Teses / dissertações: "Maritime Service"

1

Storey, Bradley J. "Organizational change for the intelligence community supporting maritime homeland security and defense : developing a domestic maritime intelligence network". Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2003. http://library.nps.navy.mil/uhtbin/hyperion-image/03sep%5FStorey.pdf.

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Panchapakesan, Ashwin. "Optimizing Shipping Container Damage Prediction and Maritime Vessel Service Time in Commercial Maritime Ports Through High Level Information Fusion". Thesis, Université d'Ottawa / University of Ottawa, 2019. http://hdl.handle.net/10393/39593.

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The overwhelming majority of global trade is executed over maritime infrastructure, and port-side optimization problems are significant given that commercial maritime ports are hubs at which sea trade routes and land/rail trade routes converge. Therefore, optimizing maritime operations brings the promise of improvements with global impact. Major performance bottlenecks in maritime trade process include the handling of insurance claims on shipping containers and vessel service time at port. The former has high input dimensionality and includes data pertaining to environmental and human attributes, as well as operational attributes such as the weight balance of a shipping container; and therefore lends itself to multiple classification method- ologies, many of which are explored in this work. In order to compare their performance, a first-of-its-kind dataset was developed with carefully curated attributes. The performance of these methodologies was improved by exploring metalearning techniques to improve the collective performance of a subset of these classifiers. The latter problem formulated as a schedule optimization, solved with a fuzzy system to control port-side resource deployment; whose parameters are optimized by a multi-objective evolutionary algorithm which outperforms current industry practice (as mined from real-world data). This methodology has been applied to multiple ports across the globe to demonstrate its generalizability, and improves upon current industry practice even with synthetically increased vessel traffic.

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Bénard-Pouleau, Annick. "Les cadres de l'action sociale de 1982 à 2002 : rôles et compétences des responsables de circonscription". Versailles-St Quentin en Yvelines, 2004. http://www.theses.fr/2004VERS007S.

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Les lois de décentralisation de 1982, puis la loi dite Particulière de 1986 ont attribué de nouvelles compétences aux départements engendrant un véritable bouleversement dans le champ social, d'autant que la persistance de la crise économique modifie les demandes, les besoins de la population. Les professionnels de l'action sociale vont se trouver de fait confrontés à une nouvelle question sçociale, à l'apparition de nouveaux acteurs sociaux ; et leurs interventions feront l'objet de noumbreuses critiques tant des sociologues que des élus. . . Ainsi, une certaine inquiétude naît progressivement au sein de certaines professions sociales traditionnelles, autant chez les acteurs de terrain que chez les personnels d'encadrement. Nous nous intéresserons aux responsables de circonscription d'action sociale normands afin de tenter de cerner leurs rôles, leurs compétences, leur identité professionnelle. Comprendre le processus d'identité sociale et professionnelle de ces cadres sera l'un des objectifs de ce travail. Pour ce faire, nous nous appuierons sur l'analyse des rôles définis par H. Mintzberg. Les différentes enquêtes réalisées montrent que ces responsables se trouvent dans une situation paradoxale : d'une part, ils ne sont pas parvenus à se saisir des enjeux des nouvelles politiques sociales départementales, et d'autre part, ils n'ont pas réussi à adapter, faire évoluer leurs compétences originelles, se retrouvant en fait dans une quasi impossible conversion identitaire
The 1982 devolution law and the so called « particuliere » law of 1986 have given local authorities new competences that have dramatically changed the social care landscape, especially as the on going economic crisis modifies the needs of the population. Social care professionals will therefore be faced with a new social context, new social participants, and their actions will be heavily criticized by sociologists, elected representatives, … Consequently, wariness amongst some traditional social care professions, be they field operatives or management, builds up progressively. We will focus on Norman social care district managers and define their roles, skills and professional status. Understanding the process by which these managers gain their professional and social status will be one of the objectives of this work. To do this, we will use the role analysis method as defined by H. Mintzberg. Studies show that these managers are in an ambiguous position: on one hand, they have not managed to grasp the challenges of the local authority new social policies, and on the other hand, they have not managed to build on their original skills, thus finding themselves in an almost impossible situation. As these managers cannot deliver, we find that in some districts their position is being removed

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4

Praetorius, Gesa. "The subject, not just an object : Maritime Safety in the Vessel Traffic Service Domain". Thesis, Linköping University, Department of Computer and Information Science, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-53165.

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Although the term maritime safety is widely used in the maritime domain, there is no exact definition of what is included in it. This thesis is an explorative study with focus on the Vessel Traffic Service domain. VTS operators were interviewed and observed to gain insights in how maritime safety is constructed from the perspective of an operator. Further, definitions of maritime safety by central organizations in the maritime domain have been studied through a literature study and several interviews.

The results of the study indicate that there is no common definition of the term maritime safety. The organizations generally identify maritime safety as an overall goal or an umbrella term for measures such as traffic separation schemes or fairway design etc. In contrast to this, the analysis of the data obtained indicates that VTS operators define maritime safety as a context-dependent condition which is shaped by their own action.

It is concluded that there is a gap between the central actors’ and the VTS operators’ understanding and definition of maritime safety. To increase the overall safety in the maritime domain, there is the need to overcome this gap through constructing common values, norms and identities. Instead of having several definitions of maritime safety, there should be one definition which can capture the fact of safety being a dynamic condition which is shaped by the enactment of reliability through, in this case, the VTS operators.

Finally, the VTS as service to the maritime community should be seen as the subject in the construction and promotion of maritime safety, not as just an object.

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5

Blin, Eric. "La localisation des services publics : L'aménagement du réseau postal de Seine-Maritime". Rouen, 1993. http://www.theses.fr/1992ROUEL163.

