Thèses sur le sujet « Ships - general »

This thesis investigates seafarers’ experiences of ill-treatment onboard ships. A sociological approach to ill-treatment is adopted, with a focus on characteristics of the work environment onboard which affect seafarers’ experiences of and responses to ill-treatment. A qualitative approach was employed to understand seafarers’ perceptions of ill-treatment. Semi-structured interviews based on the Negative Acts Questionnaire were conducted with seafarers and managerial personnel from one multinational and one Indian company. The seafarers were drawn from all ranks. Thematic analysis of the data revealed that seafarers’ perceptions, experiences and responses to ill-treatment were heavily influenced by characteristics of the work environment, including industry and company norms such as short-term contracts, the hierarchy, onboard, distance management and HR policies and training. Seafarers encountering ill-treatment can choose to exit their situation, raise their voice or remain silent. The findings showed that while support structures such as grievance procedures and union membership existed for seafarers experiencing ill-treatment, the majority of seafarers chose to remain silent because of complex interactions between a variety of workplace features. Fears included job insecurity, concern for career advancement, fear of blacklisting and personal financial concerns. Those seafarers that did choose to escape their situations found that there could be repercussions on their finances and their career ambitions, or that exercising their voice resulted in a reshuffle of seafarers but nothing of import changed. The professional socialisation process and culture onboard the ship are very important in influencing seafarers’ perceptions of ill-treatment, and play a role in the occurrence of preventative behaviour and use of coping mechanisms. In addition, the industry norms of short-term contracts, the purported manning crisis and a race to the bottom mentality force seafarers to be highly insecure in their jobs and encourage them to accept their situation until they can escape it.

Cruise ship workers and cruise ship employment are commonly described in popular literature as the stories of either ‘perfect workers in a dream job’ or ‘exploited workers on sweatships’. However, these popular portrayals tend to overlook the social and economic complexities of the work and the diversity of subjective experiences amongst cruise sector seafarers. To address this gap, this study investigates the social representations of the working lives of seafarers on-board cruise ships. Using the case of Filipino seafarers, one of the nationalities with the largest proportion of workers in the cruise ship sector, this study explores how workers in a globalised industry make sense of their employment experiences in relation to their lives. Q-methodology, a systematic research approach combining quantitative and qualitative methods in studying perspectives, was used to identify shared viewpoints on the working lives of cruise ship employees. Participants were asked to rank-order a set of 48 statements, which represent a range of occupational, organisational and work-related issues that they faced throughout their employment experience, along a fixed grid of agreement/disagreement taking the shape of an inverted pyramid grid (Q-sorts). Participants were also interviewed to elicit the rationales and narratives behind their sorting decisions. Factor analysis of 99 completed Q-sorts yielded four factors which were interpreted as ‘work-views’ or shared and holistic viewpoints on working lives. The accounts of ‘Good-fit’, ‘Troubled’, ‘Professional’ and ‘Ambivalent’ workers capture a more nuanced social representation of the working lives of cruise ship employees than those commonly presented in popular literature. These accounts of the working lives of cruise sector seafarers are discussed, in terms of the concept of work orientation, to highlight the workers’ multiple motivations and expectations of cruise ship employment, and to illustrate the embeddedness of work attitudes in social relationships on-board and in the communities of origin.

