Revision of thesis (Ph. D.)--Nan kai da xue, 2004. / Includes bibliographical references (p. [540]-566).

“Out Here” is a fictional account of a daughter’s voyage across the Pacific Ocean as a passenger aboard a working containership with her father.

America’s victory in World War II came from a number of successes such as production of war materiel, technological advances, and national mobilization on levels not seen before or since. America went into the war behind the Axis Powers both militarily and economically. The Great Depression had a devastating effect on merchant ship building in the United States during the 1930’s. In response, the U.S. Congress passed the Merchant Marine Act of 1936, which created the U.S. Maritime Commission whose mission was to modernize and build ships for the looming world war. Originally slated to build fifty ships a year for ten years as a part of the New Deal attack on a sagging economy, the Maritime Commission ended up building over 5,000 ships by the end of 1945. This paper examines the critical role of the civilian United States Merchant Marine in the struggle against the Japanese Empire.

Thesis (doctoral)--Universität van Amsterdam.

在中國近代史上，1872年（清朝同治十一年）創立的招商局有十分深遠的影響，其地位是舉足輕重的，相關的探討，也因此成為中國近現代歷史研究的重要組成部分。本文通過闡述招商局的歷史沿革、重大事件、產業發展，而以香港招商局起義的背景、經過為主題，進而論述其後香港招商局的發展，以及1985年招商局集團成立後的經營狀況，指出了招商局歷史與中國近代史和現代史的密切聯繫。此外，還把招商局歷史放在中國近代經濟中，探討其重要意義，並對如何更深入地開展招商局歷史研究作了思考和建議。本文總共有六章，每章分為三節。第一章是引言，交代有關研究的情況和文獻著作等；第二章敘述招商局的發展概況及其歷史分期；第三章闡明1949年至1951年間招商局起義的原因和過程，尤其是香港招商局起義的作用和影響；第四章探討香港招商局的業務及其海內外聯繫，包括1979年蛇口工業區建設的啟動、招商局集團的成立和振興；第五章從管理團隊、機構體制及核心產業三方面，分析1949年至1999年間香港招商局的進展情形；第六章為結論，對香港招商局起義作出歷史評價，申論招商局集團在香港、中國內地以至國際上的角色和地位，從而展望今後的發展方向。附錄招商局集團業務架構圖、招商局與香港大事年表。Established in 1872 during late Qing's Westernization Movement, the China Merchants, also known as China Merchants Company (CMC), is a pioneer of China's national industrial and commercial enterprises. Setting up by the means of open stock-recruitment, CMC, as the first ever joint-stock company of China, played an important role in Chinese society. CMC had established China's first merchant fleet, opened China'first bank and insurance company, and along with many start-ups in the shipping industry and other economic areas in China, CMC had become an essential part in the history of modern China. Over the past 145 years, CMC and Hong Kong (HK) are closely tied up with each other. CMC has seen its rapid growth thanks to the HK environment, while giving back to the HK society at the same time. In face of the new era, since 1985, China Merchants Group (CMG) sticks to the 'Go Forward with Time, while Sharing the Common Fate with the Nation' belief and aims to 'Push Forward the Progress of Time by the Success in Business', and continues to excel at innovation and efficiency while moving forward. Currently, with its headquarters in HK, CMG has carried out business in a number of emerging markets of significant vitality and potential in the region, including those in HK, China Mainland, Southeast Asia and etc. CMG is one of the Big Four Chinese Enterprises in HK. It plays an important role and has an extensive impact on the industrial and commercial sectors internationally. Accordingly, studying the development process and current status of CMG is of great value and significant meaning in the field. In previous studies, historical researchers have produced significant findings on areas such as CMC's 'government-supervision and merchant-operation'system, key personnel, business success and failure, etc. This study, based on the existing findings, aims to have a more thorough and in-depth understanding on CMG through further investigation on both old and new aspects. Some attentions was paid to assessing the role in which CMG played in the relations between Hong Kong and China Mainland. This study thus fills up an important gap and offers an assessment of the significance of the CMG in Hong Kong's economic and enterprise history.

