This thesis analyzes the factors that influence the decision of first-term Naval Veterans (NAVETs), who are eligible for reenlistment, to choose to affiliate with the Selected Reserve (SELRES). A model of the determinants of affiliation is specified and estimated using data on active Navy separations and Navy Reserve accessions during the period between 1990 and 2002. The data set analyzed the affiliation decisions of 388,637 NAVETs. Some of the features in the maximum likelihood logit model include the use of rating groups to determine differences in affiliation patterns by occupational categories, determining differences over various time periods, and looking at pay and unemployment rate elasticities across rating groups. Overall, NAVET affiliation in the SELRES is found to depend upon Reserve pay, unemployment rates, census region, gender, race, marital status, dependency status, age at time of separation from active duty, education, mental category, and Navy rating. More specifically, the findings indicate that technical ratings are more responsive to changes in pay than nontechnical ratings, while the unemployment elasticity indicates that affiliation increases with an increase in the unemployment rate. Various time periods were analyzed to determine if the drawdown years of the early 1990s differed from the rest of the sample, and to determine if differences existed during and after the 'dot.com' boom of the late 1990s. In both cases, models in the restricted period were found to be significantly different from the pooled period. Females, Blacks and Hispanics were more likely to affiliate, while those NAVETs who are married, have children, and are older are less likely to affiliate. Finally, there was a significant regional effect in the probability of affiliation.

The purpose of this project is to provide a final business case analysis of the technologies demonstrated in the Agile Rapid Global Combat Support (ARGCS) system. Three theses and one professional paper have previously analyzed the ARGCS Advanced Concept Technology Demonstration (ACTD) return on (proposed) investment. This project will review those works, provide a history of the ARGCS ACTD, discuss the goals for the ACTD and compare alternatives. In particular, this analysis builds on previous efforts, including the Discrete-Event Simulation Model developed in the Bello, Rios, Carpenter thesis (December 2006). The ultimate goal of this project is to assist in the analysis of the ARGCS technologies and what benefit they would provide if included in the proposed next generation of Naval Aviation test equipment, currently called the Enhanced Consolidated Automated Support System (ECASS). / US Navy (USN) author.

The Naval Aviation Enterprise (NAE) has created a program called AIRSpeed to deliver the efficiency gains of continuous process improvement (CPI). NAE leadership seeks a self-assessment tool to measure how well AIRSpeed has been implemented, including possible areas for improvement. This thesis studies the origins of continuous process improvement, the value of assessment, and current assessment methodologies. Key concepts are cited for the use of organizational assessment tools. The objectives are an enhanced body of knowledge for enterprise assessment, to provide a comparison of several approaches, and to recommend a tool for NAE AIRSpeed. The tools to be considered are the Department of Defense CPI Transformation Guidebook (DoD CPITG), the Navy's Performance Excellence Guidebook (NPEG), the Lean Aerospace Initiative (LAI) Government Lean Enterprise Self-Assessment Tool (GLESAT), and the NAVAIR Alignment Assessment Tool (NAAT). Research revealed that three of the four tools (DoD CPITG, NPEG, and GLESAT) could efficiently measure AIRSpeed maturity, and recommendations were made that a performance management framework be established by the NAE prior to implementation of any formal assessment process. The maturity level of NAE AIRSpeed could be baselined using the LAI tool in those areas where lean principles have been implemented over a period of years.

U.S. Navy aviation squadrons conduct a variety of flight operations in peace and wartime environments. At the heart of these operations is the flight scheduling that occurs to command and control the squadron's assets to ensure the actors and processes carry out the squadron's operations seamlessly and meet the squadron's mission requirements. This research and case study demonstrates how the Knowledge Value Added Methodology (KVA) and Business Process Reengineering (BPR) can be applied to these processes to analyze the performance and effectiveness of a Navy squadron's operations and maintenance departments. By analyzing the outputs of the sub processes involved at the squadron level in common units of change, a price per unit of output can be generated to allocate both cost and revenue at the sub process level. With this level of financial detail, a return on investment (ROI) analysis can be conducted for each process and the changes that occur to the processes when reengineering. A determination can then be made as to what level of reengineering if any should occur to the system to maximize ROI and what types of reengineering such as reducing costs, increasing value or implementing IT resources into the processes.

The Anglo-German Naval Agreement of June 18, 1935, came as a complete surprise and was contrary to established British policy; what were the circumstances that influenced the decision to reach the accord with Germany? Was it appeasement? If the compact was not political, then what was its primary purpose and who was responsible for the treaty?

