Thesis (doctoral)--Stockholms universitet, 1992. / Abstract in English. Added t.p. with thesis statement inserted. Includes bibliographical references (p. 151-177).

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It would be an exaggeration to claim that the history of a great industry like shipbuilding in Britain, can be fully understood by concentrating on the history of only one of the many companies that contributed to the developers. However, Scotts of Greenock represent a case study that in many ways encapsulates the critical ingredients which came together to project British shipbuilding from purely local significance to world leadership between the late eighteenth century and the beginning of the twentieth century. The roots of modern British shipbuilding lie in the craft industry based on wood and sail, one dominated by small scale family and partnership enterprises typical of the eighteenth and early nineteenth century. The Scotts grew out of this milieu, their family firm dating from 1711, and their survival from that date to the 1980s, marking them out as the longest surviving and oldest firm in British shipbuilding, probably the longest established shipbuilding enterprise in the world. Survival in the small scale world of local markets for wood and sail demanded ingenuity and flexibility, together with a willingness to tackle almost any type of related trade. The Scotts excelled in this unpredictable and opportunistic environment. In Chapter 1 which examines the characteristics of the family, their enterprise in the first century of activity between 1711 and 1820, the foundation of their success is set out.

This thesis addresses the modelling of human factors and how they can impact ship design. Two different but related applications areas are considered; passenger ship evacuation analysis and naval vessel normal operations and evacuation analysis. In the first instance, this thesis investigates the impact of the current regulatory specified passenger response time distributions upon evacuation analysis and then recommends a more realistic passenger response time distribution which should be implemented when performing an evacuation analysis of a passenger RO-RO vessel. This realistic passenger response time distribution is based upon the results of sea trials. The results of this analysis have been adopted by the IMO and form part of the new guideline document, IMO MSC 1238. In addition, this thesis addresses the analysis of the human factors’ performance of a naval vessel. Naval vessels are built primarily for undertaking assigned missions in times of war and conflict. While the safety of those on board is important, the ability of the vessel to function and complete its assigned mission is of paramount importance. This thesis utilises an evacuation model, maritimeEXODUS, which was extended to incorporate the functionality of modelling non-evacuation scenarios, to assess the human factors’ performance of a naval vessel during both normal operations and evacuation scenarios. This thesis develops a methodology for simultaneously assessing the human factors’ performance of both a range of normal operation scenarios and evacuation scenario on board a naval vessel. The methodology, called the Human Performance Metric (HPM), is discriminating, diagnostic, systematic, transparent and reproducible in nature. This thesis then implements the HPM methodology into the early stages of the design cycle for a new naval vessel. The thesis presents the software modifications required to implement the methodology in to the design cycle as well as presenting a demonstration of the new system.

