Artykuły w czasopismach na temat „France Shipbuilding”
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1
Bourque, Reynald. "Industrial Policy and the Crisis in Shipbuilding in France and Canada". International Review of Administrative Sciences 62, nr 2 (czerwiec 1996): 239–54. http://dx.doi.org/10.1177/002085239606200205.
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Cazenave de la Roche, Arnaud, i Fabrizio Ciacchella. "The Mortella II Wreck, a Genoese Merchantman Sunk in 1527 in Corsica (Saint-Florent, France): A Preliminary Assessment of the Site, Hull Structures and Artefacts". Heritage 6, nr 2 (25.01.2023): 1028–68. http://dx.doi.org/10.3390/heritage6020058.
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This article presents the results of a preliminary archaeological operation carried out in 2021 on the Mortella II wreck. It was designed as a continuation and complement to the excavation of the Mortella III wreck that was performed between 2010 and 2019 and to which it is historically linked: both ships were Genoese merchantmen sailing together, which sunk in 1527 in the context of the 7th Italian War between France and Spain. The paper takes up the main outcomes of the lines of research on shipbuilding and artefacts (anchors and artillery). It discusses their characteristics, comparing them to other wrecks of similar Mediterranean origin. In this way, this work seeks to contribute to the knowledge of Mediterranean shipbuilding and the material culture of the Renaissance, which is currently little known.
3
Said, Stephanie, i Euan McNeill. "The Excavation, Recovery and Analysis of an Early 19th-Century Shipwreck from the Solent, Hampshire". Hampshire Studies 76, nr 1 (1.11.2021): 147–64. http://dx.doi.org/10.24202/hs2021009.
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The remains of a 19th-century barge were found in the Solent whilst undertaking pre-construction geophysical survey works as part of the Interconnexion France-Angleterre 2 cable route (IFA2) project. Investigations culminated in the excavation, recording and recovery of the remains of the wreck. Although no documentation or records of its loss have been found at the time of writing, the remains highlight the importance of vernacular shipbuilding techniques that were applied by independent shipbuilders scattered along this stretch of coastline.
4
Taylor, Trevor. "Defence industries in international relations". Review of International Studies 16, nr 1 (styczeń 1990): 59–73. http://dx.doi.org/10.1017/s0260210500112641.
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While the threat and use of force remain elements or even possibilities in world affairs, the political importance of the defence industries will be substantial. Defence industries must be viewed as significant because of the contribution that they make to allowing states to deter attack and to use force. But they also have an economic and technological significance. In the UK, France and the US, defence equipment represents about 10 per cent of total manufacturing output. Equipment orders from home and abroad provide employment for around 500,000 people in the UK, at least 300,000 in France, and over two million in the US. The US Department of Defence, the Pentagon, employs 134,000 people just to procure equipment worth about $130 billion involving 15 million contracts a year. Defence equipment is big business and is particularly important today in the aerospace, electronics and shipbuilding sectors. Between a quarter and a third of professional technologists and scientists in Britain, France and the US work in the defence sector.
5
Tu, Shimin. "The Impact of Infrastructure on International Trade from Ancient Times to the Present". Highlights in Business, Economics and Management 23 (29.12.2023): 686–93. http://dx.doi.org/10.54097/az970c80.
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This paper focuses on the changes in French infrastructure from the 17th century to the 21st century. How is the improvement and development of infrastructure, and its impact on France's international trade? In this paper, there are many comparisons of different periods which helped to get the research result, and some instances are demonstrated by specific references. The port, shipbuilding industry, and railway transportation are described in the paper in detail. In addition, by comparing the changes in the development of infrastructure, this paper describes how France conducts foreign trade through these infrastructures, showing the indispensable role of infrastructure in France's economic development. In the last part of the article, a comparison of other factors that may affect France's international trade is made, and a conclusion is drawn. After researching such changes in France, the final result is that although these infrastructure projects do promote the economic development of France, it does not seem to be the most important factor affecting France's foreign trade.
