Honores a Sir Ernest Shackleton en Sanidad Militar / Honors to Sir Ernest Shackleton in Military Health / Honras a Sir Ernest Shackleton em Saúde Militar

Ernest Shackleton ha sido en la historia, un personaje que dejó huella como ejemplo de resiliencia y liderazgo. En 1914 realizó como jefe de expedición su segundo viaje antártico, frustrado por el hundimiento de su buque insignia. La operación de rescate del grueso de la tripulación varada en el continente más meridional lo llevó a recalar en Montevideo. Desde este puerto partió el buque Instituto de Pesca N°1, con tripulación de Uruguay y Shackleton incluido, no logrando completar el salvamento. De esta acción nació el aprecio hacia la persona del explorador por parte del gobierno de la República. En su postrer travesía, ya fallecido llegó a las Islas Georgia del Sur y a su cuerpo se le realizó un proceso de conservación para ser traído a nuestro país y continuar viaje al puerto de origen en Inglaterra. Es en esa circunstancia que el gobierno del doctor Baltasar Brum solicitó a la Comisión Permanente del Parlamento, se le rindieran honores fúnebres de Ministro de Estado. El embalsamado del cuerpo fue realizado el 30 de enero de 1922, por parte de personal médico y técnico del Hospital Militar, así como los honores que le rindieron por el Servicio de Sanidad del Ejército y la Armada.

Ernest Shackleton has been in history, a character who left his mark as an example of resilience and leadership. In 1914, as expedition leader, he made his second Antarctic voyage, frustrated by the sinking of his flagship. The operation to rescue the bulk of the crew stranded on the southernmost continent led him to Montevideo. The Instituto de Pesca N°1, with Uruguayan crew and Shackleton included, departed from this port, but was unable to complete the rescue. From this action was born the appreciation of the explorer by the government of the Republic. In his last voyage, when he died, he reached the South Georgia Islands and his body underwent a preservation process to be brought to our country and continue his voyage to the port of origin in England. It is in this circumstance that the government of Dr. Baltasar Brum requested the Permanent Commission of the Parliament to pay him the funeral honors of a Minister of State. The embalming of the body was carried out on January 30, 1922, by medical and technical personnel of the Military Hospital, as well as the honors rendered by the Army and Navy Health Service.

Ernest Shackleton deixou sua marca na história como um exemplo de resiliência e liderança. Em 1914, ele fez sua segunda viagem à Antártica como líder da expedição, frustrado pelo naufrágio de seu navio principal. A operação para resgatar a maior parte da tripulação encalhada no continente mais ao sul o levou a Montevidéu. O Instituto de Pesca N°1, com tripulação do Uruguai e Shackleton incluído, partiu desse porto, mas não conseguiu concluir o resgate. Essa ação deu origem ao reconhecimento do explorador pelo governo da República. Em sua última viagem, quando morreu, chegou às Ilhas Geórgia do Sul e seu corpo foi preservado para que pudesse ser trazido ao nosso país e continuar sua viagem até o porto de origem na Inglaterra. Foi nessa circunstância que o governo do Dr. Baltasar Brum solicitou ao Comitê Permanente do Parlamento que lhe prestasse as honras fúnebres de um Ministro de Estado. O embalsamamento do corpo foi realizado em 30 de janeiro de 1922, pela equipe médica e técnica do Hospital Militar, bem como as honras prestadas a ele pelo Serviço de Saúde do Exército e da Marinha.

Exploration and mortification: Fragile infrastructures, imperial narratives, and the self-sufficiency of British naval "discovery" vessels, 1760-1815.

Eighteenth-century naval ships were impressive infrastructures, but subjected to extraordinary strain. To assist with their "voyage repairs," the Royal Navy gradually established numerous overseas bases, displaying the power, reach, and ruthless logistical efficiency of the British state. This article, however, is concerned with what happened where no such bases (yet) existed, in parts of the world falling in between areas of direct British administration, control, or influence. The specific restrictions imposed by technology and infrastructures have been studied by historians interested in naval strategy, but they can also help to reframe national narratives of power or observe the transnational interactions surrounding access to knowledge and resources. This paper discusses the material, cultural, and diplomatic constraints that could appear when vessels, and especially "discovery ships," sailed in strange waters or sought technical assistance in allied ports. I argue that the "mortification" of some commanders at their vessels' unfitness for service was an important - and often neglected - element on the palette of emotions undergone by voyagers, capturing their strong sense of ultimate material powerlessness. Such frustration even became embedded in imperial cartography, as shown by the case study of Matthew Flinders. This perspective highlights the limits of naval technology, complicating imperialistic "success stories" and better reintegrating the navy into the history of maritime travel and transportation, from which it is often singled out.