Under international law, every state has the sovereign right to establish the conditions under which it will grant its nationality to a vessel. By consequence, different schemes for ship registration have been developed, traditionally the nationalist and open system. While the nationalist system imposes strict requirements regarding national ownership and manning, along with burdensome fiscal regimes for the shipping industry, the open system offered flexible requirements and a friendly taxation environment, that help shipowners to minimize their operation costs. / Open registries have been criticized for not complying with international accepted shipping standards in safety, environmental, and labour aspects. However, some of them have made great efforts to raise these standards, mainly obliged by the new demands of the shipping industry. Nonetheless, the shift to a new culture of quality shipping is not only a responsibility of flag states, but of all the actors of a maritime scenario.

Thesis (M.S.)--Missouri State University, 2008. / "December 2008." Includes bibliographical references (leaves 92-97). Also available online.

Thèse. Droit. Paris. 1933.

Thesis (D.Tech.-Teacher Education)--Cape Technikon / The maritime industry in South Africa (RSA) is relatively small in comparison with its agricultural and mining industries. In its broadest sense it includes, but is not limited to. • cargo handling and stevedoring; • cargo logistics and administration; • vessel owning and operating with its related industries, such as ships' agents and surveyors and • an array of fishing industries. Maritime education and training in the RSA is fragmented and is offered by technikons (Higher Education and Training Band), technical colleges and training centres (Further Higher Education and Training Bands). Courses offered serve as preparation for Department of Education (National and Provincial) and Department of Transport, Chief Directorate: Shipping (SADoT) examinations. Aspiring officers find it increasingly difficult to complete their experiential training owing to vessel owners flagging-out (registering South African vessels under flags of convenience, e.g. Panama, in a bid to save on operating costs). This implies that cheaper foreign crews may be recruited resulting in an increased deficiency of skilled manpower. The fishing quota system is being revised by the all-inclusive Fisheries Policy Development Committee (FPDC) appointed by the Minister of Environmental Affairs and Tourism. This implies that learners from the previously disadvantaged maritime communities (mainly unskilled) will imminently be allowed access to marine resources. The heterogeneous composition of the class groups, with particular reference to • academic qualification, • age distribution, • categories of fishing industries served, • employer, • mother tongue and • sea-service, exacerbated by the inadequate fixed time constraints of course durations, grossly violates the didactic principle of individualisation. For this reason, a didactically accountable instruction-learning programme for aspirant navigating officers in the fishing industry was formulated in an attempt to remedy current shortcomings in the Maritime Education and Training Development (METD) process. The outcomes based instructional design encompassed the models utilized by Fraser et al (1994: 102) and Tanner & Tanner (1995: 239) because it is vocationally directed and can accommodate the diversity of the adult target group of adult learners. The history and development of, as well as courses offered by, Maritime Education and Training Providers (METP's) in the Western Cape Province, i.e. • Cape Technikon's Department of Maritime Studies, • industry in-house training establishments, • Training Centre for Seamen and • Wingfield Technical College was outlined. An analysis of similar courses offered by METP's abroad, such as • Australian Maritime College, • Canadian Fisheries and Marine Institute of the Memorial University of Newfoundland, • Danish Maritime Authority, • Manukau Polytechnic, New Zealand Maritime School, • National Taiwan Ocean University of the Republic of China on Taiwan and • the Republic of Namibia was made. An empirical investigation by means of questionnaires to vessel-owners and employee representatives in the South African fishing industry were executed in order to establish their training needs and expectations. From the data collated, an outcomes-based Navigating Officer Limited: Fishing (Vessels less than 24 metres) instruction-learning programme was formulated in National Qualifications Framework (NQF) format.