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Hérité de l'histoire, le réseau postal est un réseau inadapté. Les quelques créations et les quelques suppressions effectuées sont largement insuffisantes face à l'urbanisation et à l'évolution des comportements. De surcroît. La Poste ne dispose d'aucune méthode rigoureuse et globale qui lui permettrait de réorganiser son réseau à l'échelle d'un département. Cette faiblesse fait le jeu des politiques qui maîtrisent les créations et les suppressions. Un modèle de localisation-affectation, comme le modèle de la p-médiane, se révèle être un excellent moyen pour résoudre le dilemme "efficacité-équité" qui caractérise les services publics. Ce modèle a été adapté au cas du réseau postal de Seine-Maritime en se calquant le plus possible sur la réalité. Son originalité est d'appréhender l'aménagement à l'échelle d'un espace qui juxtapose des milieux urbains et ruraux ; mais il reste simple puisque la population et la distance en sont les seuls moteurs. Des simulations ont permis de tracer les grandes lignes de l'aménagement. Même si la Poste doit tendre vers une réduction de son réseau, les créations et les suppressions doivent aboutir à la constitution d'une armature solide. Ce modèle n'est malgré tout qu'un outil d'aménagement. Il laisse à la Poste et aux collectivités locales la possibilité de réajuster le réseau qu'il propose et de procéder à des aménagements secondaires. . . Ce qui ne peut que les convaincre d'accepter le modèle
As a legacy from the past, the postal network is not well adapted. The few creations and suppressions which have been made are quite insufficient in so far as urbanization and changes in social behaviour are concerned. Moreover, the post office don't have any rigorous and overall methods to reorganize its network at a regional level. Thus weakness perfectly suits the politicians who rule creations and suppressions. A location-allocation model, as the p-median problem, turns out to be an excellent means to solve the dilemma "efficiency-equity" which is typical of public facilities. This model has been adapted to the Seine-Maritime network, trying to get as close as possoble to reality. Its particularity is to face development at the level of a region combining both urban areas, while remaining simple, as population and distance are the only mainsprings. Thanks to simulations, it has been possible to define the guidelines of such a development. Even though the post office should gradually shrink, creations and suppressions must eventually lead to the constitution of a strong framework. Nevertheless, a model only remains e tool for development, leaving the post office and local authorities the ability to readjust the network proposed, and proceed to secondary developments. That should be convincing enough to get that model adopted

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Ducarre, Pierre. "Le service d' aide médicale urgente de la Nièvre : bilan d' activité : perspective d' avenir : le centre 15". Clermont-Ferrand 1, 1987. http://www.theses.fr/1987CLF13052.

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Cette thèse débute par l' historique des soins d' urgence. Une deuxième partie de ce travail explique le fonctionnement et l' organisation du Service d' Aide Médicale Urgente de la Nièvre. Une troisième partie analyse l' activité de ce service depuis sa création. La dernière partie présente le projet d' installation d' un Centre 15 et ses avantages pour l' Aide Médicale Urgente de la Nièvre.

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7

Öström, Pontus, e Emil Fröyset. "The value perception gap between customers and sellers : A case study on aftersales services within maritime industry". Thesis, Karlstads universitet, Handelshögskolan (from 2013), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-78908.

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Increased competition and lower margins on products cause many traditional manufacturing companies to resort to services to increase revenues and differentiate themselves from competitors. A challenge manufacturing companies and their sellers face within this change lie within understanding what their customers value in the contexts of service and how to convey these values into superior value propositions. This research intends to increase understanding in what the difference is in the perception of value between sellers and their customers and what the implications for these differences are. This is done by the means of a case study with a setting in the maritime industry. Empirical data was collected through eight interviews, of which four was with the case company’s sellers, three was with customers to the case company and one was with an external industrial service manager. From the interviews the following conclusions could be drawn. Firstly, the findings indicate that the sellers and the customers had similar perception of what value is, where both sides emphasized on the importance of economical and functional values. Secondly, the findings indicate that the implication of the differences on the perception of value lies in that the sellers mostly focuses on the value that the services could provide to the customers while the customers regarded the value in relation to sacrifices. An implication of this is that the sellers might believe that the customers gain more value from their services than the customers believes they do. This misperception of customer perceived value could lead to challenges in selling services and the loss of customers to competitors that offers a better trade-off between benefits and sacrifices.
Ökad konkurrens och minskade marginaler på produkter får många traditionella tillverkningsföretag att söka sig till tjänster för att på så sätt öka sina intäkter och särskilja sig ifrån sina konkurrenter. En utmaning som tillverkningsföretag möter inom denna förändring ligger i att förstå vad deras kunder värderar i tjänstesammanhang och hur de kan förmedla dessa värden i överlägset värdeförslag. Denna forskning har för avsikt att öka förståelsen för vad skillnaden är i uppfattningen av värde mellan säljpersonal och dess kunder och hur skillnaderna kan påverka genomförandet av förslag till servicevärden. Detta undersöktes i en fallstudie på ett företag inom den maritima industrin. Empiriskt data samlades in via åtta semistrukturerade intervjuer var av fyra med säljare på samarbetsföretaget, tre med kunder till samarbetsföretag och en med en utomstående industriell servicechef. Från intervjuerna kunde följande slutsatser dras. För det första indikerar resultaten att skillnaden i uppfattning av värde mellan säljarna och kunderna är likartad och att det största fokuset ligger på den funktionella och ekonomiska dimensionen. För det andra indikerar resultaten att implikationerna av skillnaderna på uppfattningen av värde ligger i att säljarna mestadels fokuserar på det värde som tjänsterna kan erbjuda kunderna medan kunderna betraktade värdet i förhållande till de uppoffringar eller kostnader som medföljer. En implikation av detta är att säljarna leds till att tro att kunderna får mer värde av tjänsterna än kunderna uppfattar att de får. Denna missuppfattning av kundupplevt värde kan leda till utmaningar när det gäller att sälja tjänster och bortfall av kunder till konkurrenter som ger bättre avvägning mellan fördelar och uppoffringar.

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Yaakub, Sabariah. "E-commerce developments and impacts : a case of Malaysian maritime third party logistics service provider companies". Thesis, University of Warwick, 2009. http://wrap.warwick.ac.uk/3830/.

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This study considers the impact of e-commerce technologies/software implementation on logistics capabilities and firm’s performance, particularly in the Malaysian third party logistics sector. As well as studying the impact of e-commerce, it is also interested in gaining knowledge on the current state of ICT and e-commerce adoption in this sector, and third party logistics companies’ perceived importance of the logistics changes in their industry resulting from the e-commerce revolution. The main tenet of this thesis is that e-commerce technologies implementation and its (higher) level of use strengthens logistics capabilities and stronger logistics capabilities are positively linked to a firm’s performance. The impact of e-commerce technologies implementation on the performance of the third party logistics companies is assumed in this study to be indirect, and, logistics capabilities is assumed to take on a mediating role. Data was collected using both survey and interview methods and then analysed using two main types of analyses: univariate (descriptive) and inferential (bivariate and multivariate). In general, connectivity is good among 3PLs as almost all the companies surveyed are connected to the Internet with various types of broadband access. The use of internal computer networks is also widely deployed with moderate to strong information systems infrastructure capability. Substantial ICT investments have been made as indicated from interviews with the 3PLs. The Intranet has been widely deployed as a tool to integrate internal business processes. However, the survey results suggest that logistics service providers in Malaysia are mostly late adopters with respect to the usage of web-based software systems, such as equipment and vessel tracking and collaborative logistics management systems, which have been around in the market for quite some time now. Relative adoption of online marketing and sales activities are low with the Internet mostly used for information and communication purposes, and not in or less so in marketing and sales processes. CRM is not widely deployed in the companies surveyed. The biggest driver for the uptake of e-commerce among the 3PL companies surveyed and interviewed is to speed up business processes while the biggest barrier was that data communication was too slow. The study of e-commerce impact on logistics capabilities and the performance of a firm shows that there is a positive effect of e-commerce software systems on both. More importantly, logistics capabilities have been shown in this study to function as a mediating variable providing support to the hypothesis that e-commerce software systems has an indirect effect on firm’s performance. Empirical results also suggest that certain performance can be enhanced through strengthening of specific logistics capabilities. For example, strengthening information flow management capabilities would strengthen or enhance the company’s performance in the areas of order cycle time variability, processing accuracy, perfect order fulfilment, planning accuracy, availability of information, and systems malfunction recovery. Results from this study show that the 3PL companies did not consider the logistics changes as significant, except for those that concern information flow to the customers. In fact, most of the logistics changes proposed as important and significant in the literature (these were included in the questionnaire) were not even considered as relevant to the third party logistics industry in Malaysia.