Batavia shipwreck timbers reveal a key to Dutch success in 17th-century world trade.

Ocean-going ships were key to rising maritime economies of the Early Modern period, and understanding how they were built is critical to grasp the challenges faced by shipwrights and merchant seafarers. Shipwreck timbers hold material evidence of the dynamic interplay of wood supplies, craftmanship, and evolving ship designs that helped shape the Early Modern world. Here we present the results of dendroarchaeological research carried out on Batavia's wreck timbers, currently on display at the Western Australian Shipwrecks Museum in Fremantle. Built in Amsterdam in 1628 CE and wrecked on its maiden voyage in June 1629 CE in Western Australian waters, Batavia epitomises Dutch East India Company (Verenigde Oostindische Compagnie, or VOC) shipbuilding. In the 17th century, the VOC grew to become the first multinational trading enterprise, prompting the rise of the stock market and modern capitalism. Oak (Quercus sp.) was the preferred material for shipbuilding in northern and western Europe, and maritime nations struggled to ensure sufficient supplies to meet their needs and sustain their ever-growing mercantile fleets and networks. Our research illustrates the compatibility of dendrochronological studies with musealisation of shipwreck assemblages, and the results demonstrate that the VOC successfully coped with timber shortages in the early 17th century through diversification of timber sources (mainly Baltic region, Lübeck hinterland in northern Germany, and Lower Saxony in northwest Germany), allocation of sourcing regions to specific timber products (hull planks from the Baltic and Lübeck, framing elements from Lower Saxony), and skillful woodworking craftmanship (sapwood was removed from all timber elements). These strategies, combined with an innovative hull design and the use of wind-powered sawmills, allowed the Dutch to produce unprecedented numbers of ocean-going ships for long-distance voyaging and interregional trade in Asia, proving key to their success in 17th-century world trade.

Underground and Over the Sea: More Community Prophylactics in Europe, 1100-1600.

Public health historians have repeatedly shown that the theory, policy, and practice of group prophylactics far predate their alleged birth in industrial modernity, and regularly draw on Galenic principles. While the revision overall has been successful, its main focus on European cities entails a major risk, since city dwellers were a minority even in Europe's most urbanised regions. At the same time, cities continue to be perceived and presented as typically European, which stymies transregional and comparative studies based at least in part on non- or extra-urban groups. Thus, any plan to both offer an accurate picture of public health's deeper past and fundamentally challenge a narrative of civilizational progress wedded to Euro-American modernity ("stagism") would benefit from looking beyond cities and their unique health challenges. The present article begins to do so by focusing on two ubiquitous groups, often operating outside cities and facing specific risks: miners and shipmates. Evidence for these communities' preventative interventions and the extent to which they drew on humoral theory is rich yet uneven for Europe between the thirteenth and sixteenth centuries. Methodological questions raised by this unevenness can be addressed by connecting different scales of evidence, as this article demonstrates. Furthermore, neither mining nor maritime trade was typically European, thus building a broader base for transregional studies and comparisons.

[From the circumnavigation of the Vital de Oliveira to the new ration tables: nutrition and health on Brazilian Imperial Navy vessels, 1879-1886]. / Da circum-navegação da Vital de Oliveira às novas tabelas de rações: alimentação e saúde a bordo dos navios da Marinha Imperial Brasileira, 1879-1886.

The corvette Vital de Oliveira was the first Brazilian Navy vessel to circumnavigate the world, from 1879 to 1881. One of the items that concerned its captain, Júlio de Noronha, in his trip report was the food supply, which was further reinforced in the medical report for the expedition written by the head surgeon, Galdino Magalhães. This concern was notable due to the high numbers of sailors who sickened and died during the trip, which according to both reports may have been caused by shortages of certain foods. This article discusses the relationship between food and health in the crew, as well as the relationship between this journey and the implementation of a new ration table that took effect in 1886.

