No description available.

This thesis seeks to answer the question - 'To what extent did Scotland's membership that trading system, later dubbed 'mercantilism', dictate the course and direction of her maritime institutions and shipping industry? ' Its resolution sets four primary objectives. Firstly, to set Scottish maritime affairs in context with the evolving political, economic and administrative aspects of the system. Secondly, to evaluate the impact of the Union and the imposition of the English customs model on the emerging Scottish shipping industry. Thirdly, to analyse the role played by the endemic warfare and smuggling inherent to the sytem contributed, in the growth rate and shift in the regional distribution of the components of the Scottish marine - 'foreign', coastal' and fisheries'. Fourly, to review the influence of the system on the regional development of navigational aids, port facilities and shipbuilding. The unresolved status of Scotland as an independent trading nation resulted in retaliatory Navigation Acts and aggressive acts that dispelled the prospect of a peaceful co-existence with England. The Union resolved this impasse granting full access rights to Scottish shippers re-registering under the British Navigation Acts. By the 1730s the nucleus of expertise and hulls had been accumulated to exploit the Scottish ports' locational advantage in the Atlantic economy. After 1750 the bounty system nurtured the Scottish herring and whaling industries. The American War of Independence breached the Navigation Acts while stimulating the shipbuilding industry. The subsequent Act of Registry (1786) set new standards in maritime administration. The following Consolidation Act (1787) removed many of the disincentives from the existing fiscal regime. The mode of operation of the Scottish shipping industry was significantly altered thereafter.

No description available.

The drive to reduce costs and to ensure that ports can stay open to the maximum extent in all weathers has given impetus to the search for more flexible vessel traffic management; something that current advances in technology make it possible to contemplate. Various issues pose a significant challenge to implementation, including the inherent conservatism of the maritime community. Nonetheless, aspects of potential new services are already in regualr use. Remote pilotage is a detectable strand in EU research thinking and the port of Rotterdam is preparing for its all weather implementation. First the issues involved were established by means of a literature search followed by a series of structured interviews and a questionnaire. the results were analysed, leading to a body of results that can be used by those seeking to make decisions in this area of maritime operations. A comparison with Air Traffic Management concluded that there would be merit in adopting some of its philosophy and procedures. specific focus was then given to establishing, by means of a questionnaire, a generic set of indicators by which it can be decided whether specific vessels quality for a given new service. Throughout the research qualitative data was sought from highly qualified professionals. Two new services are proposed; remote pilotage and enhanced navigation assistance. In the hierarchy of services they fit between the provision of an on board pilot and those currently provided by a VTS. Working definitions of both services have been established. The required technology is either available or can be seen to be a realistic prospect. AIS has emerged as a key enabling technology and the exchange of passage plans will be important. However,technology alone will not suffice to make change practible. The non-technological issues are more intractable but capable of solution. Progress, if realised, can be expected to be slow; the current assessment for the spread of remote pilotage is 10-15 years. A case cannot be made for the implementation of remoter pilotage or enhanced navigation assistance on the grounds of improved safety; an acceptable level of safety must be assumed to exist. There is also a need for the appropriate legislative framework to be in place and the issue of liability to be resolved. Ultimately the prime requirement for successful implementation is the realisation of a commercial benefit to both a port and the ship owner.

In recent years there has been a rapid growth in the fast passenger ferry industry. Initially speed was the main selling point for designers, builders and operators, but as competition and choice have increased passengers are demanding better seakeeping performance. In addition designers and builders are starting to see the benefits of better seakeeping not only in terms of passenger comfort but in terms of structural strength and loading, allowing reduced structural weight and its many associated advantages. Two aspects of the seakeeping of fast ships are addressed in this thesis: response computation and the behaviour of semi-SWATH designs. Motion and load prediction for the practising naval architect has traditionally been done using strip theories, usually one closely related to the well known theory of Salvesen, Tuck and Faltinsen. This is a low Froude number theory, and although it is still being used, often successfully, for fast ships there is no rational justification for its validity in these cases. As speeds are increasing it is becoming imperative that an equivalent analysis tool suitable for higher Froude numbers be developed. This thesis proposes such a theory, based on calculation of two dimensional hydrodynamic potentials in a fixed reference frame in place of the traditional moving one. This strip theory of necessity is a time domain theory, which also allows the possi- bility of introducing non-linearities, random sea input, and even slamming events (although only the first of these is discussed in any detail in the thesis). Validation has involved comparison with traditional theory and tank testing. Most notably pitch and coupling effects have shown improved predictions, but heave tends to be over predicted. The main candidates for explana- tion of this phenomenon are argued to be wake shedding, hull entry effects, steady-unsteady interactions and three-dimensionality. The majority of fast ferries being built at present have very conventional hull forms below the calm waterline. These have poorer seakeeping than their slower equivalents because their natural frequencies are encountered in longer waves, and traditionally designers have relied on lifting surfaces to counteract the increased motions. As these vessels get faster this approach will become less viable in terms of forces involved and appendage drag penalty. The type of hull form that will reduce motion accelerations without too much sacrifice of drag is not obvious, and a family of semi-SWATHs has been investigated as a possible alternative hull form. The investigation shows that as speed is increased the advantages of SWATH like forms become much greater if the criterion is to reduce accelerations.

Thesis (M.A. in Security Studies (Homeland Security and Defense))--Naval Postgraduate School, March 2009. / Description based on title screen as viewed on April 23, 2009. Thesis Advisor(s): Simeral, Robert. "March 2009." Author(s) subject terms: Coast Guard, Maritime Terrorist, Piracy, Semi-Submersibles, Security, Small Boats, Americas Waterways Watch, Maritime Domain Awareness, Department of Homeland Security Includes bibliographical references (p. 111-124). Also available in print.

Thesis (Ph.D.)--Murdoch University, 2008. Includes bibliographical references (leaves 185-200) / Thesis submitted to the Faculty of Law and Business.

Thesis (doctoral)--Friedrich-Wilhelm-Universität Bonn.

Thesis (doctoral)--Universität Erlangen.

Texte remanié de: Thèse--Lettres--Brest, 1979. / Bibliogr. p. 431-465. Index.