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9

Jones, Mark T. "The potential role of the United States Maritime Service (USMS) in supporting Ready Reserve Force vessel crewing needs". Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2001. http://handle.dtic.mil/100.2/ADA395870.

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10

Crisolo, Maldonado Marcia Mercedes, e Rojas Elizabeth Melissa Lazo. "Cultura organizacional y calidad de servicio en la empresa de transporte marítimo Maersk Line Perú, en Lima, en el 2018". Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2019. http://hdl.handle.net/10757/626455.

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El objetivo que se logró en la presente investigación consistió en determinar la relación que existe entre cultura organizacional y calidad de servicio en el sector de transporte marítimo en la empresa Maersk Line Perú, en el distrito de Lima, en el año 2018. El tipo de investigación fue de enfoque cuantitativo y a un nivel correlacional; cuyo diseño fue descriptivo -correlacional no experimental, y transeccional. La técnica utilizada fue la encuesta, y el instrumento de recolección de datos fue el cuestionario estructurado, la población muestral censal estuvo conformada por 50 trabajadores y se realizó la operacionalización de variables y se consignaron los aspectos éticos de la investigación. Los resultados son: el 50% de encuestados optaron por la posición neutral en la variable cultura organizacional, el 52% decidieron por la posición neutral en la cultura burocrática, el 54% decidieron por la posición neutral en la cultura de clan, el 54% opinaron positivamente por la cultura emprendedora, el 56% afirmaron optar por posición neutral en la cultura de mercado, el 54% opinaron por la posición neutral en la calidad del servicio, el 68% decidieron por el nivel neutral referente a la capacidad del personal, el 62% indicaron por la posición neutral referente a la cortesía y amabilidad, el 66% adoptaron la posición neutral en relación a la credibilidad. Conclusión: Queda determinada la relación que existe entre cultura organizacional y calidad de servicio en el sector transporte marítimo en la empresa Maersk Line Perú, en el distrito de Lima, en el año 2018. Dado que el valor de Chi Cuadrado=118,965 con un grado de libertad gl. =4 y un p=0,001; porque se ha verificado que existe evidencia suficiente para concluir que existe relación significativa entre las variables cultura organizacional y calidad de servicio en la empresa Maersk Line Perú (Chi cuadrado, ***p = 0,001). También según la prueba de correlación de Spearman = 0.300 (***p = 0,034), se concluye que existe correlación directa y significativa entre las variables.
The objective that was achieved in the following investigation consisted in determine the relationship that exists between organizational culture and quality of service in the maritime transport sector in the company Maersk Line Peru, in the district of Lima, in 2018. The type of research was of quantitative approach and correlational level; whose design was descriptive-correlational, not experimental, and transversal. The technique used was the survey, and the data collection instrument was a structured questionnaire, the census sample population consisted of 50 workers; the variables were operationalized and the ethical aspects of the research were consigned. Results: 50% of respondents opted for the neutral position in the organizational culture variable, 52% decided for the neutral position in the bureaucratic culture, 54% decided for the neutral position in the clan culture, 54% thought positively for the entrepreneurial culture, 56% said they opted for a neutral position in the market culture, 54% said they had a neutral position on the quality of service, 68% decided on the neutral level regarding staff capacity, 62% % indicated by the neutral position regarding the courtesy and kindness, 66% adopted the neutral position in relation to the credibility. Conclusion: It is determinate that there is a relationship between organizational culture and quality of service in the maritime transport sector in Maersk Line Peru, in the district of Lima, in 2018. Since the value of Chi-squared test = 18,965 with a degree of freedom gl. = 4 and one p = 0.001; because it has been verified there is sufficient evidence to conclude that there is a significant relationship between the variables organizational culture and quality of service in Maersk Line Peru, 2018. (Chi-squared, *** p = 0.001). Also, according to the Spearman correlation test = 0.300 (*** p = 0.034), it is concluded that there is a direct and significant correlation between the variables.
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Briesen, Brendan J. Von. "Service-sector Guilds and the Challenge of Liberalization: The organization of maritime-cargo handling in Barcelona, c.1760-1840". Doctoral thesis, Universitat de Barcelona, 2017. http://hdl.handle.net/10803/525862.