The influence of non-linearities on wave-induced motions and loads has been the focus of many investigations in the past few years and continues to be an important issue. A number of two- and three-dimensional methodologies have been developed, by and large, partly accounting for various non-linearities. Non-linear radiation, and to an extent diffraction, is the main problem and its solution via a three-dimensional method using Eulerian-Lagrangian schemes is likely to be complex and time consuming for practical applications. On the other hand two-dimensional methods, in spite of issues associated with accounting for forward speed, offer more possibilities of making practical advances in dealing with non-linearities. A two-dimensional hydroelasticity analysis for symmetric (i.e. vertical motions, distortions and loads) dynamic behaviour in waves, including the influence of nonlinearities, is presented in this thesis using two methods. In the first method the total response is decomposed into linear and non-linear parts. The linear part is evaluated using the conventional two-dimensional linear hydroelasticity analysis. The nonlinear hydrodynamic forces are due to changes in added mass and damping coefficients, as well as restoring and incident wave forces, all evaluated over the instantaneous wetted surface. Non-linear forces due to slamming (bottom impact and flare) and green water (treated in a quasi-static manner) are also added. One aim of the thesis is to investigate the influence/importance of each of the non-linear hydrodynamic forces. Furthermore, the effects of assumptions made when using these hydrodynamic forces, e.g. frequency dependence of added mass, neglecting the damping coefficients in some components and evaluation of derivatives, are investigated. The solution in the time domain is obtained using direct integration and convolution integration, the latter based on the impulse response functions of the hull in its mean wetted surface. In the second method the response, including nonlinearities, is obtained from the solution of one system of equations of motion, where the added mass and damping coefficients and the restoring, incident wave and diffraction forces are evaluated at the instantaneous draft. Non-linear forces due to slamming (bottom impact and flare) and green water (treated in a quasi-static manner) are also added. Both methods are applied to the S-175 containership, for which experimental measurements of motions and loads in large amplitude regular head waves are available. Comparisons made between predictions and measurements (heave and pitch motions, vertical acceleration and vertical bending moment) indicate good overall agreement. The comparisons also show that the influence of flare slamming is important for the range of speeds and wave amplitudes investigated.

This thesis explores the relationship between migration and disease in c.1830 – c.1860. Each chapter questions how convicts, emigrants and the surgeons who accompanied them thought about disease and in turn how disease changes how we understand migration historically. It is a study of the creation of medical knowledge across the geographical space of the voyage to Australia and emphasises an understanding of disease as a mental and physical interaction between humans and their environment. The thesis argues that this understanding allowed migrants and colonists to see disease at sea as a test of migrants’ and convicts’ fitness to colonise. The point of departure for this thesis is that the Australian sailing voyage provides a unique and prolonged tension between shipboard confinement and global movements through ever-changing, often extreme, oceanic climates. From this premise, six individual chapters follow the trajectory of the voyage from Britain to Australia. These chapters analyse individual disease such as cholera, fevers, scurvy and consumption, as well as deepening our understanding of the tropics and quarantine by rethinking these histories through a maritime dynamic. Throughout, the thesis analyses evidence in convict and emigrant ship surgeons’ journals, migrants’ diaries and published medical literature as its primary source material, supplemented by government reports and contemporary newspapers. Collectively, the chapters of the thesis connect conventionally separate histories of medicine, convict transportation, colonial emigration, and British welfare and prison reform. By exploiting a uniquely maritime tension between shipboard confinement and global migration, the thesis provides a new way to understand the persistence of ideas about the relationship between people, environment, migration and disease in the modern period.

This study aims at investigating the suitability of the Contrastive Analysis Hypothesis and the Speech Learning Model in describing young Swedish learners’ L2 phonology difficulties. It also explores what L1 sounds they replace L2 sounds with, and whether spelling has any influence on pronunciation. 15 Swedish students aged 9-10 were interviewed and recorded reading a word list containing minimal pairs, a text passage, and free speech. The focus was on initial and final / ʃ / and / tʃ /, initial and medial / s / and / z /, and initial / ð / and / θ /. The recordings were analysed with spectrograms and compared to a native speaker. The results were that the SLM has an advantage over the CAH. The results show that / z / was replaced by / s / 100% of the time, / tʃ / was mostly replaced by / ʃ /, but also by / k /; and that / θ / and / ð / were replaced by many different sounds that were not anticipated. The results also showed that orthography affects pronunciation for / θ /, / ð / and / tʃ /, but not for / z /. Some students had nearly established new categories for some of the new sounds, but their daily encounters with English through TV, music, and school does not seem to have had a significant part in this.

Kite propulsion has emerged as an attractive means to harness wind power in a way that yields environmental and financial benefits. An understanding of the dynamics that affect kite motion and the resulting forces is required to facilitate the design and optimization of kite propulsion systems. In this thesis results from two line tension models are compared with experimentally recorded time histories for dynamic kite flight. New methodologies for investigating kite performance are established. The first zero mass model assumes that the kite and lines are weightless. The second, lumped mass model, considers the kites mass and thus makes use of the equations of motion. It is found that the two different models converge to the same result in the limit where the kite mass tends to zero. The zero mass model has been shown to compare favourably with experimental results. A method for parameterising figure of eight shape kite trajectories and for predicting kite velocity is presented. Results are shown for a variety of manoeuvre shapes, assuming realistic performance characteristics from an experimental test kite. Using a 320m2 kite, with 300m long flying lines in 6.18ms.