Entre 1879 e 1881 a corveta Vital de Oliveira realizou a primeira viagem de circum-navegação da Marinha Brasileira. Um dos itens que ocuparam as preocupações do comandante do navio, Júlio de Noronha, em seu relatório da viagem foi a alimentação; preocupação reforçada no relatório médico da expedição redigido pelo primeiro-cirurgião Galdino Magalhães. Essa preocupação ganhou destaque devido ao elevado saldo de enfermos e mortos durante a viagem, para o que teria contribuído a carência de determinados gêneros alimentícios, de acordo com ambos os relatórios. O artigo discute a relação entre a alimentação e a saúde das tripulações. Além disso, trata da relação entre a viagem da Vital e a implementação de uma nova tabela de rações efetivada em 1886.

Mummified baboons reveal the far reach of early Egyptian mariners.

The Red Sea was witness to important events during human history, including the first long steps in a trade network (the spice route) that would drive maritime technology and shape geopolitical fortunes for thousands of years. Punt was a pivotal early node in the rise of this enterprise, serving as an important emporium for luxury goods, including sacred baboons (Papio hamadryas), but its location is disputed. Here, we use geospatial variation in the oxygen and strontium isotope ratios of 155 baboons from 77 locations to estimate the geoprovenance of mummified baboons recovered from ancient Egyptian temples and tombs. Five Ptolemaic specimens of P. anubis (404-40 BC) showed evidence of long-term residency in Egypt prior to mummification, consistent with a captive breeding program. Two New Kingdom specimens of P. hamadryas were sourced to a region that encompasses much of present-day Ethiopia, Eritrea, and Djibouti, and portions of Somalia and Yemen. This result is a testament to the tremendous reach of Egyptian seafaring during the 2nd millennium BC. It also corroborates the balance of scholarly conjecture on the location of Punt.

Strontium is a chemical element that can act as a geographic fingerprint: its composition differs between locations, and as it enters the food chain, it can help to retrace the life history of extant or past animals. In particular, strontium in teeth ­ which stop to develop early ­ can reveal where an individual was born; strontium in bone and hair, on the other hand, can show where it lived just before death. Together, these analyses may hold the key to archaeological mysteries, such as the location of a long-lost kingdom revered by ancient Egyptians. For hundreds of years, the Land of Punt was one of Egypt's strongest trading partners, and a place from which to import premium incense and prized monkeys. Travellers could reach Punt by venturing south and east of Egypt, suggesting that the kingdom occupied the southern Red Sea region. Yet its exact location is still highly debated. To investigate, Dominy et al. examined the mummies of baboons present in ancient Egyptian tombs, and compared the strontium compositions of the bones, hair and teeth of these remains with the ones found in baboons living in various regions across Africa. This shed a light on the origins of the ancient baboons: while some were probably raised in captivity in Egypt, others were born in modern Ethiopia, Eritrea, Djibouti, Somalia and Yemen ­ areas already highlighted as potential locations for the Land of Punt. The work by Dominy et al. helps to better understand the ancient trade routes that shaped geopolitical fortunes for millennia. It also highlights the need for further archaeological research in Eritrea and Somalia, two areas which are currently understudied.

Navegación e historia de la ciencia: el naufragio del Sirio / Navigation and history of science: the Sirio shipwreck

El 04 de agosto de 1906, el barco italiano Sirio embarrancó en unos bajos de la costa murciana. Desde Génova se dirigía a Argentina no sin antes hacer escalas en otros puertos, fuera de la ruta oficial, a fin de recoger emigrantes ilegales deseosos de ir a América aunque fueran alojados en las bodegas del barco. Al mando iba el Capitán Giussepe Piccone, con 46 años de navegación a sus espaldas, iba a ser su último viaje al mando del Sirio. Cerca de Cabo de Palos, navegando de forma inusualmente cercana a la costa, hacia las 16.00 horas embarrancó. En pocos minutos el Sirio quedó sumergido a popa y con la proa asomando desde el agua con escora a estribor. En el rescate intervino el pueblo sencillo, el patrón de un pequeño barco, el Joven Miguel y otros pescadores. Nunca se han conocido con certeza la lista de pasajeros, los fallecidos, desaparecidos y rescatados. La zona es hoy un lugar privilegiado para el submarinismo, paraíso para los amantes de los pecios. Cuando el Sirio finalmente se hundió el 13 de agosto, aún salieron a flote numerosos cadáveres. La avaricia de una compañía naviera tuvo mucho que ver con lo sucedido