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Savchenko, Oleg, i Valery Polovinkin. "Brief analysis of foreign experience in arrangement of purchasing weapons and military equipment". Transactions of the Krylov State Research Centre 4, nr 398 (15.11.2021): 161–81. http://dx.doi.org/10.24937/2542-2324-2021-4-398-161-181.
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for weapons, military and special-purpose equipment, supplies and services to support military forces of five states, which are world leaders in the military field: USA, UK, France, Germany and China. A special emphasis is made on shipbuilding. Materials and methods. The review is based on modern strategic documents and legislative acts regulating the procurement activities of major state military agencies. Main results. A detailed consideration is given to specific procurement systems operating in foreign countries, similar features and differences are identified, national specifics are mentioned. Recommendations are given regarding lessons to be learned by Russian military departments. Conclusions. Based on the foreign experience it is found advisable to combine centralized purchasing of major military products and equipment and decentralized procurement of some general-purpose items.
7
Reid, Donald. "The Third Republic as Manager: Labor Policy in the Naval Shipyards, 1892–1920". International Review of Social History 30, nr 2 (sierpień 1985): 183–206. http://dx.doi.org/10.1017/s0020859000111563.
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Recently there has been great interest in the re-organization of work and its effects on labor relations during the last decades of the nineteenth century and the first decades of the twentieth century, particularly in the metal-working and machine industries. Studies of this issue have generally been framed in terms of technological advances in the steel industry in the second half of the nineteenth century, the exigencies of the market during and after the Great Depression of the late nineteenth century, and the efforts of skilled labor to defend its position on the shopfloor. In France and elsewhere the importance of national and international arms sales before 1914 made the armaments industry one of the main arenas of these developments. Until mid-century the defense industry and the business of defense had been under state control in France. Largely for economic reasons, however, the Third Republic turned over increasing amounts of defense contracting, especially in shipbuilding, to private industry. The Etablissements Schneider at Le Creusot, the Compagnie des Aciéries de la Marine at Saint-Chamond and other large private firms established themselves as profitable arms manufacturers. National and foreign government contracts for weaponry encouraged these companies to make large capital investments, to rationalize work to permit greater managerial control, and to develop authoritarian paternalist systems of labor management.
8
Grumel, François. "La France et la marine yougoslave (1918-1935)". Revue Historique des Armées 240, nr 3 (2005): 123–36. http://dx.doi.org/10.3406/rharm.2005.5745.
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France and the Yougoslav Navy ; 1918-1935 ; After contributing significantly to the establishment of the Kingdom of the South Slavs, Croats and Slovenes in 1918-19 and to drawing its frontiers, France then tied the country into a geo-political system, alongside Poland, Romania and Czechoslovakia, designed to constitute a counterweight to any future fresh German drive into southeastern Europe. However, though the French presence was very marked in the new Yugoslav army and air force, it encountered strong resistance in the navy arising from the fact that the officers of the Yugoslav marine were all veterans of the former Austro-Hungarian navy, which had recruited chiefly among the Croats of Dalmatia. They had therefore fought in 1914-18 ‘on the other side’, and impeded French efforts, notably in the field of orders for armaments -and therefore in the sense of achieving standardised weaponry throughout the Little Entente. French diplomacy also had a responsibility for this impasse because — when faced by the growing antagonism between fascist Italy and a Yugoslavia led by the Serbian Karageordjovic dynasty - it refused to side with its client-State. France avoided as far as possible any naval deployments into the Adriatic (which Rome considered as an ‘Italian lake’), preferring to maintain comunications via the Greek port of Salonika and through Macedonia. This state of affairs created the opportunity for Britain to enter the market for Yugoslav shipbuilding contracts in the early 1930s -reflecting British interest in a fleet that was small but had the potential to offset Italy’s threat to the Mediterranean and the route to India via Suez, after the 1930 London naval limitations treaty. French naval influence was only salvaged in 1934 when the Serbian military ‘establishment’ finally extended its grip to the only Yugoslav armed service that had previously escaped it. France was thus able to prevail in securing naval orders over its German and especially its British competitors. However this happy turn of events was unique to the Yugoslav navy : in the other two Yugoslav armed services, French influence was by now on the wane. And alongside this, furthermore, Milan Stojadinovic, Yugoslavia’s prime minister from June 1935 to February 1939, steadily re-aligned his country closer to Nazi Germany and fascist Italy.