A indústria marítima mundial (IMM) tem um comportamento reconhecidamente cíclico, em alguns momentos os armadores fazem grandes fortunas, em outros amargam enormes prejuízos, o que também ocorre com os demais setores dessa indústria. O objetivo deste trabalho é investigar a natureza e as causas desse comportamento. A IMM é um sistema complexo que pode ser dividido em quatro subsistemas principais: o mercado de frete, o mercado de navios de segunda mão, a indústria de construção naval e a indústria de demolição. Nem sempre as influências que essas quatro partes do mercado exercem umas sobre as outras é bem compreendida. Embora a IMM seja influenciada pela economia internacional, observou-se que seu comportamento é fortemente influenciado por fatores endógenos, tais como: sua própria estrutura; as relações organizacionais; e as decisões gerenciais que ocorrem nas várias partes dessa indústria. Adicionalmente, pode ser observado que tais relações têm características essencialmente dinâmicas. A Dinâmica de Sistemas (DS) parece ser uma ferramenta adequada à análise deste tipo de mercado, e, por essa razão, foi o método adotado para estudá-lo. Nesse método um modelo matemático é construído a partir do conhecimento descritivo das relações causais e funcionais existentes no mundo real. Foi elaborado um modelo preliminar que inclui três setores principais da indústria: o financeiro, o mercado de frete e a indústria de construção naval. Tais setores cobrem a maioria das interações relevantes determinantes do comportamento. O modelo é uma simplificação do mundo real em vários aspectos e se baseia em certas assunções, previamente estabelecidas. Apesar das simplificações, assunções e omissões, o comportamento do modelo, como pode ser observado nos resultados obtidos, reproduz de maneira razoável as séries históricas escolhidas para comparação (os Modos de Referência). Foi observado que a decisão pela encomenda de novos navios é um importante gerador do comportamento cíclico. Neste estudo preliminar tal decisão é fundamentada somente na análise da previsão de demanda de transporte marítimo e na expectativa de lucro dos armadores, que é função das receitas obtidas pelos armadores, seus custos totais, e uma taxa de retorno sobre o investimento, que foi arbitrada em 15%. O modelo aqui apresentado pode servir de fundamento para um maior desenvolvimento dessa área de investigação, e como guia para outros trabalhos. Espera-se que futuros trabalhos sejam realizados, de maneira a que se obtenha uma forte compreensão da IMM. Os resultados obtidos permitem concluir que a Dinâmica de Sistemas é uma ferramenta válida para investigação, e a continuação desta linha de pesquisa pode trazer resultados compensadores. / It is recognized that the world maritime industry has a cyclical behavior. Shipowners face periods of fabulous profits and disastrous miscalculations. The object of this work is to investigate the nature and causes of such behavior. The maritime industry is a complex system that can be split in four main markets: freight; second-hand ship; new ships and ships for demolition. The influences of one part on the others are not always well understood. Although the world economy influences the maritime industry, it has been observed that its behavior is fundamentally endogenous, such as: its own structure; the relationships between its parts; and the process of decision making. Furthermore, this behavior has strong dynamic characteristics. System Dynamics has been proving to be a suitable tool for analyzing such systems and, therefore, has been chosen. In this method a mathematical model is developed from a functional and causal description of the real system. A preliminary model was formulated which include three main sectors of industry: financial, freight market and shipbuilding industry. These sectors cover most of the relevant interactions and determinants of the behavior. The model simplified from the real world in many instances, and is based on certain assumptions previously stated. In spite of the simplifications, assumptions and omissions, the behavior of the model, as shown in computer results, replicates the most fundamental characteristics of the real world, the historical trends chosen as reference modes. It has been observed that the new ships ordering decisions are extremely important in stimulating the cyclical behavior. In this preliminary work this decision is founded on demand forecast and expected profitability of shipowners. This profitability is assumed as a function of shipowners total costs and a rate of return of investment, assumed as 15%. The model developed herein can serve as foundation structure upon which to develop more fully this area of investigation, and as a guide in such developments. It is hoped that further work is carried out towards gaining a sounder understanding of the maritime economics market cycles. Considering the results presented so far, it is possible to conclude that System Dynamics is a valid tool for investigation and can yield rewarding results.

This thesis investigates the significant role that the Venetian humanist Vettor Fausto (1490-1546), professor of Greek at the School of Saint Mark, played during the first half of the 16th century in Venetian naval architecture. Early in the 16th century, the maritime power of Venice was seriously threatened by the Ottoman Sultan Suleiman II in the East and by the Holy Roman Emperor Charles V in the West. In order to regain its naval power in the Mediterranean, the Republic of Venice strongly encouraged Venetian shipwrights to submit new designs for war galleys. The undisputed founder and champion of this naval program was not a skilled shipwright but a young professor of Greek in the School of Saint Mark named Vettor Fausto, who in the heat of this renewal programme, proposed “marine architecture” as a new scientia. In 1529, Vettor Fausto built a quinqueremis whose design, he claimed, was based upon the quinquereme “used by the Romans during their wars” and that he had derived the shipbuilding proportions “from the most ancient Greek manuscripts.” The recovery of Classical traditions resulted in major changes in many fields. It included shipbuilding practices as well, especially after Fausto introduced in the Venetian Arsenal a new scientia, that of “marine architecture”, in opposition to the fabrilis peritia, the empirical shipbuilding practice. This work examines several Renaissance sources and archival material in order to illuminate the technical features and the design of Fausto’s quinquereme. Based on the study of the anonymous 16th-century Venetian manuscript Misure di vascelli etc. di…proto dell’Arsenale di Venetia from the State Archive of Venice, this thesis presents a general overview of Fausto’s life and his cultural background in order to better understand the humanistic foundations that led him to propose the construction of the quinquereme. Also presented in this thesis is a theoretical reconstruction of Fausto’s quinquereme and the suggestion that the shipbuilding instructions contained in the anonymous manuscript are connected to the work of Fausto in the Venetian Arsenal.