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This thesis examines the guilds comprising the sub-sector of maritime cargo handling in Barcelona from 1760-1840, a period defined in economic terms by the progressive advance of liberal reforms and attempts at abolishing the guilds. Guilds in the service sector were responsible for activities that were vital to economic development, yet the organization of that labor remains an under-represented subject of investigation. By studying the totality of maritime-cargo handling trades of Barcelona, the thesis aims to contribute to the relatively limited scholarship of service-sector guilds and of port labor during the artisan phase. With this aim, the thesis discusses the historiography of guild and port labor studies, passing to a description of the geographic, infrastructural and socio-spatial delineations of the port based on objective and subjective considerations. By comparing the case of Barcelona to a number of other European ports, the study highlights relationships between port types and objective needs of cargo handling with the different organizational models that developed in the sub-sector. Thereafter, the investigation examines in detail the different guilds and the socio-judicial determination of responsibilities, privileges, organizational models and internal composition. Having covered these issues, the study then focuses on the various attempts at reforming or abolishing the guilds and the respective responses of these organizations to structural economic policy changes. During the period studied, the port infrastructure remained relatively unchanged and there was no mechanization of cargo-handling activities, facilitating the focus on changes in economic policy as factors in the application of liberal measures and the organizational responses of the guilds to these important changes. As such, the period studied covers the flexibilization of the labor market through reforms of monopolistic guild privileges and the eventual abolition of Spanish guilds in 1836. The proper handling of cargo and the mode of work influenced – but did not determine – occupational and organizational cultures: some guilds operated cooperatively, others, individually. These corporations were organized horizontally – there were no apprentices or journeymen in these trades, only masters – and developed alternative methods for organizing work processes, determining recruitment qualification, and for developing and transmitting skills. The investigation looks at the internal and external considerations that influenced the organizational responses to liberalism. The traditional (and arguably still generally dominant) historiography of guilds centers on discontinuity between the guilds and later organizations of labor and capital (trade unions and owners’ associations). This investigation highlights a number of direct continuities, contributing to the study of the development of capitalism. The principal conclusions of the research are focused on a number of related considerations, including: port types and infrastructures; the objective, cargo-based necessities of handling; work cultures, organizational cultures, and organizational models, (especially collaborative or individualistic activities); leveling mechanisms and the socio-economic composition of the guilds (vis à vis internal and external employment schemes), and the responses to liberalization (which is shown to have developed progressively over decades).
Esta tesis tiene como objetivo elucidar el sub-sector del manejo de la carga marítima en Barcelona (1760-1840) para mejor entender la función de los gremios de servicios. En especial analiza como reaccionaron estos gremios al desarrollo progresivo del liberalismo, que representó un reto considerable al sistema gremial. De esta manera, la tesis contribuye a la historiografía de los estudios de gremios europeos y de la historia de trabajo en el ámbito marítimo. Es notable que el objeto de estudio se encuentre como un outlier (o, caso atípico) en varios campos, ya que en los estudios de gremios hay poca atención puesta en el sector de servicios, y en los estudios de trabajo marítimo hay muy pocas investigaciones sobre la época artesanal. A nivel de historia local, existen unas pocas publicaciones sobre los gremios tratados aquí, pero en su mayoría se enfocan en un solo gremio, desconectado del resto de componentes del universo del trabajo portuario. Entre los temas tratados se encuentran: el análisis del sistema gremial europeo en general y la diferenciación de éstos gremios de servicios; un acercamiento al entendimiento socio-espacial del puerto (con casos comparativos); la definición socio-jurídica y económica de los gremios tratados; el avance progresivo del liberalismo en España y particularmente en Barcelona; y las estrategias de los diferentes gremios del sub-sector del manejo de la carga marítima frente las reformas y aboliciones liberales del sistema gremial. Basado en literatura secundaria principalmente en castellano, catalán e inglés, y en fuentes primarias mayoritariamente en castellano, la tesis se presenta en inglés, con un resumen exhaustivo en castellano. Las conclusiones se analizan a partir del objetivo y su relevancia a varios campos académicos.

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Bannon, Matthew. "The evolution of the role of Australian customs in maritime surveillance and border protection". Access electronically, 2007. http://www.library.uow.edu.au/adt-NWU/public/adt-NWU20080916.155511/index.html.

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Jang, Hyun Mi. "Relationship management in international supply chains involving maritime transport : the role of logistics service quality, relationship quality and switching barriers in creating customer loyalty". Thesis, Cardiff University, 2011. http://orca.cf.ac.uk/54460/.

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The overarching objective of this thesis is to explore the role of logistics service quality in generating customer loyalty by considering relationship quality and switching barriers in the unique context of maritime transport. This is to fill the gaps revealed in the current understanding of ocean carrier-shipper relationships, particularly the lack of studies attempting to investigate shippers' future intentions to use the same carrier as opposed to the many previous studies which focused on carrier selection criteria or on shippers' satisfaction with the service attributes. Specifically, this research develops a conceptual model in order to determine how and to what extent Logistics Service Quality (LSQ) and Relationship Quality (RQ) towards Customer Loyalty (CL) are related and examine the moderating role of Switching Barriers (SB). By dividing these major concepts into sub-constructs (i.e. LSQ-operational logistics service quality and relational logistics service quality, RQ-satisfaction, trust and commitment, CL-attitudinal loyalty and behavioural loyalty, and SB-switching costs, attractiveness of alternatives and interpersonal relationships), more sophisticated interrelationships are able to be explored. The overall research design adopted in this thesis is as follows. First, the coherent research model representing causal relationships between the key variables is developed on the basis of a literature review and semi-structured interviews with practitioners and academics. Secondly, the main data used is collected through a postal questionnaire survey from 227 freight forwarders doing business with container shipping lines in South Korea. Structural Equation Modelling (SEM) is employed in order to rigorously test the validity of the measurement models and examine the extensive set of relationships between the construct variables simultaneously in a holistic manner. The findings of this research demonstrate significant contributions of logistics service quality in predicting customer loyalty through relationship quality in the maritime transport context. The interrelationships between the sub-constructs of these concepts are also confirmed. In addition, difference in the hypothesised relationships is highlighted depending on switching barriers. In conclusion, the thesis extends the body of knowledge in maritime transport, logistics/SCM and relationship marketing particularly in the business-to-business context by suggesting that container shipping lines should develop a high level of logistics service quality and relationship quality and also should utilise switching barriers in order to attain higher (beyond mere satisfaction) levels of shippers' loyalty.

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Delanoë, Igor. "La flotte de la Mer noire, de Catherine II à Vladimir Poutine : un outil de puissance au service des ambitions méditerranéennes de la Russie, 1783-2012". Nice, 2012. http://www.theses.fr/2012NICE2034.

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L’accès aux mers chaudes passe pour l’un des "topoi" de la géostratégie russe depuis Pierre le Grand. Après la parenthèse des années 1990, la Russie de Vladimir Poutine affiche à travers différents événements sa volonté d’occuper de nouveau une place de premier ordre en Méditerranée. S’inscrivant dans le contexte plus global du retour de la Russie sur les devants de la scène internationale, cette démarche a pour objectif de lui donner la possibilité de se positionner dans l’espace méditerranéen afin de pouvoir répondre aux nouveaux enjeux du XXIe siècle. Nous envisageons la Méditerranée comme un théâtre d’affirmation de la puissance russe à travers l’étude de la flotte de la mer Noire, l’outil naval privilégié par les dirigeants russes puis soviétiques, afin de protéger et promouvoir leurs intérêts en Méditerranée. La mer Noire représente pour la Russie un véritable corridor vers les mers chaudes et a acquis depuis Catherine II une dimension profondément stratégique au sein de la géopolitique russe. La désintégration de l’URSS a cependant amené Moscou à repenser sa place au sein de cet espace. « L’économisation » de la politique étrangère du Kremlin ainsi que la poussée de l’Occident dans son ancienne sphère d’influence figurent parmi les axes qui sous-tendent l’actuel repositionnement de la Russie en mer Noire. L’analyse du cadre géopolitique qui a structuré la percée russe vers les eaux méridionales, l’étude des capacités de production et celle des politiques navales mises en œuvre en mer Noire depuis la fin du XVIIIe siècle, nous permettent de mettre en lumière dans une perspective de temps long les déterminants des ambitions méditerranéennes de la Russie
Since Peter the Great, Russia has sought to gain an access to warm waters. Today, after the 1990’s, Russia intends to build up its role on the Mediterranean stage. Vladimir Putin has displayed his willingness to give Russia the means to be a Mediterranean power in order to deal with security issues of 21st century. We consider the Russian Black Sea Fleet, from its creation by Catherine the Great, to Vladimir Putin, as a tool at the service of the protection and promotion of the Russian interests in the Mediterranean. The Black Sea has been the Russian window on its southern flank and on warm waters, and has gained a strategic interest in Russian geopolitics. Nevertheless, since the break up of the Soviet Union, Moscow has reassessed its role in the Black Sea region, facing western challengers and security and energy concerns in Caucasus. The study of naval shipyards and the analysis of Russian naval policies since the end of 18th century reveal the elements on which Russian Mediterranean ambitions rely on