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Chikhachev, Aleksei. "“The 21st century will be maritime”: Maritimization of French defense policy". Vestnik of Saint Petersburg University. International relations 16, nr 3 (2023): 275–93. http://dx.doi.org/10.21638/spbu06.2023.305.
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This article examines one of the structural processes observed in defense policy of modern France — the “maritimization”, or, in other words, the growing attention of the government to naval issues. It is noted that since 2017, a number of signs for it have accumulated — from various statements on maritime security in strategic documents to the start of new submarines and aircraft carrier projects. Following practical geopolitics (as a part of critical geopolitics), the article reveals the main reasons, specifics and limitations for such process. France have been induced to strengthen the fleet by the deterioration of security in several regions and threats to maritime communications, the need to ensure stability of its own “blue” economy, and by climate and biodiversity considerations as well. In practical terms, the maritimization have implied an increased budget spending on the Navy, the adoption of a new shipbuilding program “Mercator”, the signing of export agreements and the participation in multilateral exercises and projects (mainly through the EU and NATO). Nevertheless, the author comes to the conclusion that the maritime turn of French defense policy is not so obvious, since it is not planned to the detriment of other types of armed forces. It assumes qualitative, but not quantitative improvement of the fleet and does not look like a unique trend against the background of other powers. With all its benefits, the Navy still does not acquire any special status: on the contrary, the current doctrine provides for an equal importance of all components of military forces at the same time. Thus, it seems that the cooperation with the allies will be a key strategic orientation for France: even if its own capabilities are expected to stay limited, it remains a considerable part of the combined sea power of the West.
10
Cazenave de la Roche, Arnaud, Fabrizio Ciacchella, Fabien Langenegger, Max Guérout, Marco Milanese i Ana Crespo Solana. "Review of the research programme on the Mortella III wreck (2010-2020, Corsica, France): A contribution to the knowledge of the Mediterranean naval architecture and material culture of the Renaissance." Open Research Europe 2 (18.05.2022): 6. http://dx.doi.org/10.12688/openreseurope.13942.2.
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The Mortella wrecks are the remains of two navi, Genoese seagoing merchant ships, sunk in 1527 in the Bay of Saint-Florent (Upper-Corsica, France) during the Seventh Italian War. A programme of archaeological excavations and historical research has been held on one of them, Mortella III, between 2010 and 2020. It has involved a multidisciplinary team around a European research project called ModernShip (Horizon 2020), whose objective is to shed light on Mediterranean shipbuilding during the Renaissance, a field still little known to this day. At the end of these 10 years, the aim of the present article is to conclude this research programme with the presentation of a scientific review that complements a recently published monograph on the Mortella III wreck. This study presents the latest results on the ship's architecture obtained during the excavation of the wreck in 2019, including a study of the wood of the framework. Finally, this article broadens our understanding of the nave presenting the results of a collaborative line of research on material culture with three studies in close connection with the ship architecture: artillery, anchors and ceramics.
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Cazenave de la Roche, Arnaud, Fabrizio Ciacchella, Fabien Langenegger, Max Guérout, Marco Milanese i Ana Crespo Solana. "Review of the research programme on the Mortella III wreck (2010-2020, Corsica, France): A contribution to the knowledge of the Mediterranean naval architecture and material culture of the Renaissance." Open Research Europe 2 (11.01.2022): 6. http://dx.doi.org/10.12688/openreseurope.13942.1.
