Syftet med denna studie var att utforska nautiska befäls attityder till larmen de kan ställas inför på sin brygga och den eventuella kausaliteten. Tidigare forskning inom larm och forskning inom optimering av brygglayouter presenterade ett problematiskt fenomen vilken av Papastavrou och Lehto kallas för cry-wolf. Detta fenomen beskriver att operatörer av system med larm, till exempel sjöfartsofficerare, tenderar att ignorera larmen om de utsätts för en hög frekvens av larm, denna höga frekvens kallar Al-Dabbagh och Tongwen för alarm-floods. Denna studie kommer fram till att cry-wolf fenomenet existerar ombord det fartyg studien utfördes på. Datainsamlingen utfördes med den kvalitativa forskningsmetodiken, främst genom semi-strukturerade intervjuer. Dessa intervjuer kompletterades sedan med ostrukturerade observationer vilka utfördes under en nio dagar lång fältstudie. Studiens primärdata analyserades genom innehållsanalyser och detta gjordes ur det hermeneutiska perspektivet. Studien fann att befälen tenderar att ignorera larmen om larmen inte klassas som nödlarm. Vidare presenteras två potentiella lösningar som ämnar ge tillbaka den tyngd larmen borde associeras med. Utöver detta presenteras också en hypotes vilken syftar till att ta reda på om ett givet fartyg påverkas av cry-wolf fenomenet. Denna hypotes måste valideras innan den kan godtas som gångbar för sjöfarten som helhet. / The main purpose of this thesis was to explore nautical officer’s attitudes towards the alarms they may encounter on the bridge and the eventual causality between the officers and their actions concerning the alarms. Earlier research into alarms and research regarding optimization of bridge-layouts presented a problematic theory which Papastavrou and Lehto call cry-wolf. Wherein the operators of systems, or ships, with advanced alarms tend to ignore the alarms if they are subjected to a high frequency of alarms, or alarm-floods as Al-Dabbagh and Tongwen calls it. This study shows that, on board the vessel which the study was conducted, the cry-wolf phenomena exist. The study was conducted on board a Swedish vessel from the hermeneutical perspective. The data collection was done with the qualitative method, primarily through semi-structured interviews and these were then enriched with data from unstructured observations which were made during a nine-day stay aboard said vessel. The collected data has been analysed through content analysis from the hermeneutical perspective and the study reveals that the officers tend to ignore the alarms, unless they are classified as emergency alarms. This study proposes two potential fixes for how to make the alarms less overwhelming and how to give back the importance of the alarms. Furthermore, the study presents a hypothesis which aims to find whether or not a given vessel is subject to the cry-wolf phenomena. This hypothesis needs to be proven in future research before it can be proclaimed as a valid hypothesis.

The thesis examines a number of questions concerning the design, construction, costs and use of Romano-British seagoing and inland waters shipping. In the first part the reasons for the methods of construction for seagoing and coastal vessels, such as the Blackfriars Ship 1, the St. Peter Port Ship and the Barland's Farm Boat, have been investigated. The constructional characteristics of the two ships are massive floors and frames, with the planking fastened only to the floors and frames with heavy clenched iron nails. There is no edge to edge fastening of the planks, with tenons inserted into mortises cut into the edges of the planks, as is normal in the Mediterranean tradition of ship construction in the Roman period. The Romano-British ships also differ from the Scandinavian tradition of clinker building with overlapping planks nailed to each other along their length. It has been concluded that a natural phenomenon, the large tidal range around the British Isles and the northern coasts of Gaul and Germany, had a dominant effect on the design of seagoing vessels. Deep water harbours, such as Portus, Caesar ea Maritima and Alexandria in the Mediterranean, where ships could lie afloat at all times, were neither practicable nor economic with the technology available. At the British ports, such as Dover, London and Chichester, ships had to come in with the high tide, moor to simple wharves at the high tide level, and then settle on the ground as the tide dropped. At the numerous small havens, inlets and estuaries around the British coasts, ships would come in with the tide, settle on a natural or man-made 'hard' as the tide fell, and discharge cargo over the side to carts, pack animals or people. This mode of operation required sturdy ships that could take the ground without damage, and also withstand a certain amount of 'bumping' on the bottom in the transition period from fully afloat to fully aground. The second part of the thesis investigates the cost of building, maintaining and operating various types of vessels. To do this, a new mode for measuring cost, the Basic Economic Unit, or BEU, has been developed. The probable volume of the various types of cargoes carried has been examined. It appears that grain was the dominant cargo in both coastal and overseas traffic. The total cost of building, maintaining and operating the seagoing and inland water shipping was less than one percent of the gross product of Britain, a small cost for an essential service.

