#cabotage

[ironmanrecords]

Tour Management: Crossing the UK/EU Border - Transporting musical instruments or equipment

No more ATA Carnets for small artists carrying their own musical instruments and equipment. MU member and founder of ukeartswork, Ian Smith says: “This in very real terms is great news…..It’s a game changer for smaller bands and musicians who do not have the budget to pay for a carnet, when in fact they’re only taking over an instrument or two and an amp/mike.” Please note: This information and…

[maritimecyprus]

Maritime Law: Cabotage Laws from Around the World

Maritime Law: Cabotage Laws from Around the World

[frenchbulletin]

"Smyrne" "résout" les problèmes de Thessalonique - Smyrne

“Smyrne” “résout” les problèmes de Thessalonique – Smyrne

Beaucoup appellent cette connexion une “ligne d’amitié” qui marque l’entrée de la compagnie Levante dans les navigations internationales, mais aussi ses débuts sur une ligne en dehors de la mer Ionienne, dans une entreprise de “pari”. Après de nombreux reports, le signal a été donné et le 10 octobre, le ferry à passagers Smyrna Smyrna di Levante de Levante Ferries commencera ses services…

[whencyclopedia]

Syracusia

The Syracusia was an ancient sailing vessel designed by Archimedes in the 3rd century BCE. She was fabled as being one of the largest ships ever built in antiquity and as having a sumptuous decor of exotic woods and marble along with towers, statues, a gymnasium, a library, and even a temple.

A New Approach

Ancient seafaring is usually perceived as a cabotage maritime navigation. The term comes from the French verb caboter meaning “traveling by the coast.” People of antiquity (Egyptians, Greeks, and Romans) usually sailed following the coastline and did not take the risk of going too far out on the high seas. Nevertheless, there are sources confirming that there were exceptions, and the first of them took place as far back as the 3rd century BCE.

In Sicily, under the ruling of king Hiero II of Syracuse (270 – 215 BCE), a ship with stunning dimensions was built. The material used for the construction of that giant boat equated to the material for 60 regular ships. What was more, that vessel was meant to leave the secure coastal lanes and to cross the Mediterranean Sea. The ship was given a name – Syracusia – and represented what could be called “the first liner of antiquity.”

Continue reading...

[blueflipflops]

English is a bunch of othe lanvuages stacked on top of each other under a trench coat

[candm-brittany-2023]

We walked to a créperie close to the boat, had a crépe, wine ,coffee and a pommeau. The skipper had forgotten about pommeau. It’s a kind of apple liqueur. It’s on the shopping list!

There are a number of heritage boats gathering here, presumably in readiness for the Festival of the Sea in the Gulf of Morbihan in 8 days time. It’s good to see.

From where we were sitting it appeared that there were people up on the roof. They were actually on the rock that we assume is called Bernard.

It was a warm afternoon and we relaxed and played games on board. We’re going to stay until Wednesday, that means we had to pay for 3 nights. Never mind, we’ve done well so far on freebies.

Now a little on La Roche-Bernard.

In around the year 1000, a lord built his castle on the rocky spur overlooking the Vilaine. La Roche-Bernard was created. Thanks to its strategic situation on the Vilaine river, its port activity developed from the Middle Ages, partly thanks to trading in cereals, wine, salt, etc. It reached its height at the end of the 19th century. In the Middle Ages, La Roche-Bernard already had fairs and markets and, as it was a place where the river met the roads from Nantes and Vannes or Redon, it developed the business of receiving and protecting travellers. After the Arzal dam was built, the port was converted to welcome pleasure boats.

The old town, full of character, has many walks, meandering from old alleyways to walks wandering through picturesque streets, some with steps, lined with 16th and 17th century houses.

The old port is a historic place overlooking the narrow channel, buildings bring the maritime past back to life. Fishing, shipbuilding and cabotage are mentioned in the Musée de la Vilaine maritime in the large house called “Le Château”. The five storeys of this surprising building are built directly on the rock. A figurehead of the town’s architectural beauty!

[narbemimicroatieabicyclette]

Croisière sur l'Adriatique

vendredi 5 mai 2023

ZADAR -⛴️ - MALI LOŠINJ (ÎLE DE CRES)

Le vendredi, c'est croisière...