Batavia, a Dutch East Indiaman, sank in 1629 on its maiden voyage to the Indies in the Houtman Abrolhos Archipelago off the coast of Western Australia. The ship gained notoriety for the mutiny and horrific massacre that engulfed the survivors after the wreck, but the vessel itself was lost for centuries. The remains of the ship were discovered in 1963, and excavated between 1971 and 1980 by a team of archaeologists from the Western Australian Museum. The surviving hull timbers, raised from the seabed by archaeologists, represent approximately 3.5 percent of the original hull. They include part of the transom and aft port quarter of the ship. To date, Batavia represents the only excavated remains of an early seventeenth–century Dutch East Indiaman that have been raised and conserved in a way that permits detailed study. This is of great significance as there are no lines drawings or construction plans for any Dutch ships from this period. The study and comparison of the Batavia hull timbers with those of other Dutch shipwrecks and historic documentation contributes to the understanding of Dutch shipbuilding techniques at the end of the sixteenth and beginning of the seventeenth centuries.

In 1587, an ambitious colonial bureaucrat in Mexico City published a handbook titled Instrucción náutica. Although navigational books were common throughout the 16th century, the Instrucción náutica was the first printed volume that included an extensive discussion of ship construction and design, and its publication was thus a significant event in the history of early modern nautical technology. While the work is frequently cited in discussions of 16th-century Spanish ship construction and seafaring, little in-depth analysis of the text has been undertaken to verify its accuracy. In order to understand the significance of the book, a critical evaluation was undertaken of its context and content and of the motivations and background of its author. Analysis of documents written by, about, and to Diego García de Palacio reveals that he held positions of academic, religious, and political power in New Spain, that his motives for publishing the book were complex, and that he consulted a range of disparate sources. Significantly, archival correspondence suggests that García de Palacio was an observer and administrator of navigation and ship construction, rather than an expert practitioner. Nonetheless, comparison of the technical content of the book with other sources of information for 16th-century ships and seafaring, including contemporary treatises, iconography, and archaeological materials confirms the overall accuracy of the text. The navigational materials included in the Instrucción náutica reflect information adapted from existing texts, providing a solid overview of the most common techniques of navigation in use at the time. While useful, García de Palacio’s discussion of ship design was clearly intended for a non-specialist audience. Perhaps the most original technical contributions are his descriptions of the rigging of Spanish ships. The brief discussion of naval strategy is historically significant due to its juxtaposition between the last of the great naval battles fought primarily with boarding tactics, and the movement toward increasing reliance on the broadside. By comparing García de Palacio’s text to other sources of information, this study has confirmed the reputation of the Instrucción náutica as one of the most comprehensive and accurate written descriptions of 16th-century Spanish seafaring practices.

Nautical archaeologists and scholars often try to recreate how ships were built and maneuvered. Due to the delicate nature of older wooden vessels, there is often little archaeological evidence remaining to aid in these studies, and researchers must supplement what little they have with other resources, such as texts. By using computer programs to synthesize and enhance the information in the texts, scholars can better understand the vessel and explore questions that even hull remains may not be able to address. During the High to Late Middle Ages, Venice was a key city for trade and commerce. Its location on the Adriatic Sea connected merchants throughout mainland Europe and the Mediterranean Sea. Since its founding in the low Middle Ages, Venice has been connected to the sea, leading to a long history of seafaring and shipbuilding. By the end of the Middle Ages, Venice had established several trade routes throughout the Mediterranean and Black Seas, and one long sea route into the Atlantic, to Lisbon, Flanders, and London. Although no archaeological evidence of these galleys have been found, several contemporary texts describe the merchant galleys of the 15th century. Two of these texts, dating to the first half of the 15th century discuss the dimensions the galley: The book of Michael of Rhodes and the book of Giorgio "Trombetta" da Modone. Perhaps complementary copies of the same original, these texts contain enough information to reconstruct a 3-dimensional model of the galley of Flanders's hull, in this case using off-the-shelf software ((Rhinoceros). From this computer model the vessel can then be analyzed for volumetric information in order to better understand the hull capacity and how the ship was laden.

This thesis aims to analyze the growth dynamics of the Turkish commercial shipbuilding industry between 1992 and 2008. It tests the hypotheses whether each of the 14 variables identified in the literature are valid in explaining the growth of Turkish commercial shipbuilding industry between 1992 and 2008 and if there is a dierence in the importance of these variables through utilizing secondary data as well as the results of the semi structured interviews made with 16 experts and managers representing all stakeholders in public institutions, NGOs, academicians and shipyards. It argues that clustering in Tuzla, growth of world GDP and trade and specialization in chemical tankers and container ships, and three-pillar outsourcing were the major reasons for the growth of Turkish commercial shipbuilding industry for the period between 1992 and 2008 and change in dollar exchange rate is a minor reason.