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The Mortella wrecks are the remains of two navi, Genoese seagoing merchant ships, sunk in 1527 in the Bay of Saint-Florent (Upper-Corsica, France) during the Seventh Italian War. A programme of archaeological excavations and historical research has been held on one of them, Mortella III, between 2010 and 2020. It has involved a multidisciplinary team around a European research project called ModernShip (Horizon 2020), whose objective is to shed light on Mediterranean shipbuilding during the Renaissance, a field still little known to this day. At the end of these 10 years, the aim of the present article is to conclude this research programme with the presentation of a scientific review that complements a recently published monograph on the Mortella III wreck. This study presents the latest results on the ship's architecture obtained during the excavation of the wreck in 2019, including a study of the wood of the framework. Finally, this article broadens our understanding of the nave presenting the results of a collaborative line of research on material culture with three studies in close connection with the ship architecture: artillery, anchors and ceramics.
12
Bowen, H. V. "The shipping losses of the British East India Company, 1750–1813". International Journal of Maritime History 32, nr 2 (maj 2020): 323–36. http://dx.doi.org/10.1177/0843871420920963.
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This article establishes and examines the shipping losses of the British East India Company between the middle of the eighteenth century and 1813 when it lost its trade monopoly with India. This was the most important period in the history of the East India Company because it greatly expanded its trade with India and China and established what became a very large territorial empire on the subcontinent. It was also a time when Britain was often at war with France. This is the first publication to present full information on all of the East India Company’s shipping losses. They are set out in the Appendix, which presents details of the names of every ship lost, the date of loss, the cause, and whether the ship was sailing to or from Asia. This information, discussed in the article, shows that 105 ships were lost on 2,171 voyages, a rate of loss that stood at just under 5%. The causes were primarily wrecking, foundering and enemy action, which contributed to far higher shipping losses on voyages outward to Asia than homeward. The East India Company did little itself to rectify this situation because the ships they used were hired from private owners, but some specialists within the Company did take it upon themselves to improve some navigational aids and shipbuilding techniques, although with little overall effect upon the rate of shipping losses. This meant that the East India Company was plagued by shipping losses throughout the period, and this had a very negative effect upon its commercial affairs and profitability.
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Kazantsev, V. P. "The experience of private military shipbuilding in Russia in the context of the threat of armed conflict with Great Britain and France in the early 60s of the XIX century". Клио, nr 1 (2023): 117–22. http://dx.doi.org/10.51676/2070-9773_2023_01_117.
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Artamonov, V. A. "Proclamation of the All-Russian Empire – the Beginning of the Way to the Great Power Status". MGIMO Review of International Relations 15, nr 2 (10.05.2022): 51–68. http://dx.doi.org/10.24833/2071-8160-2022-2-83-51-68.
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Many historians believe that Russia became a great power either as a result of the Poltava victory in 1709, or after the Nystadt Peace of 1721. It is difficult to agree with this. Peter the Great’s rule indeed produced a combat-ready regular army, a guard, an officer corps, a navy with shipyards, military bases, and coastal artillery. There was an upsurge in the metallurgical industry and mining. Schools with high-quality military and secular education, the Academy of Sciences, the Senate, and the Synod were established. St. Petersburg was founded. Talented and enterprising individuals were promoted to military, diplomatic and administrative posts. The main factor in the rise of the state was military modernization. The main geopolitical achievement of Peter I was the conquest of full access to the Baltic Sea. However, a limited resource base, military and diplomatic defeats and setbacks did not allow Russia to rise to the rank of a great power. The disasters of Narva in 1700 and on the Prut River in 1711 were painful. Russia lost access to the Sea of Azov, the city of Azov, city of Taganrog, the Azov squadron, shipyards and shipbuilding in the Voronezh Territory were lost. The damage from three treatises with the Ottomans in 1711-1713 was great. Russia has lost all of Zaporozhye. The demarcation of the borders of 1714 threw Russia back several hundred kilometers from the Black Sea region. In 1719, the Russian military force was squeezed out of Central Europe – from Mecklenburg. The sphere of influence of Russia after the victorious Peace of Nystad in 1721 was established only in Northern and Eastern Europe – in the Polish-Lithuanian Commonwealth, the Swedish and Danish-Norwegian kingdom, partly in Prussia. The tsar had no claims to hegemony in Europe and no claims to join the circle of the then great powers. Russia was not a great power like the Habsburg monarchy, France, Great Britain, and the Eurasian-African Ottoman Empire. Russia could not compare with the great powers of that time neither in terms of economic (industrial, financial) power, nor in terms of the intensity of expansionism. The entry of the Russian Empire into the system of international relations as one of the five great powers – France, Great Britain, Austria, Prussia, and Russia – occurred during the Seven Years War of 1756-1763. Another rise to great power took place during the reign of Catherine II. The apogee of greatness and the culmination of Russia's influence on European affairs was the Congress of Vienna in 1814-1815.