Denna uppsats är gjord på uppdrag av Tarbit Shipping som år 2011 konverterade sin tankbåt M/T Bit Viking från konventionell drift på tjockolja till LNG (Liquefied Natural Gas).Uppdraget som gavs var att upprätta en tränings manual till fartyget då det är ett krav från IMO (International Maritime Organization). Manualen skrevs i 3 st huvuddelar Kategori A, B och C. Kategori A är till för att manskap ombord ska få en kännedom om gasen och säkerhet runt den, Kategori B är skriven till däcksbefäl där det krävs en större kännedom om gasen och Kategori C är till för maskinbefäl. Manualen finns nu ombord på fartyget och på rederi kontoret för utbildning av nypåmönstrad personal och fortlöpande utbildning av ordinarie personal. Manualen är ett resultat på tolkning av IMO´s IGF kod (ANNEX11. RESOLUTION MSC.285(86)) där det står riktlinjer för säkerheten ombord på fartyg med maskiner som drivs på naturgas. / This paper has been produced as a result of an assignment set by Tarbit Shipping which 2011converted one of their product tanker ships from M/T Bit Viking its original heavy fuel oil toLNG (Liquefied Natural Gas). The assignment was to establish a training manual to the shipaccording to IMO´s (International Maritime Organization) IGF code. The manual is written inthree main parts Category A, Category B and Category C. Category A is directed at ratingsand cadets and focuses on gas and safety procedures, Category B is directed at deck officersand focuses on gas, whilst Category C is directed at engine officers and, similar to Category Baims at increasing knowledge levels for engineers. The manual is now located onboard theship and at the company’s office for education of new personnel and for continued educationfor personnel onboard. The manual is a result on an interpretation of IMO´s IGF code(ANNEX11. RESOLUTION MSC.285(86)), in which guidelines are laid out for vesselsfueled by natural gas.

The thesis examines a number of questions concerning the design, construction, costs and use of Romano-British seagoing and inland waters shipping. In the first part the reasons for the methods of construction for seagoing and coastal vessels, such as the Blackfriars Ship 1, the St. Peter Port Ship and the Barland's Farm Boat, have been investigated. The constructional characteristics of the two ships are massive floors and frames, with the planking fastened only to the floors and frames with heavy clenched iron nails. There is no edge to edge fastening of the planks, with tenons inserted into mortises cut into the edges of the planks, as is normal in the Mediterranean tradition of ship construction in the Roman period. The Romano-British ships also differ from the Scandinavian tradition of clinker building with overlapping planks nailed to each other along their length. It has been concluded that a natural phenomenon, the large tidal range around the British Isles and the northern coasts of Gaul and Germany, had a dominant effect on the design of seagoing vessels. Deep water harbours, such as Portus, Caesar ea Maritima and Alexandria in the Mediterranean, where ships could lie afloat at all times, were neither practicable nor economic with the technology available. At the British ports, such as Dover, London and Chichester, ships had to come in with the high tide, moor to simple wharves at the high tide level, and then settle on the ground as the tide dropped. At the numerous small havens, inlets and estuaries around the British coasts, ships would come in with the tide, settle on a natural or man-made 'hard' as the tide fell, and discharge cargo over the side to carts, pack animals or people. This mode of operation required sturdy ships that could take the ground without damage, and also withstand a certain amount of 'bumping' on the bottom in the transition period from fully afloat to fully aground. The second part of the thesis investigates the cost of building, maintaining and operating various types of vessels. To do this, a new mode for measuring cost, the Basic Economic Unit, or BEU, has been developed. The probable volume of the various types of cargoes carried has been examined. It appears that grain was the dominant cargo in both coastal and overseas traffic. The total cost of building, maintaining and operating the seagoing and inland water shipping was less than one percent of the gross product of Britain, a small cost for an essential service. / Arts, Faculty of / Classical, Near Eastern and Religious Studies, Department of / Graduate