Une mer de kayakiste !!!! Des îles partout, mais toujours pas de plages...

Nous debarquons à Mali Losinj après 6h de cabotage entre les îles avec le ferry qui transporte toutes sortes de colis que les iliens s'empressent de venir récupérer avec toutes sortes de charriots.

Jolie promenade sur voie cyclable jusqu'à Veli Losinj et ses 2 petits ports. Changement d'ambiance, on dirait l'Italie !

Bivouac sous les pins au bout du port et de sa petite plage en compagnie de 2 motards allemands.

[carolemm]

Le sinagot ou sinago est un petit voilier à deux mâts, caractéristique sud petit port de Séné près de Vannes (56). Il est traditionnellement utilisé pour la pêche et le cabotage dans le Golfe du Morbihan jusqu’au XXe siècle.

[allthebrazilianpolitics]

Brazil business would opt for alternative modes of transport

About 38% of Brazilian business owners would change from road transport to other options if they were available, according to a survey by industrial association CNI.

"The survey showed that among the business owners who would be willing to change the mode of transport of their companies, the vast majority would opt for the railroad segment," Matheus de Castro, the manager of CNI's transport and urban mobility area, told BNamericas. The airline and cabotage segments were also strongly favored among the 2,500 respondents.

The survey can be accessed here.

"With greater availability of rail, or even cabotage, we have a reduction in financial costs for companies and a reduction in the levels of greenhouse emissions by trucks. At the bottom line, this change would have a positive impact on the finances of companies and from an environmental point of view," said Castro. 

Continue reading.

[moko1590m]

カボタージュ（英語: Cabotage）は、同一国内の港間の沿岸輸送（内航海運）を意味する[1][2]。 同一国内の空港2拠点間運輸は特に、エア・カボタージュまたは航空カボタージュと称する[1][2]。 カボタージュ制度ないしカボタージュ規制とは、自国の沿岸輸送（内航海運）は自国籍船に限るという規制である[3][4]。国家の安全保障などの目的がある[3]。

カボタージュ - Wikipedia

[monnichworld]

Trains de nuits

Vienne - La Spezia Cinque Terre Avec un des nightjet de la compagnie autrichienne ÖBB : rames modernes ultraconfortables. Départ à 19h18 pour une durée de 16 heures Prix planchers entre 86€ et 160€ ÖBB

Intercity de nuit de Rome à Palerme Ce train de nuit est le seul d'Europe à emprunter un ferry pour traverser le détroit de Messine et rejoindre la Sicile. Réveil et arrivée au lever du soleil dans un train-bateau ! A partir de 70€

Trenitalia

Berlin - Stockholm Gros fauteuil en cuir, voiture-restaurant au mobilier en bois où viennent s'attabler les familles, couette scandinave et oreillers moelleux dans les compartiments deux places, tout cela participe à sa convivialité Départ à 21h10 pour une durée de 16 heures Prix planchers entre 335€ en compartiment deux lits

Snalltaget

Londres - Penzance Un cabotage ferroviaire le long des Cornouailles : c'est la promesse du Nught Riviera Sleeper, un convoi de la fin des années 1970 offrant dans un espace exigu, tout le confort à l'anglaise. Une quinzaine d'arrêts avant de rallier la station balnéaire de Penzance et ses eaux turquoises, à l'extrémité sud-ouest du réseau ferré. Rénovées en 2017, les rames tractées par d'imposantes locomotives diesel - bientôt remplacées par des machines moins polluantes - ont conservé un détail remontant aux débuts du chemin de fer : il faut, une fois la vitre baissée, tourner la poignée extérieure pour descendre.

[presslakay]

Ouragan Beryl : les activités de cabotage interdites sur toute la côte Sud d’Haïti

En raison du passage de l’ouragan Beryl dand le Sud-Est et le centre de la mer des Caraïbes, le Semanah interdit toutes activités de cabotage sur toute la côte Sud d’Haïti. Désormais qualifié de tempête de catégorie 5, l’ouragan Beryl qui continue à se renforcer dans la mer des Caraïbes se présente comme une vraie menace pour Haïti ou du moins le grand Sud. Alors que le système poursuit son…

[yanzinator]

SO WHILE HE SITS THERE OUR PEOPLE DIE

HE'S GOT A FOREIGN FLAG ON HIS SIDE

OH MY GOD IT'S SO BIZZARE

WHY CAN'T HE JUST DOCK

IT'S CABOTAGE!!!!!!!