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Akveld, L. M. "D.H. Roberts, Eighteenth century shipbuilding. Remarks on the navies of the English & the Dutch from observations made at their dockyards by Blaise Ollivier, master shipwright of the king of France". BMGN - Low Countries Historical Review 109, nr 2 (1.01.1994): 284. http://dx.doi.org/10.18352/bmgn-lchr.3846.
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Svitlana, GALKO, i OSIIEVSKA Valentyna. "EXPORT-IMPORT POTENTIAL OF THE MOTOR BOAT MARKET OF UKRAINE". INTERNATIONAL SCIENTIFIC-PRACTICAL JOURNAL "COMMODITIES AND MARKETS" 36, nr 4 (10.12.2020): 29–42. http://dx.doi.org/10.31617/tr.knute.2020(36)03.
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Background. The economic crisis caused by the COVID-19 pandemic has revealed most popular products in the global market among consumers, in particular those for spending leisure time alone. Among them, surprisingly, motor boats were found. In Ukraine, increasing the production of certain types of watercraft may be a chance to save the entire shipbuilding industry. The aim of the article is to analyse the state and the structure of the world and domestic markets of motor boats in order to establish possible directions for the development of the export potential of Ukraine. Materials and methods. The methods of logical analysis and generalization of scientific literature, statistical data on the export and import of goods were used; the tools of market analysis of the International Trade Centre (ITC) were applied. Results. The state of the motor boats world market is analysed according to import data. The main consumers of these motor boats and trends of theirs changes in 2005–2019 were studied. The data on the motor boats import to Ukraine is provided. The countries-exporters of motor boats are considered and their future potential is determined. The data on the motor boats export from Ukraine is given. The level of tariff protection by different countries of the world in relation to motor boats from Ukraine is assessed. Conclusion. When planning a strategy for the development of motor boats export, Ukrainian enterprises should take into account that most of the importing countries of motor boats do not impose tariff protection in relation to Ukraine, and where it is present at a sufficiently high level, there is no significant consumption of motor boats. For the development of a trade partnership in the direction of exporting motor boats, Ukraine should choose the Cayman Islands, the Netherlands, Malta, the United States of America, the British Virgin Islands, France, Gibraltar, Spain, Canada and the Seychelles –the largest consumers of motor boats. Ukraine needs to pay special attention to the Netherlands, Italy and Germany – countries that will hold the leading exporters position of motor boats for a long time. Cooperation with manufacturers of these countries in the global supply chain of motor boats to the world market could be very useful not only for motor boat manufacturers, but also for manufacturers of individual parts and accessoriesfor motor boats.
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"FRANCE-SHIPBUILDING PROGRAM, 1897". Journal of the American Society for Naval Engineers 9, nr 1 (18.03.2009): 130–31. http://dx.doi.org/10.1111/j.1559-3584.1897.tb00713.x.
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Corradi, Massimo. "The Album de Colbert: The Image of Shipbuilding". Historic Ships 2020, 2.12.2020. http://dx.doi.org/10.3940/rina.hist.20.06.
