced by human populations, the level of use in the great interfluvial areas (c. 90% of Amazonia) remains a matter of debate. The empirical data that exist for human presence in these areas point to sparse occupation, both in space and time, and the assertion that most of prehistoric Amazonia was manipulated by humans is unsupported. Following European contact, indigenous populations were reduced probably 90-95% within 200 years, which interrupted the cultural trajectory of the Neotropics. The next possible contender for the local onset of the Anthropocene was the Rubber Boom (1879-1912). The Rubber Boom greatly increased human populations along many of the Amazon's major rivers and tributaries. Hunting and deforestation picked up pace, and the growing presence of steamships allowed exportation of a wide range of Amazonian products beyond rubber, e.g. plumes, timber, and turtle oil. In addition to these local effects, the global effects that came with increased fossil fuel use and industrialization, would also have influenced all of South America. Even so, the influence of the Rubber Boom would have been strongest in the Amazon Basin and far milder in the Andes or along the Pacific coastline. In the 1950s-1970s the green revolutions and fossil-fuel based agriculture caused an increase in global NOx. Increased NOx deposition and the appearance of plastics may be defining markers of the Anthropocene in South America.