[hardynwa]

NIMASA, Dangote Refinery unveil committee to tackle operational concerns

The Nigerian Maritime Administration and Safety Agency (NIMASA) and the Dangote Refinery have set up a special committee to address the operational concerns of the refinery. The two parties gave the committee a two-week timeline to provide a report that would be implemented to ensure the easy sail of the refinery. The agreement was reached when Mr Akin Omole, the Managing Director Dangote Port Operations, on behalf of Dangote Petroleum Refineries and Petrochemicals FZE, paid a courtesy visit to Dr Bashir Jamoh, NIMASA Director-General, on Tuesday in Lagos. Jamoh nominated the Director, Cabotage and the Director Internal Audit to be NIMASA’s representatives in the committee. “The Director Cabotage provides the law and that of Internal Audit will ensure that fees of the agency are received. “I suggested a joint committee between the agency and the Dangote Refinery for us to sit down and look at issues and where you don’t understand, explanations will be given on the do’s and donts. “If no objections, I will like us to adopt what I suggested because we are in a democracy, I cannot just sit down because I am a regulator and impose things on you,” he said. Jamoh said the commencement of the refinery would boost domestic oil requirement capacity of the country. He noted that the agency had to be certain of revenue adding that they would not be so selfish, especially with the challenges in the country. “I have listened attentively on the issue of the Cabotage Act 2003, and we have seen the letter from Dangote Group and we have responded to that point by point. “Now that you are here, it is good to put our heads together and ensure that we remove the grey areas that will hinder the operations of the refinery. “Since the commencements of the operations of the refinery, NIMASA did not take any sledge hammer and insist on the full compliance of the Cabotage Act, our concern is the grey areas and how it can be addressed so that it cannot jeopardise laws of the land. “Now that you are here as a team, we have more explicit report on the way and manner this Act can be implemented and utilised,” he said. Responding, Omole said he was in full support of the idea pushed by Jamoh. According to Omole, this act will ensure that the refinery is not in breach of the Cabotage Act. “We talked about business being done in a way that there is no obstruction, no delay. “In shipping, a day delay is a huge cost, we have an average of over $50,000 demurrage on a ship per day, so we want to be sure that these kinds of delays are not experienced. “All bottlenecks, hindrances that will cause the delay will be addressed jointly and collaboratively with our team and NIMASA team,” he said. He said the strategic importance of Dangote Refinery was not only for Nigeria’s economy but Africa, as a whole. Read the full article

[johnjankovic1]

Maritime Nationalism

He who commands the sea has command of everything. Themistocles, c.525-460 BC

Both protectionism and strategic investment have been mainstays in America’s buildup of its Merchant Marine whether by cabotage or subsidies since its divorce from the metropolitan power of Britain. In the post-independence era statesmen began in earnest to cradle waterborne commerce against the predations of Europe’s many empires in the Mercantilist Age. No longer a captive market or a feedstock of Old Europe the New World of America came to be emancipated from the yoke of subjugation to claim sovereignty once and for all over its proper interests. From that point onward the country would be spared from Britannia’s monopoly. Economic growth so became a function of efforts meant to fructify an armada of ships as the young republic was poised to command the high seas. Seafarers who braved the open waters with the countenance of Congress went on to carve out new trade routes bereft of the previous restrictions prevalent under the jackboot of British colonialism. In fact right in the thick of the Revolutionary War was the Treaty of Amity and Commerce of 1778 negotiated with France to export commodities and import manufactures. Access to French ports gifted America with a ‘Most-Favoured Nation’ status whereby its trade advantages would be as favourable as any other counterpart with such privilege.