Cette thèse s’inscrit dans le cadre théorique très général de la sécurité des systèmes complexes. Son terrain d’application est la marine marchande. L’objectif de cette recherche est double : 1. Investiguer la gestion du risque d’abordage grâce à une démarche systémique s’intéressant à la fois aux conditions de l’échec et à celles du succès. 2. Explorer les liens entre les trois concepts liés à la sécurité que sont la Culture de sécurité, le Système de Management de la Sécurité et la Résilience. La culture de sécurité constitue un sous-ensemble de la culture organisationnelle globale. Elle se compose d’un ensemble de valeurs, de croyances, d’attitudes, de normes et de pratiques concernant la sécurité. Partagé par les membres d’une organisation, cet ensemble influence directement les comportements mis en oeuvre dans le cadre du travail. Dans le cadre de cette thèse, nous avons tout d’abord réalisé une analyse du domaine de travail du système du transport maritime, ainsi, qu’une étude des cas d’abordage entre navires répertoriés par le MAIB (Marine Accident Investigation Branch). Ces analyses ont permis, respectivement, d’identifier les barrières de défense du système et de mettre en évidence les principales causes à l’origine des accidents. Les études suivantes ont cherché à appréhender la culture de sécurité d’un armement réputé sûr, grâce à un couplage de méthodes qualitatives et quantitatives. L’analyse du système de management de l’armement a démontré que celui-ci était performant. Il s’appuie sur un solide système de retour d’expérience et se montre participatif. Une enquête portant sur le climat de sécurité a été menée auprès de plusieurs équipages, à l’aide d’un questionnaire inspiré de celui de Håvold. Elle montre qu’une grande majorité des opérateurs adhère à une culture de sécurité positive, bien que les scores soient significativement influencés par la fonction et par le niveau hiérarchique des répondants. Enfin, l’analyse de l’activité des chefs de quart en passerelle a mis en évidence des mécanismes de gestion diachronique et synchronique des risques externes (i.e. Risque de collision). Les résultats de ces différentes études conduisent à discuter de l’articulation entre Culture de Sécurité, Résilience et Système de Management de la Sécurité. La proposition d’un modèle tridimensionnel de la sécurité montre que la Culture de Sécurité semble en effet agir comme le médiateur des deux autres concepts. Elle permettrait également au système de conserver une importante part de sécurité gérée, malgré la forte composante de sécurité réglée liée aux contraintes réglementaires importantes du secteur. / This thesis belongs in the general theoretical area of the safety of complex systems. Its field of application is the merchant navy. Its object is twofold: 1. To investigate the management of collision risks by a systemic approach which takes into account both factors leading to failure and those leading to success; and, 2. To explore the links between three concepts of safety : Safety culture, Safety Management Systems and Resilience. Safety culture is a subset of the overall organizational culture. It consists of a set of values, beliefs, attitudes, norms and practices concerning safety. Shared by members of an organization, this directly influences behaviour at work. The first step in the research was to study the marine transportation system and collisions between merchant vessels listed by the United Kingdom’s Marine Accident Investigation Branch (MAIB), focussing on two areas: the safety barriers system and the main failures leading to accidents. Qualitative and quantitative methods were then applied to gain an understanding of the safety culture of a shipping company with a good safety record. Analysis of this company’s management system showed it to be effective: it was built on a strong reporting system and seemed to be participatory. A survey of the safety climate was conducted with several crews, using a questionnaire inspired by Håvold’s questionnaire. This showed that a large majority of the company’s personnel had a positive safety culture, although the scores were significantly influenced by the duty and the hierarchical level of individual respondents. Finally, the activities of bridge watchkeeping officers were studied to identify diachronic and synchronic mechanisms implemented to manage the collision risk. The results of these studies enable a discussion of the relationship between Safety Culture, Resilience and Safety Management System. A proposal for a generic three-dimensional safety model shows that Safety Culture seems to act as the mediator of the other two concepts. Safety Culture would also allow the system to maintain a significant portion of “managed safety”, complementing a strong element of “prescribed safety” flowing from regulation.