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The Album de Colbert compiled by an anonymous author in the second half of the seventeenth century is among the most important illustrated testimonies of the art of shipbuilding. Probably commissioned by Jean-Baptiste Colbert, Minister of Finance of the Kingdom of France, it was compiled with the aim of making Louis XIV understand the complexity of shipbuilding. The Album was made to support the creation of a navy with the ambition of being competitive with the Royal Navy and with the intent of modernizing and expanding the French shipbuilding industry. The fifty plates that make up this illustrated treatise unravel the story of the construction of a first-rank 80-gun line vessel, from the laying of the keel to the launch. It is a unique document that has no contemporaries or precursors because it is not a didactic collection of boats, like the previous treaties that had a completely different methodological approach, more technical-descriptive than illustrative, but wants to go beyond the scientific treatise. Its purpose is instead to measure itself with representation, showing through the strength of drawing and images the peculiar aspects of the reality of shipbuilding, using iconography as a means of transmitting knowledge related to the world of shipyards and shipbuilding in the 17th century.
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Corradi, M. "The Album De Colbert: The Image of Shipbuilding". International Journal of Maritime Engineering 163, A3 (16.11.2021). http://dx.doi.org/10.5750/ijme.v163ia3.808.
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The Album de Colbert compiled by an anonymous author in the second half of the seventeenth century is among the most important illustrated testimonies of the art of shipbuilding. Probably commissioned by Jean-Baptiste Colbert, Minister of Finance and Minister of the Navy of the kingdom of France, the Album was composed to make Louis XIV understand the complexity of shipbuilding. It was also made to support the creation of a navy with the ambition of being competitive with the Royal Navy and with the intent of modernising and expanding the French shipbuilding industry. The fifty plates that make up this illustrated treatise unravel the story of the construction of a first-rank 80-gun line vessel, from the laying of the keel to the launch. It is a unique document that has no contemporaries or precursors because it is not a didactic collection of boats, like the previous treaties that had a completely different methodological approach, more technical-descriptive than illustrative, but it wants to go beyond the scientific treatise. Its purpose was instead to measure itself with representation, showing through the strength of drawing and images the peculiar aspects of the reality of shipbuilding, using iconography as a means of transmitting knowledge related to the world of shipyards and shipbuilding in the 17th century.
20
Tacchella, Claudia. "The Royal Louis (1668), a Sailing Masterpiece". Historic Ships 2020, 2.12.2020. http://dx.doi.org/10.3940/rina.hist.20.03.
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The French Navy’s finest hour began in the seventeenth century, when Colbert became the Prime Minister and decided to improve the national shipyards. Despite poor starting conditions, the results of Colbert’s efforts led France to be one of the major players in the struggle for naval power. In that moment, the European shipbuilding had a changing in construction techniques mostly in warships. In France, this changing also involved vessels aesthetics. Indeed, shipwrights’ tasks were not only to build ships with great naval skills, but vessels had also to be aesthetically striking and eye-catching in order to show at the world the Roy Soleil’s power and wealth. Many vessels were built in that style and the Royal Louis was one of the largest vessels built in 1668 at the Toulon. With particular attention to the Royal Louis, the essay aims to analyze several aspects of the world surrounding those floating masterpieces.
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Tacchella, Claudia. "The Royal Louis (1668), a Sailing Masterpiece". International Journal of Maritime Engineering 163, A3 (16.11.2021). http://dx.doi.org/10.5750/ijme.v163ia3.13.
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The French Navy’s finest hour began in the seventeenth century when Colbert became the Prime Minister and decided to improve the national shipyards. Despite poor starting conditions, the results of Colbert’s efforts led France to be one of the major players in the struggle for naval power. At that moment, European shipbuilding had a change in construction techniques mostly in warships. In France, this change also involved vessels aesthetics. Indeed, shipwrights’ tasks were not only to build ships with great naval skills, but vessels had also to be aesthetically striking and eye-catching in order to show to the world Roy Soleil’s power and wealth. Many vessels were built in that style and the Royal Louis was one of the largest vessels built in 1668 at the Toulon. With particular attention to the Royal Louis, the essay aims to analyze several aspects of the world surrounding those floating masterpieces.
22
Антоненко, С. В., М. В. Китаев, А. А. Муратов, Р. Вигнеш i О. Э. Суров. "Stability assessment of "Zvezda" Shipbuilding Complex dry dock gate". MORSKIE INTELLEKTUAL`NYE TEHNOLOGII, nr 3(49) (13.08.2020). http://dx.doi.org/10.37220/mit.2020.49.3.006.