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15

Pospíchal, Jiří. "Sběrná služba v námořní přepravě a export z ČR". Master's thesis, Vysoká škola ekonomická v Praze, 2010. http://www.nusl.cz/ntk/nusl-72782.

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The topic of this thesis is groupage service in maritime transportation and its use for export out of Czech Republic. In the theoretical and methodological part I am defining the main terms in maritime transportation and maritime transportation in general. In the thesis I am describing the role of maritime transportation in the Czech Republic emphasized by statistics. Further I am writing about containerization and main container types because those are very important for the groupage service. In the practical part I am describing the processes of exports groupage service (LCL) within company Austromar spol. s r.o. on which I am applying business cases to to show how those processes work in reality. One of the business cases is transportation of hazardous material. In the last part of thesis I am comparing the direct and non-direct container with example of the freight charges calculation.

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16

Victor, Sjölin. "Putting a FRAMe on the VTS : A systems analysis of the Vessel Traffic Service using the Functional Resonance Analysis Method". Thesis, Linköpings universitet, Institutionen för datavetenskap, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-96395.

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The Vessel Traffic Service (VTS) is a complex system tasked with ensuring the safety of navigation within specified areas known as VTS areas. Earlier research in the domain has often focused on the decision support systems and other tools employed by the VTS operators to provide the vessels in the area with VTS services. Consequently, less effort has gone into looking at the system itself and the human factors aspects of the system. This study uses the Functional Resonance Analysis Method (FRAM) to create a functional model of the VTS. It looks at how a VTS works, what the different components are and how these components are related. The main purpose of the FRAM model is to serve as a basis for future application by identifying the functions that constitute the system, and to illuminate the potential variability therein. To demonstrate how it might be used, an instantiation of an observed scenario will be presented. A structural description of the VTS is also presented, which aims to serve as an introduction to the domain for readers who are previously unfamiliar with it. The functional model shows that a lot of the potential variability seems to lie in the functions that rely heavily on human interaction, which is to be expected, as human performance is highly variable. It also shows that the availability and reliability of relevant information is crucial in order to be able to provide the VTS services, and if the information for some reason is unavailable or insufficient it seems likely to cause variability.

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17

Seigan, Kôbô. "La conscription dans le departement de la seine-inferieure (an vi - 1815)". Paris 1, 1998. http://www.theses.fr/1998PA010608.

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Il convient tout d'abord de noter l'importance quantitative des conscrits pendant les guerres de la revolution et de l'empire. Dans le cas de la seine-inferieure, napoleon exigea que la moitie des jeunes gens qui n'avaient pas ete dispenses servent son armee. Ainsi, les multiples levees firent partir beaucoup de conscrits a l'armee, et amenerent progressivement la population a s'habituer a la conscription et a l'armee. Neanmoins, la conscription generait egalement des insoumis et des deserteurs. Leur action soutenue par la communaute locale etait tres dynamique surtout sous le directoire. Cela signifiait l'indifference du peuple devant le service militaire, l'armee francaise et le destin de l'etat- nation. Puis, les autorites napoleoniennes reussirent finalement a reduire effectivement le nombre des conscrits rebelles. Le peuple fut donc oblige de s'interesser a l'armee et de s'impliquer dans le sort de la france. Toutefois, une partie de la population de la seine- inferieure contourna la conscription par la fraude. Le gouvernement imperial n'a pas pu facilement reprimer la fraude telle que la maladie simulee, la mutilation volontaire, la fabrication de faux papiers et la corruption des fonctionnaires. Malgre tout, les fraudeurs s'interesserent aussi a la conscription, bien que le sens de leur interet ne fut pas le meme que celui des autorites
First of all, it's advisable to note the quantitative importance of the conscripts during the war of the revolution and of the empire. In the case of seine-inferieure, napoleon required that the half number of young people who had not been exempted should serve his army. In this way, numerous levies made the many conscripts leave for the army, and progressively brought the population to get used to the conscription and the army. Nevertheless, the conscription generated equally insoumis and deserters. Their action, supported by the local community, was very dynamic especially under the directory. That showed the indifference of the general public toward the military service, the french army, and the destiny of the nation-state. Then, napoleonic authorities finally succeeded in reducing effectively the number of the conscript rebels. The common people were thus obliged to be interested in the army and to implicate themselves in the fate of france. However, a part of the seine-inferieure population bypassed the conscription by means of fraud. The imperial gouvernement could not easily suppress such fraud as simulated illness, voluntary mutilation, the fabrication of fake documents, and the corruption of civil servants. All the same, the fraudsters were also interested in the conscription, although the sense of their interest was not the same as the one from the authorities

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18

Ziegler, Alexander von. "Haftungsgrundlage im internationalen Seefrachtrecht : Evolution der Haftungsgrundlage von den Haager Regeln zu den Hamburger Regeln unter Berücksichtigung des nationalen und internationalen Seerechts von Grossbritannien, den Vereinigten Staaten von Amerika, Kanada, Frankreich, Deutschland und der Schweiz /". Zürich : Baden-Baden : Schulthess ; Nomos, 2002. http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&doc_number=009973843&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA.

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19

Ebeling, Johan. "Underrättelser för sjöstriden : IPB-metoden och den maritima arenan". Thesis, Swedish National Defence College, Swedish National Defence College, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:fhs:diva-23.