On August 4, 1906, the Italian ship Sirio ran into some shallows on the Murcian coast. She went from Genoa to Argentina, but not before stopping at other ports, off the official route, in order to pick up illegal immigrants who wanted to go to America even if they were housed in the ship's holds. Captain Giussepe Piccone was in command, with 46 years of sailing behind him, it was going to be his last trip commanding the Sirio. Near Cabo de Palos, sailing unusually close to the coast, at around 4:00 p.m., she ran aground. In few minutes the Sirio was submerged aft and with the bow sticking out from the water with a list to starboard. The rescue involved simple people, the owner of a small boat, Joven Miguel, and other fishermen. The list of passengers, the deceased, disappeared and rescued, has never been known with certainty. Today the area is a privileged place for scuba diving, a paradise for wreck lovers. When the Sirio finally sank on August 13, numerous corpses still surfaced. The greed of a shipping company was a cause of everything happened

The brutal events on Houtman Abrolhos following the wreck of the Batavia in 1629.

The flagship of the Dutch East India Company (VOC), the Batavia, was wrecked on the morning of the 4th of June 1629 on an isolated reef of the Houtman Abrolhos islands off the coast of Western Australia. The majority of crew and passengers (180-250, including 30 women and children) were able to reach an island which they called Batavia's Graveyard (now known as Beacon Island). After the commander, Francisco Pelsaert, sailed to Batavia for help, Jeronimus Cornelisz took control. Over the next several months his men raped and murdered at least 125 captive shipwrecked passengers and crew. Upon Pelsaert's return Cornelisz and the ringleaders were tried, had their hands severed, and were executed by hanging. Recent archeological excavations have revealed the nature of the attacks and provided scientific validation of some of the alleged incidents. The Batavia mutiny represents a particularly heinous mass murder in the annals of Australia's maritime history.

Océano, viento y soledad. Anestesia y reanimación a bordo del Buque Escuela de la Armada Española Juan Sebastián de Elcano, nuestra experiencia / Ocean, wind and loneliness. Anaesthesia and reanimation on board the Spanish Navy Training Ship Juan Sebastián de Elcano, our experience

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Rethinking the History of Smallpox in the Early Twentieth Century: The SS Korea and Uncertainty Surrounding the Diagnosis of Smallpox.

This research explores the case of the 1903 smallpox outbreak on the SS Korea , a transpacific carrier making runs between Southeast Asia, East Asia, Hawaii, and the United States. These regions were connected to a degree that no one had ever imagined through the SS Korea . Honolulu, Hawaii, was one of the most important territories in US maritime history and served as a waypoint between Asia and San Francisco on the mainland. As increasing numbers of people traveled by sea, various microbes were communicated across the Pacific Ocean. International tourists traveling across the ocean to Hawaii and the United States were alerted to infectious diseases, smallpox being one of the most significant of such diseases. The story of the SS Korea serves as an important lens through which to explore the early twentieth century transpacific world connected through Honolulu. Focusing on the spread of smallpox via international travelers, this research studies aspects of the public health system that were developed to contain smallpox infection on international ships and the application of smallpox vaccination as a method for infectious disease control. More importantly, in bringing attention to the uncertainty surrounding the diagnosis of smallpox, this research argues for the necessity of historians to build a more comprehensive medical historical context for disease control systems that includes the limits of medical science in making diagnoses of infectious diseases, the uncertainties arising from a lack of this component, and the implementation of health policies and preventative medical technologies.

Navegación e historia de la ciencia: el hundimiento del Gustloff (Derecho de la Guerra) / Navigation and history of science: the sinking of the Gustloff (The Laws of War)

Al inicio de 1945 el terror se apoderó del Tercer Reich cuando el Ejército Rojo comenzó a invadir los territorios orientales de Prusia, Polonia, Curlandia y Memel. Los mandos de la Marina de Guerra alemana (Kriegsmarine) eran conscientes de que la guerra estaba perdida y de que los civiles serían masacrados por las tropas soviéticas y los nativos eslavos en búsqueda de venganza. De ese modo, decidieron destinar todos sus buques disponibles al Mar Báltico para evacuar a más de 2 millones de soldados, heridos, mujeres, niños, ancianos, colaboracionistas y prisioneros en un heroico episodio que sería conocido con el nombre de Operación Hannibal. El buque KdF Wilhelm Gustloff fue trágico testigo de lo que allí sucedía