Shore based monitoring, communication, coordination and management of vessel traffic in ports worldwide is a real world problem. Informed by ethnomethodological studies of work, this thesis explores the ordered in situ work of Vessel Traffic Service Operators (VTSOs); the coordination of vessel traffic; the fine grained artful performance and achievement of safe fairway navigation and the challenges faced by the VTS operators in the daily accomplishment of their institutional role. An important source of data in this ethnographic study is the naturally occurring interaction on the main working Very High Frequency (VHF) radio channel of the port, which helps explore institutional talk at work deployed to facilitate interaction, negotiation and the accomplishment of safe navigation. Three additional research techniques are utilised for data generation – observations, semi structured interviews and unstructured interviews. The case of a major Indian world port is utilised to explore the daily work of marine traffic coordination and the (pro)active interactional accomplishment of channel navigation. Research takes place against the dynamic backdrop of the harbour – a complex space with a myriad of social actors populating the scene – the VTS operators atop their tower; shipboard seafarers negotiating restricted waters; pilots rendering pilotage services; Dock Master commanding the station; seafarers aboard small local craft and lively fishermen who at times pepper the marine radio with colourful language. Two categories of findings emerge – port interaction order, institutional talk and the contingent practices that accomplish the safety/time critical work and the technological, organisational and social constraints that shape, affect and inform the work of the VTS operators. This study fills a gap in ethnomethodological studies of work with its focus on the VTS work site – a centre of coordination; it explores social order and contributes to the understanding of the local practical achievement of traffic coordination and channel navigation in restricted waters. It also contributes to our understanding of the constraints faced by the workers in the safety critical VTS work setting. Also discussed are the status of VTS operators and occupational hierarchy in the world port. The thick description of in situ VTS’ work informs maritime safety, particularly relevant in safety critical, congested and restricted sea areas.

The work reported in this thesis has investigated the impact of ship superstructure geometry on helicopter operations to the flight decks of naval warships. Ship-Helicopter operating limits for military frigates and destroyers are often restricted in difficult weather conditions because of excessive pilot workload caused by the unsteady ship airwake. Experiments have been conducted in a water tunnel using a specially designed Airwake Dynamometer (AirDyn) to characterise the steady and unsteady aerodynamic loading of a helicopter immersed in the airwake of a generic ship that has been called the Shortened Research Frigate (SRF). The AirDyn is a 1:54 model-scale helicopter, mounted on a six-component force block; it has a simplified spinning main rotor and fuselage based on a Merlin AW-101. The AirDyn has been shown to be an effective tool for characterising the steady and unsteady aerodynamic loading of a helicopter model in a ship’s airwake and the aerodynamic loads measured by the AirDyn were found to correlate with at-sea and simulation flying experience for a range of Wind-Over-Deck (WOD) conditions and ship geometry configurations. The airwakes of the SRF without the presence of a helicopter model have also been investigated using unsteady Computational Fluid Dynamics (CFD). A Detached-Eddy Simulation (DES) approach was used for the turbulence modelling as it has been shown to be capable of capturing the bluff-body type flow features typical of ship airwakes. Analysis of the CFD data revealed the underlying aerodynamic causes of the observed loading characteristics of the AirDyn. A range of ship geometry modifications were made to the SRF to determine the feasibility of mitigating the adverse effects of the airwake by modifying existing ships or by improving the designs of future ships. A range of modifications to the windward hangar side-face of the SRF were tested using the AirDyn and were found to reduce the severity of unsteady loads by up to 55% for oblique WOD angles (Green 30°-45°) at important locations through the flight path of a standard Royal Navy deck-landing manoeuvre. Unsteady CFD analysis showed that the modifications controlled the flow separation from the top edge of the windward hangar side-face in such a way as to reduce the height and the angle of the separated flow and thus the severity of the unsteady flow structures being drawn into the main rotor of the AirDyn. The unsteady CFD data computed for the baseline and modified SRF ship geometries was also integrated into the University of Liverpool’s motion-base flight simulator and piloted flight simulation trials were conducted to determine the impact of the ship modifications on pilot workload. The results of the simulation flight trials confirmed the usefulness of the AirDyn as a tool for predicting pilot experience and showed that it is feasible to modify ship superstructures to the extent that tangible reductions in pilot workload are achieved.