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Högkvarteret beslutade 2004 att interoperabilitet med Natos metoder har högsta prioritet i Försvarsmakten. Därför är underrättelsemetoden Intelligence Preparation of the Battlespace (IPB) vägledande för svensk underrättelsetjänsts framtagande av beslutsunderlag. Försvarsmaktens underrättelsehandbok betraktar dock IPB som en inte ”i alla avseenden tydlig” metod. Eftersom krigföring inom mark-, luft- och den maritima arenan karaktäriseras av olika faktorer, vilka ej framgår i IPB, existerar här ett problemområde. Uppsatsen behandlar problemområdet inom den maritima arenan på taktisk nivå. Syftet är att undersöka IPB-metodens genomförande och innehåll då den genomförs för att tillgodose ett ytstridsförbands taktiska underrättelsebehov. Uppsatsens frågeställningar söker svar på hur den maritima arenan respektive sjökrigföring generellt påverkar innehållet i, samt genomförandet av, IPB-metoden.

Studiens teoretiska grund utgörs av IPB-metoden, vilken främst används till att strukturera undersökningen. Uppsatsen genomförs med kvalitativ innehållsanalys av svensk marin doktrin, reglementen, handböcker samt modern litteratur om sjökrigföring på taktisk nivå. Dessa källor skall ge perspektiv på IPB-metoden och dess respektive steg.

En allmängiltig grundsats gällande sjökrigföring är att den som anfaller effektivt först vinner striden. Uppsatsen har funnit att IPB-metoden, vilken syftar till bedömning av motståndarens farligaste respektive troligaste handlingsvägar, speglar detta axiom bristfälligt. Om IPB, då den genomförs i en marin kontext, istället koncentreras mot den duellsituation som är karaktäristisk för sjökrigföring, skapas ett beslutsunderlag som bättre överensstämmer med vad litteraturen förordar. En sådan förändring i fokus för IPB förändrar hela metoden i grunden.

The purpose of the study is to examine the use of the NATO method known as Intelligence Preparation of the Battlespace (IPB), since the Swedish Armed Forces Headquarters in 2004 decided that interoperability with NATO methods is of high priority.

Combat on the ground, in the air and at sea is characterized by different factors. This circumstance is however not very clear in the Swedish interpretation of IPB. This shortcoming constitutes the problem that this study has looked into. IPB will be examined from a naval point of view at a tactical level. The question that has been asked is how naval tactical combat and the maritime environment influence the use of IPB.

The study uses the IPB-method itself as theoretical framework. Swedish doctrine, naval regulations and handbooks as well as modern literature on naval combat have been analysed in order to give perspectives on IPB.

It is common knowledge today that the essence of success in naval combat at a tactical level is to attack effectively first. The main conclusion is, however, that IPB, which focuses on estimates of the adversary’s courses of action, reflects this maxim poorly. The results of the study show that the intelligence output would be more adequate if IPB, when used in a naval tactical context, was concentrated on an analysis of the duel between ships.

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20

Baudonet, Pascal. "La gendarmerie nationale au début du XXème siècle : étude d’un service public de la sécurité et de ses personnels de 1900 à 1918". Thesis, Bordeaux 4, 2011. http://www.theses.fr/2011BOR40038.

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La gendarmerie nationale est un service public de la sécurité. Le caractère mixte de ses attributions laplace sous divers rattachements organiques. Spécifique, l’institution étend son champ de compétencedans de nombreux domaines, mais l’oscillation entre les fonctions policières et militaires engendre unepléthore de critiques, tant internes qu’externes. La période du début du XXème siècle n’est, d’ailleurs,que peu propice à la gendarmerie. L’arme est étroitement contrôlée, réminiscence du politique àl’égard d’une troupe supposée « prétorienne ». Les gendarmes sont, à la fois, valorisés parl’apposition, à leur appellation professionnelle, de la distinction ancestrale de « soldat d’élite » maisdeviennent, également, les souffres-douleurs de cette société en pleine mutation. La première guerremondiale aggrave la donne. Vilipendés par les Poilus, ces personnels, qualifiés de « cognes » etd’ « embusqués », sont victimes d’agressions verbales et physiques permanentes. Ils endurent lesobjurgations des populations civile et militaire. L’adoption de réformes est difficile. Elle estcontingentée par des impératifs politiques, budgétaires et militaires. Malgré l’ensemble de cescontraintes, l’implication des pandores reste entière. Présents en métropole, aux colonies, sur lesthéâtres d’opérations extérieures, à l’étranger, ils permettent d’imposer ce corps à vocation interarmeset interservices, polyvalent ainsi que protéiforme. A force de volonté et de déterminisme, lesgendarmes influent sur la marche de l’histoire. De 1900 à 1918, ils façonnent, par leur engagement, lagendarmerie actuelle
The National Gendarmerie is a public service in charge of security. The double nature of its remitplaces it under several jurisdictions. Being specific, the institution extends its range of competence tovarious fields, but the oscillation between its police and military functions generates a multitude ofcriticisms, both internal and external. The period of the early 20th century, anyway, was somewhatunfavourable to the Gendarmerie. The force is then closely controlled, a reminiscence of thegovernment against troops viewed as praetorian. The gendarmes, commended by the adjunction, totheir professional designation of the ancestral distinction “elite soldiers”, also became, at the sametime, the scapegoats of a society undergoing major changes. WWI made the deal even rougher.Reviled by the rank and file, dubled as “the fuzz” and “shirkers”, the personnel fell prey to ceaselessverbal and physical aggression, suffering reproaches from both civilians and military. Passing reformsproved uneasy, restricted as the were by political, budgetary and military pregnant dictates. In spite ofthat chain of constraints, the dedication of the “Pandores” remained absolute. Their presence inmetropolitan France, in the colonies and in the theatres of operations abroad, made it possible toestablish the force as indispensable, with its interforce and interservice dedication and itsmultifunctional protean quality. By dint of strongwill and determination, the gendarmes influenced thecourse of history. Between 1900 and 1918, by their commitment, they shaped the present-dayGendarmerie

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21

Sauvage-Vincent, Julie. "Un langage contrôlé pour les instructions nautiques du Service Hydographique et Océanographique de la Marine". Thesis, Ecole nationale supérieure Mines-Télécom Atlantique Bretagne Pays de la Loire, 2017. http://www.theses.fr/2017IMTA0001/document.