The middle manager situation is sometimes squeezed between requirements from different parties at the same time as they are crucial for the development of the organization. Masters, chief engineers and managers in the catering department onboard are middle managers squeezed between the office requirements and the working conditions of their crew. The purpose of this study was to look into the middle managers conditions with focus on the work for good working environment onboard ships in the commercial shipping industry. A study was made consisting of two main parts, first a literature review and secondly focus group interviews. The literature review looked for findings about the middle managers work for occupational health and safety, which were mostly about industries and organisations ashore. These findings were tested in the focus groups in order to find out if they applied also for the commercial shipping industry and if there are any special things to consider there. The focus group members were of both genders, from different management positions and companies within the Swedish commercial shipping industry. So what recommendations can be made in order to improve the middle managers work for a good working environment or occupational health and safety (OHS)? Recommendations are given about competence, staff engagement, policies, shared leadership and administrative workload. Three findings are suggested for further research, shared leadership, administrative workload and client pressure. It is interesting that the type of shared leadership that are found onboard seems to be rather unique for the commercial shipping industry.

Call number: LD2668 .T4 1985 C37 / Master of Science

Thesis (MA)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: Since the rise of the modern corporation in the late 19th century, the debate on the relationship between business and society has flourished, and the negative impact of businesses became evident as the number and scale of large corporations increased. As a result of the globalization of trade and economic activity, regulating and auditing multinational companies have become both more important and more problematic. Along with the new challenges to be met by companies operating in foreign countries, these factors have resulted in a greater demand for corporate social responsibility (CSR). Originating as an Anglo-American management idea, CSR has spread and become a well-established tool for businesses worldwide. In today’s global capitalist system, characterized by open markets, it is widely acknowledged that it is the role of the state to establish the preconditions for the proper functioning of markets by defining legal rules, establishing enforcement bodies, and providing public goods. However, many corporations choose to go beyond the required regulatory levels and voluntarily engage in CSR. Studies of CSR have long been dominated by business and economic scholars, usually with the aim to confirming or denying CSR as a tool for profit-maximization, and until the last decade, social and political scientists have shown little interest in CSR. From a political science view, the relation between the state, markets and corporations is of interest, but few studies have investigated how political institutions influence corporate behavior. This study has therefore researched the institutional determinants of CSR by analyzing the efforts and the role of the Norwegian government in promoting CSR in the shipping industry. The White Paper on CSR was used as guide to the government’s approach to CSR, and was analyzed in light of the specific CSR challenges faced in the shipping industry. For this purpose, a qualitative methodology and case study research design was adopted to provide in-depth information. New institutional theory and comparative political economy provided the theoretical framework for the study, and helped in answering the main research question: What is the role of the Norwegian government, as a political institution, in promoting CSR in the Norwegian shipping industry? as well as the sub-questions. The study identified both strengths and weaknesses in the government’s role as CSR promoter, and argued that the predominantly international focus of the White Paper is suitable for globally oriented industries, like shipping, while reducing its