This work is concerned with the damage tolerance assessment of laminated composite structures used in ship structures. An intensive review has been carried out with regard to current experimental, analytical and numerical work on both laminates and structural elements. Particular attention has been focused on the problem of damage due to delamination and its structural consequences. Strength assessments of top hat stiffeners and tee joints has been carried out with a view to identifying regions most susceptible to delaminations. It has been shown that such regions are contained within the curved region of the overlaminate in both types of structural elements. Strain energy release rates and J-integral values have been calculated for specific cracks to determine their likelihood of propagation under a variety of loading conditions. Overall, a number of conclusions have been drawn with regard to single-skin marine FRP structures. For example, both the strength - and the energy - based approaches have predicted that a tee joint subjected to a 45 degree pull-off load, delaminations which are deep within the overlaminate are more likely to propagate than those close to the surface.

Manufacturers, specifically small machine shops, find it difficult to compete with the capabilities of large manufacturers. If these small shops are not certified to a recognized standard such as AS9100, sales become even harder.

Small businesses need assistance in understanding and achieving the certifications requirements for a quality management system (QMS), which requires management's commitment and total buy-in for a proper implementation plan that involves the entire staff.

The objective of this project is to develop a quality manual that outlines the total process for the implementation of an AS9100 QMS. The author has researched various guidance documents that provide an understanding of the requirements, ownership, targets, and steps for applying appropriate resources.

A Gap analysis has been completed to determine the status of the QMS and identify what actions should be taken. Documents and processes have been developed with input from the management team, leading to a successful certification process.

In many sectors of commercial operation, the scheduling of workflows and the allocation of resources at an optimum time is critical; for effective and efficient operation. The high degree of complexity of a “Job Shop” manufacturing environment, with sequencing of many parallel orders, and allocation of resources within multi-objective operational criteria, has been subject to several research studies. In this thesis, a scheduling system for optimizing multi-objective job shop scheduling problems was developed in order to satisfy different production system requirements. The developed system incorporated three different factors; setup times, alternative machines and release dates, into one model. These three factors were considered after a survey study of multiobjective job shop scheduling problems. In order to solve the multi-objective job shop scheduling problems, a combination of genetic algorithm and a modified version of a very recent and computationally efficient approach to non-dominated sorting solutions, called “efficient non-dominated sort using the backward pass sequential strategy”, was applied. In the proposed genetic algorithm, an operation based representation was designed in the matrix form, which can preserve features of the parent after the crossover operator without repairing the solution. The proposed efficient non-dominated sort using the backward pass sequential strategy was employed to determine the front, to which each solution belongs. The proposed system was tested and validated with 20 benchmark problems after they have been modified. The experimental results show that the proposed system was effective and efficient to solve multi-objective job shop scheduling problems in terms of solution quality.