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В процессе проектирования сухого дока, строящегося в г. Большой Камень, у российских специалистов возникли расхождения с проектантами из КНР по вопросам обеспечения остойчивости батопорта и его балластировки. По мнению российской стороны, требование китайских норм к метацентрической высоте (не менее 1,0 м) является чрезмерно завышенным. Кроме того, представлялось желательным использовать постоянный жидкий балласт вместо твёрдого. К решению возникших вопросов были привлечены представители ДВФУ. В работе рассмотрены результаты оценки остойчивости батопорта при использовании твёрдого и жидкого постоянного балласта. Сопоставлены требования к остойчивости батопортов в Китае, Великобритании и Франции. Рассмотрена динамическая остойчивость батопорта, в том числе для случая рывка буксирного троса при отводе батопорта от дока с учётом требований российского регистра. Выполненные исследования были приняты во внимание при окончательном решении вопроса о типе постоянного балласта. The main object of Shipbuilding Complex "Zvezda" shipbuilding complex is a dry dock. The dry dock is located in Bolshoi Kamen city. There are some discrepancies between of Russian and Chinese engineers about the ballast type and stability of dry dock gate. As an example the Chinese stability requirement for metacentric height (at least 1.0 m) is considered as excessively high. In addition two types of dry dock gate ballasts (solid and liquid) were considered. The authors were involved in this research. In this paper we present the results of dry dock gate stability assessment for solid and liquid types of ballast. For this research the dry dock gate stability requirements of China, Great Britain and France standards were compared. The dynamic stability of dry dock gate was considered for the case of a tug rope tension with taking into account the requirements of the Russian register of shipping. The results of this research were taken into account as recommendations for design and construction of the dry dock gate.
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Shindo, Lisa. "Dendrochronological Studies of an Alpine Village (Courbons, Digne-les-Bains, France)". International Journal of Wood Culture, 8.11.2022, 1–22. http://dx.doi.org/10.1163/27723194-bja10011.
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Abstract A dendrochronological study of Courbons, a village in the southern French pre-Alps, was conducted to improve our understanding of its history, strengthen the reference chronologies, and reconstruct the outlines of historical forests. A total of 20 buildings were subjected to dendrochronological sampling. The 145 sampled wood pieces were of nine different species, 44 of which are dated from larch, fir, and deciduous oak. Two main construction phases were identified (from the 13th–16th century CE and from the 18th–20th century CE), separated by a hiatus during the 17th century CE. A scarcity of resources could be the cause of the hiatus. We noticed that oak trees were only used before the 16th century CE and that trees felled after the 17th century CE grew better than those that were felled before this period. Based on historical published data, we assumed that demographic variations, trees reserved for shipbuilding, and pressures from pastoralism could explain the dendrochronological results.
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McKendry, Daniel A., i Robert I. Whitfield. "Process considerations for Product Lifecycle Management implementation for high-value Engineering-to-Order programmes". Design Science 8 (2022). http://dx.doi.org/10.1017/dsj.2022.21.
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Abstract This paper presents the process considerations contained within the first ever framework for implementing Product Lifecycle Management (PLM) within high-value Engineering-to-Order (ETO) programmes. The scientific contribution of the research is the identification of the process-oriented factors that are instrumental in the successful implementation of PLM within an ETO context. The framework has been developed using a qualitative methodology based on the thematic analysis of 27 semi-structured interviews. The participants were senior personnel from 11 ETO organisations in the United Kingdom, France, Australia, the United States and Canada. The thematic analysis resulted in framework themes described in relation to the process objectives, challenges or enablers, and the contributing elements of the themes were then synthesised to illustrate their interconnectedness in supporting PLM implementation. Validation of the framework using 19 participants selected from seven ETO organisations resulted in 95% agreement with statements that assessed the quality, structure and versatility of the framework. This research contributed to the updated BAE Systems Maritime Naval Ships PLM strategy for the design, build and in-service support for the First of Class new generation Royal Navy vessel for a recent shipbuilding programme.