At the beginning of 1945, terror invaded the Third Reich when the Red Army began to invade the eastern territories of Prussia, Poland, Courland and Memel. The high command of the German Navy (Kriegsmarine) were aware that the war was lost and that civilians would be slaughtered by Soviet troops and Slavic natives in search of revenge. Thus, they decided to allocate all their available ships to the Baltic Sea to evacuate more than 2 million soldiers, wounded, women, children, elderly, collaborators and prisoners in a heroic episode that would be known as "Operation Hannibal." The ship KdF Wilhelm Gustloff was a tragic witness to what was happening there

Navegación e historia de la ciencia: La vida a bordo: los hombres de la mar en el siglo XVI / Navigation and history of science: life on board: men of the sea in the 16th Century

El objetivo del presente trabajo fue sintetizar los aspectos básicos de la vida a bordo de los marineros españoles del siglo XVI. Dado el tiempo que pasaban navegando, el barco era la verdadera residencia del marinero, residencia mejor o peor según el rango de la tripulación. Pero si la vida en el barco era dura, muchos de los embarcados estaban en la gloria si se comparaba con sus penurias en tierra, en el barco, al menos, se comía. Horas y horas de trabajo se paliaban con cierto ocio a base de juego, algunas lecturas religiosas y sexo a bordo, que también había. Naufragios, incendios, epidemias, batallas y otros sustos diversos entretenían a los intrépidos marineros, buscavidas de la época. Todo ello en medio de unas lamentables condiciones higiénico-sanitarias, eso sí, no mucho peores que las que se ofrecían en tierra firme

The objective of this study was to synthesize the basic aspects of the Spanish sailors' life on board in the 16th century. Given the time they used to spend sailing, the ship was the sailors' main residence, a better or worse "house" depending on the range of the crew. But if life on board was hard, many of those sailors were in glory when compared with their hardships on land, at least they could eat on the ship. To many hours of work were palliated with some leisure based on games, some religious readings and sex on board, which they also had. Shipwrecks, fires, epidemics, battles and other diverse scares "entertained" the intrepid sailors, a sort of hustlers of the time. All this in the midst of unfortunate hygienic-sanitary conditions, which were not much worse than those offered on the mainland

An Analysis of the United States and United Kingdom Smallpox Epidemics (1901-5) - The Special Relationship that Tested Public Health Strategies for Disease Control.

At the end of the nineteenth century, the northern port of Liverpool had become the second largest in the United Kingdom. Fast transatlantic steamers to Boston and other American ports exploited this route, increasing the risk of maritime disease epidemics. The 1901-3 epidemic in Liverpool was the last serious smallpox outbreak in Liverpool and was probably seeded from these maritime contacts, which introduced a milder form of the disease that was more difficult to trace because of its long incubation period and occurrence of undiagnosed cases. The characteristics of these epidemics in Boston and Liverpool are described and compared with outbreaks in New York, Glasgow and London between 1900 and 1903. Public health control strategies, notably medical inspection, quarantine and vaccination, differed between the two countries and in both settings were inconsistently applied, often for commercial reasons or due to public unpopularity. As a result, smaller smallpox epidemics spread out from Liverpool until 1905. This paper analyses factors that contributed to this last serious epidemic using the historical epidemiological data available at that time. Though imperfect, these early public health strategies paved the way for better prevention of imported maritime diseases.

Forensic genetic investigation of human skeletal remains recovered from the La Belle shipwreck.

In 1995, the historical shipwreck of La Belle was discovered off the coast of Texas. One partial human skeleton was recovered from alongside cargo in the rear portion of the ship; a second (complete) skeleton was found atop coiled anchor rope in the bow. In late 2015, comprehensive forensic genetic testing began on multiple samplings from each set of remains. For the partial skeleton recovered from the ship's rear cargo area, results were obtained for 26/27 Y-STRs using traditional CE; with MPS technology, results were obtained for 18/24 Y-STRs, 56/56 ancestry-informative SNPs (aiSNPs), 22/22 phenotype-informative SNPs (piSNPs), 22/27 autosomal STRs, 4/7 X-STRs, and 94/94 identity-informative SNPs (iiSNPs). For the complete skeleton of the second individual, results were obtained for 7/17 Y-STRs using traditional CE; with MPS technology, results were obtained for 5/24 Y-STRs, 49/56 aiSNPs, 18/22 piSNPs, 15/27 autosomal STRs, 1/7 X-STRs, and 66/94 iiSNPs. Biogeographic ancestry for each set of skeletal remains was predicted using the ancestry feature and metapopulation tool of the Y-STR Haplotype Reference Database (YHRD), Haplogroup Predictor, and the Forensic Research/Reference on Genetics knowledge base (FROG-kb). Phenotype prediction was performed using piSNP data and the HIrisplex eye color and hair color DNA phenotyping webtool. mtDNA whole genome sequencing also was performed successfully. This study highlights the sensitivity of current forensic laboratory methods in recovering DNA from historical and archaeological human remains. Using advanced sequencing technology provided by MiSeq™ FGx (Verogen) and Ion S5™ (Thermo Fisher Scientific) instrumentation, degraded skeletal remains can be characterized using a panel of diverse and highly informative markers, producing data which can be useful in both forensic and genealogical investigations.