relevance for nationally oriented firms. The study further found that the government as institution provides the industry with CSR incentives, other than financial ones, as it sets the standards for what is perceived as modern and just corporate behavior. In addition, CSR in the shipping industry was found to take an explicit form, and to reflect the national institutional environment. The findings stand in contrast to the way in which the above-mentioned theories expect CSR to take shape in coordinated market economies. In broader sense, the findings affect the perception of the relationship between CSR as a management tool and strategy, and CSR as a political and regulatory tool that may be used actively by authorities. / AFRIKAANSE OPSOMMING: Sedert die opkoms van die moderne korporasie in die laat 19de eeu, het die debat oor die verhouding tussen besigheid en samelewing floreer terwyl die negatiewe impak van besighede sigbaar geword het soos die aantal en omvang van groot korporasies toegeneem het. As gevolg van die globalisering van handel en ekonomiese aktiwiteit, het die regulerende en multinasionale ouditeringsmaatskappye beide belangrik en meer problematies geword. Tesame met die nuwe uitdagings wat maatskappye in vreemde lande moet ontmoet, het hierdie faktore aanleiding gegee tot ‘n groter vraag na korporatiewe sosiale verantwoordelikheid (KSV). KSV het sy oorsprong as ‘n Anglo-Amerikaanse bestuursidee gehad en het ‘n goed gevestigde hulpmiddel vir besighede wêreldwyd geword terwyl dit ook versprei het. In vandag se globale kapitalistiese sisteem wat deur oop markte gekenmerk word, word dit wydverspreid erken dat dit die rol van die staat is om voorwaardes vir die behoorlike funksionering van markte te vestig deur regsreëls te definieer, handhawingsliggame te vestig en publieke goedere te verskaf. Baie korporasies verkies egter om verder as die vereiste regulerende vlakke en vrywillige deelname in KSV te gaan. Studies van die KSV is vir lank oorheers deur besigheid- en ekonomiese geleerdes wat gewoonlik die doel gehad het om die KSV te bevestig of te ontken as ‘n hulpmiddel vir wins-maksimalisering, en tot en met die laaste dekade het sosiale en politieke wetenskaplikes min belangstelling in die KSV getoon. Uit die Politieke Wetenskaplike oogpunt is die verhouding tussen die staat, markte en korporasies van belang terwyl min studies al ondersoek het hoe politieke instellings korporatiewe gedrag beïnvloed. Hierdie studie het dus die bepalende faktore van die KSV nagevors deur die pogings en die rol van die Noorweegse regering in die bevordering van KSV in die skeepsvaart te analiseer. Die Witskrif op KSV is gebruik as ‘n gids vir die regering se benadering tot die KSV, en is ontleed in die lig van die spesifieke KSV uitdagings wat in die seevaart industrie in die gesig gestaar word. Vir hierdie doeleinde is ‘n kwalitatiewe metodologie en gevallestudie navorsingsontwerp aangeneem om in-diepte inligting te verskaf. Nuwe institusionele teorie en vergelykende politieke ekonomie het die teoretiese raamwerk vir die studie verskaf en het gehelp in die beantwoording van die hoof navorsingsvraag: Wat is die rol van die Noorweegse regering, as ‘n politieke instelling, in die bevordering van KSV in die Noorweegse seevaart industrie? Sowel as die sub-vrae. Hierdie studie het beide sterkpunte en swakpunte in die regering se role as KSV promotor identifiseer en het geargumenteer dat die oorwegende internasionale fokus van die Wit Skrif geskik is vir globaal georiënteerde industrieë soos seevaart, terwyl die toepaslikheid van nasionaal oriënteerde firmas verminder is. Die studie het verder bevind dat die regering as instelling KSV insentiewe aan die industrie anders as finansiële verskaf het, deur dat dit die standaarde stel vir wat gesien word as moderne en regverdige korporatiewe gedrag. Daar is verder bevind dat die KSV ‘n eksplesiete vorm aangeneem het in die seevaart industrie om die nasionale institusionele omgewing te vertoon. Die bevindings staan egter in teenstelling tot die manier waarop die bogenoemde teorieë van die KSV verwag om vorm aan te neem in gekoördineerde mark ekonomieë. In die breër sin beïnvloed die bevindings die siening van die verhouding tussen KSV as ‘n bestuur hulpmiddel en strategie en KSV as ‘n politieke en regulerende hulpmiddel wat aktief deur owerhede gebruik kan word.