Shipping is one of the most globalised industries and is central to the world economy. It is estimated that over 50,000 ships (ICS 2017), manned by over 1.2 million seafarers, carry about 90 percent of world trade (ILO 2017). The seagoing workforce needed to operate these ships are drawn from the pool of the global shipping labour market. The safe and efficient operation of ships depends on the competence of the merchant ship officers who need to undergo diverse training in order to obtain the necessary knowledge and skills to perform shipboard tasks. In order to ensure the safe operation of ships and to harmonise the maritime education and training of the seafarers globally, the International Maritime Organisation (IMO) introduced the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), which stipulates the minimum standard of competence prescribed for the seafarers. Although the STCW Convention set out to standardise seafarers’ education and training, there is evidence that indicates the Convention has not been uniformly implemented and subsequently seafarers are not being uniformly trained and certified across countries. Furthermore, there is also evidence that suggests the stakeholders in the industry, particularly ship owners and ship operators, perceive a gap between the training being provided to officers and the actual skills the officers need to perform their shipboard duties. Although the voice of seafarers is largely missing in the literature, there is anecdotal evidence that indicates this perception is also shared by the officers themselves. Hence, this research examines the perceived ‘gap’ in the skills and competency of merchant ship officers, based on a detailed investigation of key industry stakeholders. The research also examines the nature of the skills and competency gap and the underlying reasons behind the emergence of such a gap. The study adopts a qualitative research design to conduct the investigation in which a total of 61 informants, including ship owners, officers and trainers, across five countries, are interviewed. In addition, a documentary analysis is undertaken that includes policy documents, the STCW Convention, shipping companies’ training procedures and training institutes’ curricula, to complement the data from the semi-structured interviews. As a result of the STCW Convention undergoing a major revision during the course of the investigation, further interviews are conducted to examine whether the provisions of the revised Convention address the perceived skills and competency gap. The empirical study of stakeholder perceptions, along with documentary analysis of the industry’s literature, reveals that the skills and competency gap of the merchant ship officers in the global labour market is indeed a prominent issue that needs to be addressed. Through applying relevant learning theories to the research data, the competency gap is categorised into a gap in theory, or the ‘knowing’ gap, and a gap in practice, or the ‘doing’ gap. The findings show that while there is a ‘knowing’ gap in the education of the officers, the gap in ‘doing’ or the practical skills of the merchant ship officers is more salient. The underlying reasons for such a gap are found to be largely rooted in two major phenomena. One pertains to the globalisation of shipping that led to practices such as flagging out, the emergence of a global labour market for seafarers and the shifting of maritime education and training from Traditional Maritime Nations (TMNs) to newly emerging labour-supplying nations with varying socio-economic contexts. Findings include inconsistencies in implementation of the training standards across different countries, declining commitment of the shipping companies towards the training of the workforce, as well as shortcomings to the training institutions’ resources and practices. The second phenomenon relates to advances in technology and equipment, which have led to a reduction in the number of crew and also caused significant changes to the nature of the work on board, leading to a requirement for new skills and also affecting the process of learning. In other words, advances in technology and equipment on board introduce limitations to the traditional apprenticeship model of training as these new technologies call for a more cognitive approach to the learning process. This thesis concludes by recommending measures through which the gap can be addressed.

This thesis addresses the improvement of a physically based modeling simulator Naval Surface Tactical Maneuvering Simulation System (NSTMSS), that combines different simulators in a distributed environment by the help of High Level Architecture (HLA), to be used in naval tactical training systems. The objective is to upgrade a computer simulation program in which physical models are improved in order to achieve a more realistic movement of a ship in a virtual environment. The simulator will also be able to model the ocean waves and ship wakes for a more realistic view. The new naval model includes a 4 degrees of freedom (DOF) maneuvering model, and a wave model. The numerical results from real life are used for modeling purposes to increase the realism level of the simulator. Since the product at the end of the thesis work is needed to be a running computer code that can be integrated into the NSTMSS system, the code implementation and algorithm details are also covered. The comparisons between the wave models and physical models are evaluated for a better real time performance. The result of this thesis shows that the integration of a 4-DOF realistic ship model to the system improved the capability of NSTMSS to give more data to the student officers while making maneuvers. The result also indicates that the use of waves and ship wakes had taken the simulator to a next level in the environment perception.

This thesis documents the studies conducted in deriving a mathematical model representing the dynamics of a maneuvering ship to be implemented as part of an interactive real-time simulation system, as well as the details and results of the implementation process itself. Different effects on the dynamics of ship motions are discussed separately, meaning that the effects are considered to be applied to the system one at a time and they are included in the model simply by the principle of superposition. The model is intended to include the hydrodynamic interactions between the ship hull and the ocean via added mass (added inertia), damping and restoring force concepts. In addition to these effects, which are derived considering no incident waves are present on the ocean, the environmental disturbances, such as wind, wave and ocean current are also taken into account for proposing a mathematical model governing the dynamics of the ship. Since the ultimate product of this thesis work is a running computer code that can be integrated into an available simulation software, the algorithm development and code implementation processes are also covered. Improvements made on the implementation to achieve &ldquo
better&rdquo
real-time performance are evaluated comparatively in reference to original runs conducted before the application of improvement under consideration. A new method to the computation of the wave model that allows faster calculation in real-time is presented. A modular programming approach is followed in the overall algorithm development process in order to make the integration of new program components into the software, such as a new hull or propulsion model or a different integrator type possible, easily and quickly.

