No description available.

This study attempts to contribute to the history of merchant shipping in a manner suggested by Ralph Davis, that 'the writing of substantial histories of the ports' was a neglected, but important, part of the subject of British maritime history. Aspects of the shipping industry of the port of Whitby fall into three broad categories: the ships of Whitby, built there and owned there; the trades in which these vessels were employed; and the port itself, its harbour facilities and maritime community. The origins of Whitby shipbuilding are seen in the context of the rise to prominence of the ports of the North East coast, and an attempt is made to quantify the shipping owned at Whitby before the beginning of statutory registration of vessels in 1786. A consideration of the decline of the building and owning of sailing ships at Whitby is followed by an analysis of the rise of steamshipping at the port. The nature of investment in shipping at Whitby is compared with features of shipowning at other English ports. An introductory survey of the employment of Whitby-owned vessels, both sail and steam, precedes a study of Whitby ships in the coal trade, illustrated with examples of voyage accounts of Whitby colliers. The Northern Whale Fishery offered further opportunities for profit, and may be contrasted with the inshore and off - shore fishery from Whitby itself. A quantification of the importance of Whitby shipping in the Baltic is followed by a study of Whitby ships carrying emigrants to Canada and convicts to Australia. The impact of war, especially in the late eighteenth century, brought unprecedented prosperity to the port, where the continued significance of the local shipping industry was always at odds with its small population and landward isolation.

No description available.

The drive to reduce costs and to ensure that ports can stay open to the maximum extent in all weathers has given impetus to the search for more flexible vessel traffic management; something that current advances in technology make it possible to contemplate. Various issues pose a significant challenge to implementation, including the inherent conservatism of the maritime community. Nonetheless, aspects of potential new services are already in regualr use. Remote pilotage is a detectable strand in EU research thinking and the port of Rotterdam is preparing for its all weather implementation. First the issues involved were established by means of a literature search followed by a series of structured interviews and a questionnaire. the results were analysed, leading to a body of results that can be used by those seeking to make decisions in this area of maritime operations. A comparison with Air Traffic Management concluded that there would be merit in adopting some of its philosophy and procedures. specific focus was then given to establishing, by means of a questionnaire, a generic set of indicators by which it can be decided whether specific vessels quality for a given new service. Throughout the research qualitative data was sought from highly qualified professionals. Two new services are proposed; remote pilotage and enhanced navigation assistance. In the hierarchy of services they fit between the provision of an on board pilot and those currently provided by a VTS. Working definitions of both services have been established. The required technology is either available or can be seen to be a realistic prospect. AIS has emerged as a key enabling technology and the exchange of passage plans will be important. However,technology alone will not suffice to make change practible. The non-technological issues are more intractable but capable of solution. Progress, if realised, can be expected to be slow; the current assessment for the spread of remote pilotage is 10-15 years. A case cannot be made for the implementation of remoter pilotage or enhanced navigation assistance on the grounds of improved safety; an acceptable level of safety must be assumed to exist. There is also a need for the appropriate legislative framework to be in place and the issue of liability to be resolved. Ultimately the prime requirement for successful implementation is the realisation of a commercial benefit to both a port and the ship owner.

In the last ten years there has been increasing concern about the drop in numbers of experienced British merchant ship officers. This short fall in manpower will have serious repercussions on the recruitment strategy of United Kingdom shore-based shipping support organisations. These employers have relied upon a supply of former ships' officers to recruit into various key jobs. Research has shown that demand is expected to exceed suppy, and there has been much debate concerning a solution to the problem. This thesis is an analysis of the shore-side maritime industry's recruitment strategy in the light of this forecast shortage of experienced ships' officers. It aims to make a substantial conribution to the debate concerning recruitment pre-requisites into the industry and increase understanding of the reasons why employers prefer to recruit former ships' officers. There are two 'strands' in this thesis. First of all this work provides a broad, qualitative analysis of the situation. It focuses upon the recruitment of seafarers into the shore-based maritime industry, the supply of and demand for seafarers and the reasons for their decline in numbers. The work uses data that has been generated on the maritime labour market to argue that the industry needs to train non-seafarers for certain key jobs instead of recruiting former officers. Theories and concepts originating from experts on skill shortages are used to show that the industry is unlikely to react in time to the shortage to prevent wider damage to the UK's maritime sector. Therefore this work supports the idea that non-seafarer training schemes are feasible for some types of work, and also need to be supported by the State in order to preserve the pool of experienced officers. Secondly, the arguments put forward by employers and employee bodies areanalysed to ascertain why they believe it is necessary that former seafarers have to be employed to carry out certain key jobs. This work also argues that there are other reasons besides those given as to why employers do not see the training of non-seafarers as a good alternative. The situation in the industry is tested against two models of 'professional power'. A new model of professionalism was created in order to develop understanding of how and why maritime occupational groups try to exclude non-seafarers from shore-based marine related work. It concluded that there is a mobilisation of bias within the sector against non-seafarers entering an industry that predominantly favours of those who have ships' officer experience

Thesis (M.S. in Operations Research)--Naval Postgraduate School, June 2008. / Thesis Advisor(s): Buttrey, Samuel E. "June 2008." Description based on title screen as viewed on August 27, 2008. Includes bibliographical references (p.133-134). Also available in print.

Thesis (M.S.)--Virginia Polytechnic Institute and State University, 1992. / Vita. Abstract. Includes bibliographical references (leaves 133-135). Also available via the Internet.

Thesis--Hamburg. / Lebenslauf. "Literatur": p. [91]-92.

Thesis (Ph.D.)--Murdoch University, 2008. Includes bibliographical references (leaves 185-200) / Thesis submitted to the Faculty of Law and Business.

Thesis (Ph. D.)--University of Pennsylvania, 1911. / Bibliography: p. 63-68.