Wine companies face two important challenges in their supply chain: the international shipping temperatures and their effect on the perceived quality of the wine and the optimization of the bottling schedule. The wine maker takes special care in producing the best quality product, which is then shipped to the importer/distributor or consumer, generally in non-refrigerated containers at the mercy of the prevailing environmental conditions. The contributions of this work is that it is the first to measure, for a significant period of time, the temperatures along the international wine supply chain and to link them to the specific supply chain processes. This is also the first work that analyzes the effect of shipping temperature on the perceived quality of the product by those who make the purchase decision for importers, restaurants and supermarkets. Results indicate that the wine is very likely to have been exposed to extreme temperatures during shipping. For white wines, tasters are able to detect differences in wines which have been exposed to shipping temperatures and show a preference towards them. For red wines, they are unable to detect differences. Our contribution to the second challenge was the development of a model that produces solutions for the wine bottling lot sizing and scheduling problem with sequence dependent setup times, in an adequate time-frame, which can be implemented by large wineries. We have developed a model and algorithm that produces fast, good and robust solutions for the winery lot sizing and scheduling problem with sequence dependent setup times. We implemented an effective decomposition algorithm that uses the structure of the problem, that can be applied to other families of sequence dependent scheduling and lot sizing problem. Results indicate that the model achieves reductions of 30\% in the total plan costs.

The primary aim of this thesis is to develop effective solution techniques for large-scale maritime inventory routing problems that possess a core substructure common in many real-world applications. We use the term “large-scale” to refer to problems whose standard mixed-integer linear programming (MIP) formulations involve tens of thousands of binary decision variables and tens of thousands of constraints and require days to solve on a personal computer. Although a large body of literature already exists for problems combining vehicle routing and inventory control for road-based applications, relatively little work has been published in the realm of maritime logistics. A major contribution of this research is in the advancement of novel methods for tackling problems orders of magnitude larger than most of those considered in the literature. Coordinating the movement of massive vessels all around the globe to deliver large quantities of high value products is a challenging and important problem within the maritime transportation industry. After introducing a core maritime inventory routing model to aid decision-makers with their coordination efforts, we make three main contributions. First, we present a two-stage algorithm that exploits aggregation and decomposition to produce provably good solutions to complex instances with a 60-period (two-month) planning horizon. Not only is our solution approach different from previous methods discussed in the maritime transportation literature, but computational experience shows that our approach is promising. Second, building on the recent successes of approximate dynamic programming (ADP) for road-based applications, we present an ADP procedure to quickly generate good solutions to maritime inventory routing problems with a long planning horizon of up to 365 periods. For instances with many ports (customers) and many vessels, leading MIP solvers often require hours to produce good solutions even when the planning horizon is limited to 90 periods. Our approach requires minutes. Our algorithm operates by solving many small subproblems and, in so doing, collecting and learning information about how to produce better solutions. Our final research contribution is a polyhedral study of an optimization problem that was motivated by maritime inventory routing, but is applicable to a more general class of problems. Numerous planning models within the chemical, petroleum, and process industries involve coordinating the movement of raw materials in a distribution network so that they can be blended into final products. The uncapacitated fixed-charge transportation problem with blending (FCTPwB) that we study captures a core structure encountered in many of these environments. We model the FCTPwB as a mixed-integer linear program and derive two classes of facets, both exponential in size, for the convex hull of solutions for the problem with a single consumer and show that they can be separated in polynomial time. Finally, a computational study demonstrates that these classes of facets are effective in reducing the integrality gap and solution time for more general instances of the FCTPwB.

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