碩士
國立臺灣海洋大學
商船學系所
98
Ocean is the extension of national territory. To control the ocean is to ensure national and social security. Since Taiwan is surrounded by ocean and its coast line is as long as 1820 kilometers with a complicated and treacherous sea area, how to effectively manage and guard ocean rights is an assignment we have to face actively. Maritime Patrol Directorate General(MPDG) is the special duty agency for law enforcement on the sea area to take charge of management of sea traffic order, sea distress rescue, ocean disaster protection, fishery patrol and resource protection, ocean environment protection and ocean resource cultivation, utilization and so forth in accordance with the Coastal Patrol Act, it needs proper number of ships with excellent quality. Yet the condition of structure and quality of manpower is the key elements which influence the outcome of the sea patrol power. Human resource is the most precious asset in the organization and may develop unlimited potential to create competitive predominance for the organization if appropriately disposed and managed. This study starts from the viewpoint of human resource management to probe into the national public officer examination system along to the MPDG personnel assignment system and further to the comparison and analysis of coast guard human resource management between USA and Japan to thoroughly deliberate the characteristic, personnel structure and the employment channel of MPDG and discovers that: 1.the limit of budget number of personnel is the key reason of the serious insufficiency of patrol ships’ manpower. 2.keep young and strong age structure of the organization is better for the enforcement of coast guard mission. 3.the aging manpower of patrol ships hides the latent crisis of personnel retirement in great amount. For the purpose to make the best possible use of human resource and to reach the efficiency of works, through SWOT analysis of relevant responding measurement, this study may offer suggestions of integrated human resource management strategy and plan to make the best coordination between manpower and business for a mostly effective manpower utilization to promote MPDG capacity of its operation on the three core missions: maritime law enforcement, maritime services and maritime affairs to establish an ocean environment of safety and order as well as effective utilization of its resource.

碩士
國立高雄大學
法律學系碩士班
100
My thesis is to study the Jurisdiction of the 2009 Rotterdam Rules. In 2009, the “United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea”, or “The 2009 Rotterdam Rules”, was signed at Rotterdam (Netherlands) by 24 countries. This convention resolution adopted by the General Assembly 63/122. It extends and modernizes the existing international rules relating to contract of maritime carriage of goods. Taiwan is an island in East Asia. It is close to mainland China and lies between the Philippines and Japan. It is a Ocean State, so international trade is very important for Taiwan. A good law can promote trade, but the jurisdiction of the contract of carriage in a general ship have no explicit legal in Taiwan , it is a Loophole. My thesis is attempt to create the jurisdiction of the contract of carriage in a general ship in Taiwan, and focus on the 2009 Rotterdam Rules. Because it is a new value of the international mainstream in International trade. The objective of this thesis was to examine two questions: first, how does this convention affect to the contract of carriage in a general ship in Taiwan? And second, in order to be geared to jurisdiction of international referee standards, what is the better way to redesign Taiwan’s Maritime Law? To examine these questions, analytical method, comparative method and inductive method was applied. My thesis is to study the Conflict of Laws in chapter two, study the Jurisdiction of Maritime Law and The contract of carriage in a general ship in chapter three, comparative Law in chapter four, my thesis to compare the Conflict of Laws and The Jurisdiction of The contract of carriage in a general ship of the United Kingdom the United States and China, study the Jurisdiction of the 2009 Rotterdam Rules in chapter five, finally proposes the conclusion in chapter six. The principal conclusion is that even though Taiwan that is unable signed the international Convention because by the most countries was not acknowledged, but Taiwan was still country of the sovereignty independence and the Maritime Law should base on the standards of international rules, and have it own rules also. Beside, this thesis provide new draft law for legislators to refer. And I hope after Causes our country to legislate to be more complete, it can attract more attention from the outside world and as a moth is drawn to the light, so is a litigant drawn to the Taiwan in one day.