Cabotage

Africa’s overseas air links changed considerably in the 1950s when two UK-based private air transport companies used new legislation to operate scheduled flights between the UK and its African colonies at controlled low frequencies and low fares. One federal-colonial airline exercised reciprocal rights. Governance of operators, aircraft, routes, fares and frequencies devolved to UK aviation authorities, in consultation with colonial institutions. Fearing erosion of its dominant business, the entrenched British national airline objected to many proposed new ‘Colonial Coach’ services. Facing persistent (but not always well-founded) opposition and tight regulation, the two companies nevertheless expanded their geographical reach on routes between London and Accra, Nairobi and Salisbury. The paper analyses the challenges in the three regional spheres of operations. The two airlines carried between a quarter and a third of all air passengers on direct routes between the UK and Africa in the 1950s. The requirement that only obsolescent aircraft could fly Colonial Coach services was dropped when that threatened their sustainability. The services lasted until political independence in African countries invalidated British cabotage services and gave privileges to indigenous airlines.

This article examines the performance of the Nigerian Maritime Industry over a fifty year period. It suggests that the Nigerian maritime industry has not achieved optimum performance in the last 50 years and that the industry has not realized its full potential as tool for sustainable socio-economic development in the country.It highlights several factors responsible for the poor performance of the industry and suggests holistic policy and regulatory measures to enhance the performance of the industry.

ABSTRACT
ASEAN Open Sky Policy (AOSP) is a decision to open the air territory among ASEAN Countries for commercial purposes. This decision is a consequence of air travel liberalization that signed by ASEAN countries in Bali Concord II that declared on ASEAN Summit 2003 and the declaration of WTO/GATS according to UU Number 7 1994.
AOSP has 13 stages that has to implement by means of Single Aviation Market as its final objective. Therefore, OSP has many challenges to ASEAN countries especially in Indonesia as the biggest population in Southeast Asia. Implementation of OSP specifically in Cabotage stage (stage 8) will make possibility to all national flight careers in conduct domestic flight among ASEAN countries. Moreover, if the decision is fully implemented, it will make Southeast Asia become a borderless region especially in air travel dimension. However, in order to implement full stages, the advance preparation is mandatory in every sector (regulator, air travel and business). Therefore, if Indonesia can manage the preparation, certainly Indonesia as a nation will become a success country which implement OSP in ASEAN rather than just being a market.
Furthermore, in order to analyze these issues, researcher implements protectionism and compliance theory, where protectionism will focus on how Indonesia manages market in Indonesia itself, Will Indonesia fully implement the final stage of AOSP or will Indonesia open their domestic market? Moreover, theory of compliance will deeply concern on how Indonesia obey the regulation and all decisions of AOSP in order to complete the full stages.
The methodology of this study is descriptive analysis which will present and explain about how Indonesian air transport preparation and government in order to complete the implementation of full stages of AOSP. Another important thing is the technique of this study is field research where researcher went to Transportation ministry of Republic of Indonesia in getting the data through in-depth interview.
Finally, according the data and research found that Indonesia still consider to implement full stages of AOSP especially in cabotage stages. Moreover, as active member of ASEAN in regarding of this issue, Indonesia is still on preparing all the aspect especially in air transport sector to support participation of Indonesia in OSP so, that after all the advance preparations, Indonesia can fully participate without any reason and consideration.

Britain first exerted considerable civil and military aerial authority in Africa in the 1920s and 1930s. The occasional but striking presence of British pioneer pilots and aircraft was soon followed by formal agreements about Empire airbases, and operation of imperial airline service. During the Second World War, all British aviation resources in Africa were tailored to mobilising and executing military action. At the end of the War, Britain’s nationalised airline resumed scheduled commercial services to and from Africa. In the post-War Commonwealth there was demand for air services at lower prices than Britain’s flag-carrying airline offered. Private charter airlines provided long-haul but low-cost ‘trooping’ flights, ‘colonial coach’ passenger flights, and ‘tramp’ cargo flights, and consolidated and extended British aerial presence and influence in Africa. Mostly, London set and managed the regulatory regime under which they operated. Coloniality provided a key licensing element. In the 1950s, before widespread decolonisation, the authority for the least expensive long-haul flying across Africa vested in layers of complex regulation in Britain.

La grille du tableau respecte l'ordre des éléments contenus dans les registres de la police maritime de Catane. L'italique a été utilisé pour les noms des navires et pour ces types de bateaux figurant en dialecte ou en forme mal transcrite. Les toponymes, sauf Girgenti qui a été lassée avec la dénomination dialectale originale en italique, ont tous été traduits en français.

This paper looks at the effects of the centralization and the hierarchical organization of ports and harbours, which were started in the mid XVIII century and later ratified with the foundation of the Real Consulado de Comercio de A Coruña (the Royal Consulate of Commerce in La Coruña), on the subsequent commercial development of coastal Galicia in 1785. The ups and downs in daily commerce with respect to both commerce and shipping in the whole of Galicia, as well as to the main ports on its southern and northern atlantic coast are also considered. The main factors behind the functioning of the coastal markets, as well as the commercial structure of one of the most important coastal enclaves in south-west Galicia are studied in a geographical context. Finally, the paper analyses the impact and consequences of maritime commerce on the evolution of the Galician economy and society during the XVIII and XIX centuries.

L'article pretén una succinta descripció de l'aparició de les primeres xarxes comercials i companyies dedicades a la comercialització del suro a mitjans del segle XVIII, més precisament entre els anys 1750-1760. S'hi descriuen algunes particularitats de les infraestructures portuàries, l'arribada del primers tapers francesos i la formació de les principals empreses exportadores de Sant Feliu de Guíxols i de Palamós, amb una breu exposició de l'entramat de relacions comercials que s'estableix en aquesta fase primigènia del desenvolupament de la industria tapera al Baix Empordà.

Cabotage navigation is a fundamental part of the optimization of transport networks for large volumes of cargo over long distances, with significant potential for expansion in view of an extension of the Brazilian maritime coast and a territorial dimension of Brazil. The reduction in transportation costs and, consequently, the logistic costs, is directly linked to the replacement of the current mode of road transportation by cabotage. In this article, two transportation channels of the military supply chain involved in the 8th Military Region were described: the internal and the external. The methodology applied to the research was developed based on the technical knowledge applied to the case of the 8th RM, comparing transport costs between the two modes. As a result, it was found that with the insertion of cabotage, some routes performed by road can be suppressed, favoring the reduction of transportation costs for the Brazilian Army in the Eastern Amazon.

Tableau 1. Nombre de navires immatriculés dans les circonscriptions maritimes de Palerme, Messine et Catane en 1859, avec l'indication du tonnage Port Nombre de navires Tonnage Circuits maritimes, dynamiques commerciales et habitat côtier en Sicile orien...