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Les langages contrôlés sont des langages artificiellement définis utilisant un sous-ensemble du vocabulaire, des formes morphologiques, des constructions syntaxiques d'une langue naturelle tout en en éliminant la polysémie. En quelque sorte, ils constituent le pont entre les langages formels et les langues naturelles. De ce fait, ils remplissent la fonction de communication du médium texte tout en étant rigoureux et analysables par la machine sans ambiguïté. En particulier, ils peuvent être utilisés pour faciliter l'alimentation de bases de connaissances, dans le cadre d'une interface homme-machine.Le Service Hydrographique et Océanographique de la Marine (SHOM) publie depuis 1971 les Instructions nautiques, des recueils de renseignements généraux, nautiques et réglementaires, destinés aux navigateurs. Ces ouvrages complètent les cartes marines. Elles sont obligatoires à bord des navires de commerce et de pêche. D'autre part, l'Organisation Hydrographique Internationale (OHI) a publié des normes spécifiant l'échange de données liées à la navigation et notamment un modèle universel de données hydrographiques (norme S-100, janvier 2010). Cette thèse se propose d'étudier l'utilisation d'un langage contrôlé pour représenter des connaissances contenues dans les Instructions nautiques, dans le but de servir de pivot entre la rédaction du texte par l'opérateur dédié, la production de l'ouvrage imprimé ou en ligne, et l'interaction avec des bases de connaissances et des outils d'aide à la navigation. En particulier on étudiera l'interaction entre le langage contrôlé des Instructions nautiques et les cartes électroniques correspondantes. Plus généralement, cette thèse se pose la question de l'évolution d'un langage contrôlé et des ontologies sous-jacentes dans le cadre d'une application comme les Instructions nautiques, qui ont la particularité d'avoir des aspects rigides (données numériques, cartes électroniques, législation) et des aspects nécessitant une certaine flexibilité (rédaction du texte par des opérateurs humains, imprévisibilité du type de connaissance à inclure par l'évolution des usages et des besoins des navigants). De manière similaire aux ontologies dynamiques que l'on rencontre dans certains domaines de connaissance, on définit ici un langage contrôlé dynamique. Le langage contrôlé décrit dans cette thèse constitue une contribution intéressante pour la communauté concernée puisqu'il touche au domaine maritime, domaine encore inexploité dans l'étude des langages contrôlés, mais aussi parce qu'il présente un aspect hybride, prenant en compte les multiples modes (textuel et visuel) présents dans le corpus constitué par les Instructions nautiques et les documents qu'elles accompagnent. Bien que créé pour le domaine de la navigation maritime, les mécanismes du langage contrôlé présentés dans cette thèse ont le potentiel pour être adaptés à d'autres domaines utilisant des corpus multimodaux. Enfin, les perspectives d'évolution pour un langage contrôlé hybride sont importantes puisqu'elles peuvent exploiter les différents avantages des modes en présence (par exemple, une exploitation de l'aspect visuel pour une extension 3D)
Controlled Natural Languages (CNL) are artificial languages that use a subset of the vocabulary, morphological forms and syntactical constructions of a natural language while eliminating its polysemy. In a way, they constitute the bridge between formal languages and natural languages. Therefore, they perform the communicative function of the textual mode while being precise and computable by the machine without any ambiguity. In particular, they can be used to facilitate the population or update of knowledge bases within the framework of a human-machine interface.Since 1971, the French Marine Hydrographic and Oceanographic Service (SHOM) issues the French Coast Pilot Books Instructions nautiques , collections of general, nautical and statutory information, intended for use by sailors. These publications aim to supplement charts, in the sense that they provide the mariner with supplemental information not in the chart. They are mandatory for fishing and commercial ships. On the other hand, the International Hydrographic Organization (IHO) issued standards providing information about navigational data exchange. Among these standards, one of a particular interest is the universal model of hydrographic data (S-100 standard, January, 2010).This thesis analyses the use of a CNL to represent knowledge contained in the Instructions nautiques. This CNL purpose is to act as a pivot between the writing of the text by the dedicated operator, the production of the printed or online publication, and the interaction with knowledge bases and navigational aid tools. We will focus especially on the interaction between the Instructions nautiques Controlled Natural Language and the corresponding Electronic Navigational Charts (ENC).More generally, this thesis asks the question of the evolution of a CNL and the underlying ontologies involved in the Instructions nautiques project. Instructions nautiques have the particularity of combining both strictness (numerical data, electronic charts, legislation) and a certain amount of flexibility (text writing by human operators, unpredictability of the knowledge to be included due to the evolution of sailors¿ practices and needs). We define in this thesis a dynamic CNL in the same way that dynamic ontologies are defined in particular domains. The language described in this thesis is intended as an interesting contribution for the community involved in CNL. Indeed, it addresses the creation of a CNL for the unexploited domain of maritime navigation, but its hybrid aspects as well through the exploration of the multiple modalities (textual and visual) coexisting in a corpus comprising ENC and their companion texts. The mechanisms of the CNL presented in this thesis, although developed for the domain of the maritime navigation, have the potential to be adapted to other domains using multimodal corpuses. Finally, the benefits in the future of a controlled hybrid language are undeniable: the use of the different modalities in their full potential can be used in many different applications (for example, the exploitation of the visual modality for a 3D extension)

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22

Schuster, Stephan. "Das Seedarlehen in den Gerichtsreden des Demosthenes : mit einem Ausblick auf die weitere historische Entwicklung des Rechtsinstitutes: daneion nautikon, fenus nauticum und Bodmerei /". Berlin : Duncker & Humblot, 2005. http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&doc_number=014185836&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA.

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23

Feng, Jingyuan. "La présence de la Chine aux Expositions universelles françaises de 1855 à 1937". Electronic Thesis or Diss., Sorbonne université, 2021. http://www.theses.fr/2021SORUL089.

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À leur apogée, les Expositions universelles ou internationales, marques des processus de mondialisation et de modernisation, ne manquaient pas une participation chinoise de multi-forme et multi-niveau dans le principal pays organisateur, la France. L’étude de la présence chinoise suit chronologiquement ces grandes manifestations déroulées à Paris, cas par cas, durant près d’un siècle. Les représentations traitées évoluaient avec le temps, selon le contexte international, la relation franco-chinoise et le régime politique. La question d’éclairer les faits et de préciser les limites de la place de ce pays aux Expositions universelles françaises se situe à l’origine de la présente étude. À la fin de la dynastie, des Douanes maritimes impériales sous la direction des étrangers influençaient fortement les procédures d’organisation. Témoins de la mutation de la vie économique, des pavillons nationaux à Paris dévoilaient tant le déséquilibre de la répartition géographique de commerce que la disparité de la structure industrielle dans ce pays. De manière parallèle, des manifestations culturelles et artistiques présentaient une continuité survivant aux changements. De plus, l’analyse de ces participations permet d’examiner l’éventuelle capacité de se présenter sur l’échiquier international, ainsi que d’évaluer de premiers efforts d’industrialisation chinoise. Cette thèse a pour ambition de dresser un bilan des participations chinoises en France, afin de contribuer à l’un des aspects de l’histoire des expositions de la Chine moderne
In their heyday, the World’s fairs, landmarks of the processes of globalization and modernization, did not lack a Chinese participation of multiform and multi-level in the main organizing country, France. The study of the Chinese presence follows chronologically these great events held in Paris, case by case, for nearly a century. The representations treated evolved with time, according to the international context, the Franco-Chinese relationship and the political regime. The question of clarifying the facts and specifying the limits of the place of this country in the French World’s fairs is the origin of the present study. At the end of the dynasty, imperial maritime customs under the direction of foreigners strongly influenced the organizational procedures. Witnessing the mutation of economic life, national pavilions in Paris revealed both the imbalance of the geographical distribution of trade and the disparity of the industrial structure in this country. At the same time, cultural and artistic events presented a continuity that survived the changes. Moreover, the analysis of these participations allows us to examine the possible capacity to present itself on the international scene, as well as to evaluate the first efforts of Chinese industrialization. This thesis aims to draw up an assessment of Chinese participations in France, in order to contribute to one aspect of the history of exhibitions in modern China

