Seafaring, as a traditionally male-dominated industry, continues to have very few female seafarers, with approximately 2% globally being women. This paper draws on the findings of a study that considered both the experiences of women seafarers working in the UK shipping industry and the views of key industry stakeholder representatives, and asks what must be done to improve those experiences? Responses across the industry suggest that all women seafarers will experience some form of harassment during their careers, which has significant implications for their occupational health, safety and wellbeing. These experiences reflect failures of leadership in developing and promoting a safe and inclusive onboard culture. This paper calls for fundamental change within the industry, including improvements in training and leadership to reflect modern seafaring and diversity on board. It also calls for relevant policy and strategic changes to be based on the views of seafarers and their representatives. It concludes that improving the experiences of women on board will improve the occupational health, safety and wellbeing of all seafarers, regardless of gender or any other characteristic or classification.

It is intrinsically plausible that the Odyssey, which freely uses realistic details of many aspects of life on and beside the sea, was informed by real seafaring experience. This paper corroborates that hypothesis. The first part catalogues parallels between details of Odyssean and real-world seafaring. Odyssean type-scenes in particular echo real practice. The second part argues that three larger episodes have real-world parallels—the visit to the Lotos Eaters anticipates incidents of sailors deserting in friendly ports; the escape from Skylla and Charybdis demonstrates a safe course through a turbulent strait, and the encounter with Ino / Leukothea foreshadows the contemporary phenomenon of a sensed presence during a crisis. The pattern of coincidence between the Odyssey and the real world of seafaring constitutes a cumulative argument that suggests that those episodes in particular, and the poem as a whole, was informed by that world—a conclusion with consequences both for our understanding of the poem, and for our knowledge of the early Mediterranean maritime.

The Lapita expansion took Austronesian seafaring peoples with distinctive pottery eastward from the Bismarck Archipelago to western Polynesia during the late second millennium BC, marking the first stage in the settlement of Oceania. Here it is shown that a parallel process also carried Lapita pottery and people many hundreds of kilometres westward along the southern shore of Papua New Guinea. The key site is Hopo, now 4.5km inland owing to the progradation of coastal sand dunes, but originally on the sea edge. Pottery and radiocarbon dates indicate Lapita settlement in this location c. 600 BC, and suggest that the long-distance maritime networks linking the entire southern coast of Papua New Guinea in historical times may trace their origin to this period.

The colonisation of the Pacific islands represents one of the major achievements of early human societies and has attracted much attention from archaeologists and historical linguists. Determining the pattern and chronology of colonisation remains a challenge, as new discoveries continue to push back dates of earliest settlement. The length and direction of the colonising voyages has also led to lively debate seeking to trace languages and artefactual techniques and traditions to presumed places of origin. Seafaring simulation models provide one way of resolving these controversies. One of the most remote of these island groups, the Marianas, is shown here to have been settled not from Taiwan or the Philippines, as has been argued in Antiquity by Hung et al. (2011) and Winter et al. (2012), but from New Guinea or Island Southeast Asia to the south. It represents an incredible feat of early navigation over an ocean distance of some 2000km.

Although the Philippines is hardly known for sending out migrants prior to the twentieth century, and even among seafarers only the galleon age is remembered, this article provides evidence of transcontinental maritime movements from the late eighteenth century until the early twentieth century. These migrants were known in the English-speaking world as Manilamen. Most were seafarers, but some became involved in pearl-shell fishing, while others engaged in mercenary activities. They settled in key ports around the world, their numbers in any one location fluctuating in response to changing circumstances. Despite relocation to distant places, the difficulties of communication, and the impetus toward naturalization, Manilamen seem to have retained some form of identification with the Philippines as homeland, no matter how inchoately imagined.

Archaeological sites in Croatia's shallow waters are mentioned in written sources from the sixteenth century, and since the eighteenth century they have been used as evidence for the sinking of the Eastern Adriatic coast. It was at the end of the same century that the first Roman shipwreck in Croatian waters was reported. Sponge divers and coral hunters raised archaeological finds from the seabed off the Croatian coast, thus contributing to the creation of many private and monastic collections. Isolated campaigns aimed at protecting underwater cultural heritage began in the 1950s, and by 1970 these efforts became part of a well-organized system. Although the lack of systematic research remains notable, a number of surveys and rescue excavations have enriched our knowledge of ancient seafaring along the Croatian coast and have contributed to the study of the maritime environment. Some well-preserved shipwrecks from classical antiquity and the modern era show excellent potential for the in situ protection and presentation of Croatian underwater cultural heritage.

This article seeks to illustrate the decisive contribution of the sea environment and particularly the sea-surface circulation (which is determined by the circulation of sea currents and the winds) to the early growth of seafaring and maritime communications in the prehistoric Aegean. Given the means and techniques of navigation in that era, an attempt is made to reveal a dense network of sea routes which vessels could follow through the Aegean, in order to facilitate their trip. These sea routes are primarily based on environmental data and are confirmed concurrently by archaeological evidence and data of ancient sources. Therefore, it is evident that these sea routes played an important role not only in the early inhabitation of the Aegean islands and the foundation of coastal settlements throughout the Aegean area from the sixth millennium BC to the end of the third millennium BC, but in the development of the Aegean civilization during earlier prehistoric times as well.

Evidence that the earliest settlers on Rapa Nui (Easter Island) may have come from Mangareva and its outlying islands in Central East Polynesia is supported by the journey of the experimental voyaging canoe Hōkūle'a from Mangareva to Rapa Nui.

New evidence for the movement of Neolithic basalt adzes across the Taiwan Strait may indicate the beginnings of regular Austronesian voyaging. This seafaring tradition culminated in the Polynesian colonization of the Pacific.