Growth estimates of Caribbean reef sponges on a shipwreck using 3D photogrammetry.

The growth rates and ages of many benthic marine organisms are poorly understood, complicating our understanding of ecosystem change. This is particularly true for sponges, which are morphologically diverse and lack indicators of annual growth. In this study, we used emerging technologies to measure volume, surface area, and approximate age of 16 sponge species on the Tibbetts shipwreck off Cayman Brac, Caribbean Sea. Photogrammetry was used to determine the volume of individual sponges on the wreck surface, and a time series of YouTube videos was amassed in order to approximate the greatest possible age of the sponges as 8.74 y. Applying the volume measurements to an existing growth equation for the Caribbean sponge Aiolochroia crassa yielded age estimates of 5.2-10.4 y for the largest individuals of the 16 species. Specific growth rates were then calculated for 7 species from the Tibbetts and 8 species from a second shipwreck (Spiegel Grove, Key Largo, FL). Subsequent growth forecasts from these 15 species corroborate a resource trade-off between growth and the production of chemical defenses. Shipwrecks and other anthropogenic structures can be an important source of demographic information for benthic organisms, provided that certain assumptions about their provenance and history can be met.

An Uneasy Pleasure: Representing the Dangers of Skin-to-skin Contact in Eighteenth-century London 'The William Bynum Prize Essay'.

This article considers the social function of contagious disease as moderator of class relationships in England during the first half of the eighteenth century and takes into account the ways in which the 'communicability' of the plague, great pox (syphilis) and smallpox (variola) was used by authors to crystallise social interaction and tension along class lines. The essay begins by examining the representation of the plague, syphilis and smallpox in the medical tradition, before shifting its attention to the practice of maritime quarantine, as laid out by Richard Mead in his Short Discourse Concerning Pestilential Contagion (1720). By foregrounding medical writing on contagion through skin contact, I suggest that pornographic texts such as John Cleland's The Memoirs of a Woman of Pleasure (Fanny Hill) (1748) had an interventionist function. Cleland is often charged with sanitising the true horrors of sex work in this period. This article proposes that if we take the time to appreciate the way infectious cutaneous diseases were believed to operate and spread we can recognise the moments in which he not only alludes to disease but invokes it for structural and thematic purposes. In proposing this, I am challenging the dominant interpretation that the problematic realities of eighteenth-century prostitution, especially disease, are subordinated to the narrative's greater interest in erotic pleasure.

Evolution of global marine fishing fleets and the response of fished resources.

Previous reconstructions of marine fishing fleets have aggregated data without regard to the artisanal and industrial sectors. Engine power has often been estimated from subsets of the developed world, leading to inflated results. We disaggregated data into three sectors, artisanal (unpowered/powered) and industrial, and reconstructed the evolution of the fleet and its fishing effort. We found that the global fishing fleet doubled between 1950 and 2015-from 1.7 to 3.7 million vessels. This has been driven by substantial expansion of the motorized fleet, particularly, of the powered-artisanal fleet. By 2015, 68% of the global fishing fleet was motorized. Although the global fleet is dominated by small powered vessels under 50 kW, they contribute only 27% of the global engine power, which has increased from 25 to 145 GW (combined powered-artisanal and industrial fleets). Alongside an expansion of the fleets, the effective catch per unit of effort (CPUE) has consistently decreased since 1950, showing the increasing pressure of fisheries on ocean resources. The effective CPUE of most countries in 2015 was a fifth of its 1950s value, which was compared with a global decline in abundance. There are signs, however, of stabilization and more effective management in recent years, with a reduction in fleet sizes in developed countries. Based on historical patterns and allowing for the slowing rate of expansion, 1 million more motorized vessels could join the global fleet by midcentury as developing countries continue to transition away from subsistence fisheries, challenging sustainable use of fisheries' resources.