The popular myth of Cornish wrecking is well-known within British culture, but there has not been a comprehensive, systematic inquiry to separate out the layers of the myth from the actual practices. This study rectifies this omission by examining wrecking activity as reported in popular sources and traditional tales; deconstructing the most widely believed elements; illuminating the complexity of the practices; and investigating the process of myth-making which sustained the image of the wrecker in popular consciousness. It suggests that violent wrecking was not nearly as widespread and invidious as popular histories allow. The coastal populace had their own popular morality, including the use of mediation and constraint, which allowed them to practise wrecking, salvage, and lifesaving activities simultaneously. They did not condone all forms of wrecking; thus it cannot be deemed a 'social crime'. Wreckers did not escape conviction because of local resistance to centralised authority, but as a result of the complex legal practices of discretion that were incorporated into the eighteenth century English criminal justice system. The role of the lord of the manor was also more complex; their relationship with the coastal populace was based on reciprocity as well as antagonism. However, the tightening of governmental control and increasing bureaucratisation in the Victorian period resulted in the loss of customary wreck rights for both the coastal inhabitants and the local elites. At the same time, the press and pulpit were the primary conduits for establishing and popularising the wrecker stereotype through symbolic violence and moral panics. The stereotype became reflexive, touted as an accurate description in Victorian histories, and thus burying the reality of wrecking under accretions of moralising discourse. Therefore, the process of historical 'beach combing' across the disciplinary boundaries has revealed wrecking as a multi-faceted, sophisticated cultural practice and cultural construct.

The Tenth Cruiser Squadron provided a vital element to the Blockade of Germany, patrolling the seas between northwest Scotland, Iceland and Greenland. It was the longest continuous naval operation of the war lasting from 1914-1917. The Squadron’s resources were armed merchant cruisers manned by Naval Reservists and Mercantile Marine ratings all commanded by a Flag Officer and Royal Naval Commanding Officers. The thesis follows the Royal Navy’s deliberations to establish its Reservist elements and how the Navy assumed the men of the Mercantile Marine could be brought into naval service. A parallel debate in Parliament considered the viability of taking up ocean liners for conversion to armed merchant cruisers. Both sets of discussions lasted nearly fifty years. Most existing Squadron literature is chronological, drawing heavily on official reports of proceedings. This thesis concentrates on analysing personal diaries and biographies and is focused on the crews’ daily work to reveal a broad picture of life in the Squadron. Topics included are pay, accommodation, feeding scales, daily routines, promotion, pastoral and medical welfare, and recreation. These issues were in addition to the daily threats from surface and submarine attack and the constant debilitating bad weather. Although deemed successful, the thesis concludes, the blockade could have been tightened sooner if the Government had used statistics already held on imports and exports. The conclusion is also made that the Royal Navy’s failure to understand fully the shipping industry’s unique facets and the merchant seaman, created problems that could have been avoided. The Squadron’s operational achievement was intercepting nearly 13,000 suspect vessels. Its patrols performed a constabulary function which encouraged ships to call voluntarily at examination ports to be searched effectively. Less tangible, but equally praiseworthy, was the successful cohesion built amongst crews of widely differing experience.

The terrorist attacks on 11 September 2001 on the World Trade Centre and Pentagon in the United States widely known as 9/11 undeniably produced a profound impact on a multitude sectors across the globe. The events became a turning point in the treatment of maritime security establishing a “before” and after” dividing line. One element that emerged in response to that attack was the change of attitude to security. This change, led to changes in behaviour and practices since it prompted a raft of measures, rules, and regulations to prevent such occurrences in the future. This thesis examines how security in the maritime sphere in respect of ports was given a new impetus by virtue of their inherent weaknesses as a potential target. In the past, port security was primarily focused on cargo theft and pilferage as well as denying access to those seeking to enter the country to improve their political or economic condition or to engage in smuggling activities. While the international regulation of shipping had increased substantially through the efforts of the International Maritime Organisation (IMO) in the second half of the 20th century, ports had remained largely unaffected by this regulation. However, the 9/11 changed this situation. As the main focus turned towards dual objectives: to secure ports from any kinds of unlawful acts and concurrently fulfil the international security requirements, implementing and complying with a host of security regimes imposed by a range of parties was seen by some commentators as a particular challenge for the developing nations, due to higher costs and the implications for port policy and administration. This study examines this generalisation using the Port Klang and Malaysian port system as a case study. It analyses security measures and management before and after 9/11, considering the impact not only of international regulations, especially the International Ship and Port Facility Security (ISPS) Code, but also of bi-lateral security measures required by the United States as a trading partner and regional organisations. Its findings are based on in-depth interviews conducted with the key Malaysian governmental and private stakeholders, supplemented by other primary and secondary sources. The study concludes that, partly as a result of previous colonial and post-colonial anti-terrorist measures, Malaysia generally had a well managed port security system prior to 9/11. This meant that though some minor internal and external problems were identified, Malaysia managed to handle effectively the post 9/11 port security regimes with minimal cost implications. Any presumption that, as a developing country, it would have problems with implementation proved to be unfounded.