This parity in trade relations not only vouchsafed greater autonomy to the fledgling economy through the diversification of markets but it was a fillip to industrial development as well. The influx of capital goods which circumvented both colonial and agrarian dependence quickly became the grist for manufacturing. America’s lowly status as a supplier for raw goods would be no more when the paradigm of exploitation codified by Britain’s Navigation Acts came to be undone. Exports from the homeland thus began to skirt the predatory practices endemic to Britain’s dealings with its colonies. Those prohibitively high tariffs that once hobbled America’s industries gave way to a stronger purchasing power whereby capital accumulation could be more keenly ploughed into investments for machines and factories. This shift of production factors essentially laid the foundations for the Industrial Revolution in the 19th century on the opposite side of the Atlantic. Finally American industries stopped being curtailed when the growing profitability of cash crops were not marauded by tariffs in a stark departure from the mores of mercantilism under Britain (Eckes 1995). This newfound inflow of capital set America upon the path of industrialization whilst its cities evolved into hives of commercial activity.

Industrial policy buttressing maritime trade had an intimate symbiosis with urban growth as the economy matured. Over time a panoply of consequences saw a throng of dockworkers and businesses coalesce around the magnet of shipyards in New York and Boston which epitomized gateways to Atlantic trade. In short order did the copious amounts of cargo to these ports transform them from sedate outposts into the beating heart of America’s industrialization. Like a beacon in the dark the wealth generated here attracted immigrants and migrants alike who in turn changed the profile of these metropolises in indelible ways. It was within this melting pot of people and goods that the Buttonwood Agreement of 1792 emerged which heralded the genesis of the New York Stock Exchange and the creation of Wall Street that was once the physical wall on the periphery of the New Amsterdam settlement (Eisenstadt 1994). The reason why banks proliferated most prominently in New York was in virtue of how merchants and traders availed themselves of these institutions to manage their earnings whereby the financial sector found itself wedded to the maritime industry. Pursuant to the laws of unintended consequences Wall Street was therefore intrinsically a function of New York City’s thriving docks by catering to the nouveau riche.

Around the same time the Tonnage Act of 1789 further cultivated the indigenous maritime industry to run athwart of the legions of fleets from established merchants across the sea. To build, be a proprietor of or operate an American ship was given greater prominence than the scores of vessels registered outside of the territory. The genius of this industrial policy was to proffer a substantial cost advantage to the domestic industry so it may wean itself off from Europe’s hegemony. Where shipbuilding once languished this new incentive by government design beckoned shipwrights to produce at scale so they may remedy the disparity that would follow from American harbours being less hospitable to foreign craft. Those behemoths in the water made at home were subjected to nominal tariffs of only 6 cents per ton whereas others were levied 50 cents for the equivalent mass (Miller 1960: 19). Naturally it became more profitable to ferry goods aboard domestic ships whereby in less than a decade 94 percent of vessels entering mainland ports originated from the Union (Hutchins 1941). Not only did this Act serve as a source of revenue for the federal government but it equally hedged against industry being overwhelmed by European competitors. This stratagem of bestowing preferential rates onto native ship producers aroused the growth of the maritime sector.

By the mid-18th century the fruits of this partiality towards American shipbuilders saw their gross tonnage of craft reach 3.5m only second to Britain’s 3.8m. Where the Merchant Marine acquired their comparative advantage was in the ready supply of oak timber and pine masts that could be exploited to build the variety of barques, brigs, schooners and clippers with gusto (Hutchins 1941: 172). This taxonomy of ships was turned out in large numbers since America prospered from natural endowments of production factors that were scarcely found in such bounty elsewhere. Whilst this deficit handicapped other economies the eastern seaboard was left immune to this affliction of timber famine. It was particularly the fallowed lands of Maine where vast stores of wood could be felled next to tidewaters whose location was propitious for sawmills in close vicinity. The short haul of local timber was just one of many cost advantages conducing to a maritime industry of international repute. Economies were aplenty in the midst of the early years so long as it was not necessary to venture deep into the interior across marshes for the purpose of cutting down forest lest shipyards become crippled by the paucity of inputs. In the fourth quarter of the 18th century shipbuilding was then a staple for the seaboard economy as production intensified.

[ajed-browne]

Remy: Cabotage (Beastie Boys Sabotage Parody)