Tubular joints are of great importance in offshore jacket structures. This thesis examines the ultimate state behaviour of tubular joints in offshore structures. In particular, the validity of a nonlinear finite element method was investigated and it was subsequently used to determine the ultimate load behaviour of a range of tubular joints. A geometrically nonlinear, eight node isoparan-letric shell finite element program is developed which allows six degrees of freedom per node. The material laws in the model include elastic and elastoplastic multilaver solution with integration across the thickness. Strain hardening elfects can be included. The nonlinear solution strategies are based on the Newton-Raphson Method. The load is applied in increments where for each step, equilibrium iterations are carried out to establish equilibrium, subject to a given error criterion. To cross the limit point and to select load increments, iterative solution strategies such as the arc length and autoniatic load increments method are adopted. To analyse tubular joints, a simple inesh generator has been developed. Struc- Cural symmetry is exploited to reduce the number of elements. The hibular joijil. is divided into a few regions and by means of a blending function. each region is discret, ised into a joints have been analysed using this finite element method. The numerical results have been compared with experimental tests undertak- en by the Wimpey Offshore Laboratory using large scale specimens. Finally, the applicabiliy of the nonlinear finite element developed here is briefly discussed all potential areas of research in the ultimate behaviour of tubular joints are proposed.

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British land use planning's ability to accommodate rapid or unexpected large scale change is investigated in terms of the land requirements and political implications of maritime industrial development, and the redevelopment opportunities and problems of obsolete docklands. It is established that land use generally responds to changes in maritime commerce and marine technology. Stereotype models of port decline and growth are critically applied to selected Severnside ports. The thesis subsequently concentrates on behavioural and political aspects of two contrasting implications of maritime change: the development needs of bulk processing coastal industry and the redevelopment potential of inner city docklands. Recent proposals to build an oil refinery at Cliffe, in North Kent, indicate that maritime industrial sites have become a scarce planning resource. Comprehensive reappraisal of the 1972 Deep Water Sites Study suggests demand for such sites will continue, though at an uncertain level. A coast-wise survey of relevant planning policies has several possible interpretations, but generally indicates modest provision because of political and environmental constraints. This awkward balance between supply and demand emphasises planning processes and the nature of legitimisation, with scope for strategic planning initiatives to overcome procedural limitations. Five dockland redevelopment case studies show that, despite ambitious plans, implementation has been difficult and little achieved. An incremental approach is proposed to encourage local investment and immediate beneficial use of idle land. The final chapter combines several theoretical concepts. EIA provides a focus for discussion of planning processes involving maritime industrial development. Dockland redevelopment raises more practical questions, though also concerning the effectiveness of planning machinery. In conclusion, successful political and administrative adaptation to new circumstances favours an uncritically optimistic assessment of existing procedures, while functionally unjustified inertia justifies concern, and procedural as well as policy changes.