Approved for public release; distribution is unlimited. / This thesis examines the organization and effectiveness of CNO priority 1 and 2 manning by conducting a comparison analysis on priority manning and non-priority manning for the AE and AW enlisted ratings from June of 2001to June of 2002. Priority manning was introduced in the Navy to ensure activities whose missions are essential to national interest are properly manned even when personnel shortages exist. Little formal analysis of priority manning has been conducted in the past and this research provides an overview of the steps in the process and the effects that priority manning has on the Navy's distribution system. The results of this research conclude that there is a need to improve the CNO priority manning process. Transition of process management occurred during this study to Pers-452/Allocation and Statistics Branch of the Navy Personnel Command. This thesis will provide an explanation of the process and recommendations to assist the new managers in implementing and monitoring the process more effectively. / Lieutenant, United States Navy

xxi, 205 h. : il.; 30 cm. / La industria de reparaciones marítimo navales del Perú tiene la mayor trayectoria en la región. Asimismo es una industria estratégica, clave para el desarrollo económico del país. En algunos países asiáticos las industrias navales tuvieron y siguen teniendo una importancia estratégica para el auge económico de estas naciones, ya que no sólo garantizan la defensa nacional, sino que también impulsan al desarrollo tecnológico e industrial. En el Perú, varios factores hacen competitiva a la industria de reparaciones marítimo navales. Se pronostica un crecimiento constante del comercio internacional y Sudamérica está cada vez más involucrado en estos intercambios. La ubicación geográfica del Perú le permite actuar de manera hub para el comercio entre Sudamérica y Asia. La estabilidad macroeconómica, la privatización de los puertos y los tratados de libre comercio generarán aún más demanda por los puertos peruanos, lo que podrá ser aprovechado por la industria de reparaciones marítimo navales. Ya existe demanda insatisfecha de reparaciones de alto y bajo bordo, lo que representa un gran potencial de ventas adicionales para la industria peruana y para lo cual conviene ampliar la capacidad instalada. Además, la participación exitosa en el mercado mundial requiere de la disponibilidad de alta tecnología y una mano de obra calificada. Para obtener y fortalecer dichos factores se recomienda formar una aventura conjunta con empresas líderes de la industria naval. No obstante, ningún proyecto tan grande tiene probabilidad de éxito, si no se logra unir a todos los interesados. A pesar de la importancia del patrocinio estatal, actualmente no existe ningún órgano público o privado que se dedique específicamente a actuar como patrocinador, facilitador y mediador en la evolución y alineamiento de los intereses del sector en el Perú. También se requiere de un mayor compromiso de los proveedores de la industria para ser más competitivo en la región. Igual de importante es la creación de vínculos de la industria con clústeres relacionados. Las condiciones actuales del entorno de la industria de las reparaciones marítimo navales son muy favorables para su desarrollo exitoso. La consideración atenta a los pasos estratégicos indicados en este estudio pueden dar inicio a la conversión de la industria peruana en la más importante de la costa del Pacífico en América del Sur / The ship repair industry of Peru, the oldest of its kind in the region, is a strategic one and key to the future economic development of the country. As can be observed in some Asian countries naval industries had, and continue to have, strategic importance for the economic growth of these nations. Such industries not only ensure national defence, but also promote technological and industrial development. In Peru, many factors contribute to the competitiveness of the ship repair industry. Steady growth of international trade is forecasted and South America is increasingly involved in these exchanges. Its geographic position allows Peru to act as a hub for trade between Asia and South America. Continued macroeconomic stability, privatization of ports and free trade agreements will generate even more demand for Peruvian ports, which in turn will benefit the ship repair industry. Demand for repairs exceeds the levels that can currently be met, thus representing additional future sales, which makes an attractive case to expand installed capacities in Peru. Moreover, successful participation in the global market requires high technology and a skilled workforce. A recommended strategy to obtain these factors is to form a joint venture with global leaders. However, no such project is likely to succeed, if not all stakeholders are united. While state sponsorship is of great importance, currently there is no public or private body that acts as a sponsor, facilitator and mediator in the development of this sector in Peru. A greater commitment from the suppliers of the industry, too, will be required to be more competitive regionally and globally. Including the workers unions in the strategic process is critical to creating synergies and alignment of interests. Building ties with related clusters will also be important. The present conditions of the economic environment are favourable for a successful development of the ship repair industry in Peru. Careful consideration of the strategic steps outlined in this study would contribute to the transformation of the Peruvian ship repair industry into the most important on the Pacific coast of South America / Tesis