The main thrust of this research is the development of a capital investment decision support with reference to the shipping industry. This decision support system as developed is illustrated on the route to a developing part of the world (Liverpool/West Africa trade route) using a ship type particularly suited to the operating requirements of such a route; the multipurpose of Combi (for combination) carriers (chapter two). This ship design type was adopted to operationalise the general capital investment appraisal procedures as developed in this research and embodied in a comprehensive decision support model. The particular capital investment decision criteria as conceived in this study is the maximisation of the net present value of the investment but the objective function is also subject to risk analysis as measured by the coefficient of variability for outcomes. Plausible decision variables were incorporated for the accomplishment of the research objective by a process of parameterisation and the decision criteria adopted necessitated the estimation of a comprehensive system of cost and revenue functions. Ship capital and operating cost function were separately estimated (Chapter Six). It was necessary as a first step in the estimation of ship operating cost functions to aggregate component operating costs into broad categories, namely; Fuel and Lubricants, Wages and Personnel Insurance payments and contributions, Stores and Provision, Repairs and Administration and ship insurance including 'club calls'. Operating 2 cost functions were then estimated for each of the above operating cost aggregates. Ship time in port has operating cost implications particularly with regard to 'hotel load' fuel consumptions and service levels. A ship turnround time forecasting function was duly estimated to cover this category of operating expenses. (chapter five). The ship turn round function as estimated enabled the investigation of a hypothesis topical amongst researchers in shipping that the size of a ship affects its turnround time in port on the study route. The marginal effect on component operating cost functions of variations in managerially controllable variables was also investigated. The revenue model constructed is based on forecasting shipping freight tonnage demand for the provided operating capacity. As a result a freight demand forecasting model was estimated. This estimation was based on least squares and a market/market share demand function estimation procedure was used. The assumptions made for the freight demand model estimation was that national freight demand trend could be approximated by a time series model of the Box-Jenkins type while the route annual demand would be casually dependent on the national trend and relative effort level on the study route. An assumed proxy measure for annual effort level on the route was the corresponding total tonnage offered. Demand share models were also estimated along the lines of the main freight rate commodity categories i.e. foodstuffs, basic materials and manufactured goods (chapter seven). The different facets of the research as developed were subsequently integrated into a computer package which matched not 3 only the particular characteristics of the chosen problem but also general shipping problems (chapter eight). The variable selection procedure adopted for model development was a stratified Monte Carlo sampling technique. It was also desired that as part of the ex-post rationalisation of decision should be the projection of 'optimal' economic life of the investment. To this end a purpose ship residual value forecasting model was estimated and applied adopting a gross present value economic life determination criterion. The model selected a net present value maximising ship size from the parametrised decision variables of 8,000 dead weight tonnage (d.w.t.) and also included ship sizes 9,000 and 14,000 d.w.t. amongst the efficient set. These ship sizes were considered efficient to the extent that they offered plausible trade-offs between expected return and variability relative to the optimum. The model predicted an optimum ship economic life of ten years. Also the predictions of the model were found not to be sensitive to marginal variations in most of the assumptions made in model development.

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Background – Offshore outsourcing is to source activities that were previously produced in-house. It is a concept that has become a trend the last years and its advantages are often taken for granted. Many firms believe that a delegation of the production to low-cost countries enhances their competitiveness and that they get closer to new markets. This might instead be on the expense of the Swedish employment and investments. Some firms chose not to delegate parts of their production but can still stay competitive in their market. Purpose – The purpose with this thesis is to investigate what lies behind small firm’s strategies not to use offshore outsourcing. Frame of References – A strategy is to position the firm in its competitive market. The firm has to defend their position in their market to stay competitive. Overall cost leadership and differentiation are two common strategies where the firm has to perform more efficiently than their competitors. A strategy makes the firm unique and by that achieving competitive advantage. A strategy can be to use offshore outsourcing. The main reasons for offshore outsourcing are to lower costs, increase the firm focus, and to raise the innovation ability. Several disadvantages can also be identified about offshore outsourcing: the dependence on external suppliers, and loss of control over activities, and the possibility of a failing relationship and/or decrease of morale among workers. Method – The method chosen for this thesis is a qualitative study. Semi-structured interviewed were conducted with three small firms. They were personal interviews with open-ended questions. Conclusions – The firm sees their in-house capabilities and tries to develop them before deciding to offshore outsource. Firms that do not offshore outsource are less driven by material and cheap labour and feel that it is important to consider the overall costs. Swedish occupations will be lost as a consequence of offshore outsourcing and will generate serious consequences for the Swedish labour market. Knowledge and competences are high in firms that do not use offshore outsourcing. It is developed within the firm and it is creates a competitive advantage.

The establishment of the Border Industrialization Program (BIP) between Mexico and the United States in 1965 led to the creation of free-trade zone assembly factories--or maquiladoras--along Mexico's Northern border and in the interior. Thousands of Mexican women have since entered the industrial export sector as maquiladora workers, and make up the majority of unskilled and semi-skilled assemblers in electronic and apparel maquila plants. This paper agues that maquiladora managers' preference for women is the result of an unquestioning belief in the gender-specific traits of women--such as dexterity, docility, patience--and well-calculated hiring and personnel policies, which have been designed not only to take advantage of the patriarchal system in Mexico and women's weaker social, political and economic position, but to maintain and control women's qualities of "cheapness", "docility", and "productivity", to the advantage of business.

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