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Foerster, Paul S. "The fire service's role in maritime homeland security". Thesis, Monterey, California. Naval Postgraduate School, 2011. http://hdl.handle.net/10945/5733.

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CHDS State/Local
Approved for public release; distribution is unlimited
Since September 11, 2001, the fire service role as first responders has changed to include acts of terrorism. United States ports and areas in the marine domain provide terrorists with a wide variety of targets to attack. The marine domain presents many difficult and unique problems to homeland security. The open nature of ports with the high volume of goods and services, key infrastructures, and the large number of agencies with jurisdiction create a complex environment to protect. Many fire departments that protect and respond to incidents in the marine domain have little specialized equipment, special knowledge, or training needed to respond to terrorists attacks in this area. This document looks at the roles the fire service has in homeland security in the marine domain. Based on findings from maritime leaders, five roles emerged: Homeland Security Presidential Directive-8, intelligence and information sharing, area maritime security committee, interagency exercises and training and public/private partnerships. This document demonstrates the fire department's role in each of these areas, and provide a framework fire departments can use to enhance maritime homeland security.

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25

Fiřtová, Monika. "Bariéry cestovního ruchu v Alpes-Maritimes". Master's thesis, Vysoká škola ekonomická v Praze, 2011. http://www.nusl.cz/ntk/nusl-116397.

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In this thesis the limits of development of tourism have been mapped in one of most visited regions in France. The main objective was to determine the primary and secondary barriers to development of tourism in the Alpes-Maritimes. The impairment causes the negative factors of development, an analysis of individual service sectors which are directly linked to tourism and the characteristics of the region in terms of natural, cultural and other attrac-tions. The conclusion has been drawn up comprehensive SWOT analysis and proposals for measures to support the development of tourism in the selected area.

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Owie, Ese Stephen. "Trade liberalization vs. domestic regulation of services : the future of maritime transport". Thesis, University of Oxford, 2010. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.550555.

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This thesis focuses on the tension between WTO liberalization rules in the services sector and the domestic regulation of maritime transport - a sector that is dependent on excessive government subsidies - and the impact of such tension on the future of maritime transport. Multilateral negotiations on the use of subsidies in the services sector have attracted little or no attention in comparison with other services related issues. This ordinarily should not be a problem except for that fact the existence or otherwise of subsidy disciplines will have profound consequences on the effectiveness and reach of market access commitments made in the ongoing Doha Round. Then again, subsidy disciplines would also affect the ability of WTO Members (especially developing countries that lack the power to subsidize) to utilize subsidies in achieving national policy objectives. While the tension between national regulation and the multilateral trading system in the goods sector has been subject of extensive analysis, the interface of trade liberalization and national regulation in the services sector has been less analyzed. Ironically, the services sector is arguably of similar and probably . greater significance in international trade. In analyzing the future of maritime transport under the liberalization framework of the WTO, the thesis uses the protectionist concept of maritime cabotage as its analytical framework. This facilitates a more profound understanding of the tension between domestic regulation and multilateral liberalization of maritime services and also highlights the role of subsidies - which are essential in maritime cabotage trade - in exacerbating this tension. In developing international law jurisprudence on this score, the thesis delicately interconnects protectionism in maritime transport, domestic regulation and multilateral liberalization of services within the GATS.

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Chabannes, Claire. "La libération des services dans le cas de l'assurance maritime : aspects communautaires et internationaux". Lille 2, 1990. http://www.theses.fr/1990LIL20002.

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L'importance croissante des services dans le commerce international conduit les etats a essayer de determiner les obstacles aux echanges de services afin de supprimer les entraves injustifiees et d'ameliorer la cooperation internationale dans ce domaine. Parmi les services faisant l'objet de mesures de liberation au plan international, l'assurance maritime occupe une place a part en raison du caractere international et peu reglemente de son marche, ainsi que de l'importance des sommes en jeu qui justifie le recours a la coassurance et a la reassurance. L'objectif de cette recherche est d'evaluer l'impact des mesures de liberation sur les legislations nationales reglementant l'acces au marche et les conditions d'exercice de l'activite d'assurance maritime. (. . . )
The growing importance of services in inter. National trade has led states to try to determine the barriers to exchange of services, in order to eliminate injustified obstacles and to improve international cooperation in this field. Among the services which are subjected to international measures of uberation, marine insurance holds a special position because of the international and not very regulated nature of its market, which justify the recourse to coinsurance and reinsurance. The aim of this thesis is to evaluate the impact of liberation on national legislations, which regulate access to the market and the conditions of exercice in marine insurance. The eec realizations are the most important because of their juridical perfection. (. . . )

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Harel, Jean-Michel. "La Compagnie générale transatlantique et les Messageries maritimes, deux compagnies subventionnées au service de l'Etat : 1914-1944". Paris 2, 2001. http://www.theses.fr/2001PA020018.

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La compagnie generale transatlantique et les messageries maritimes etaient de grandes societes francaises de navigation maritimes, nees au milieu du 19e siecle. Toutes les deux avaient des relations privilegiees avec l'etat avec lequel elles avaient passe des conventions. L'objet de la these est d'essayer de comprendre pourquoi l'etat prit le controle de ces entreprises entre les deux guerres mondiales. En fait, les pouvoirs publics francais cherchaient a disposer d'un instrument efficace pour relier la metropole a l'em ire, assurer le prestige de la france et participer a la securite militaire du pays. L'etat francais tenait a posseder un atout solide dans un contexte de competition internationale frenetique. Son intervention fut largement favorisee par des conditions ideologiques, c'est-a-dire la faveur dont jouissait les tendances etatiques aupres d'un grand nombre d'hommes politiques, et economiques, c'est-a-dire la crise mondiale de 1929 qui fragilisa les compagnies. En temps de paix, la maitrise progressive des deux entreprises subventionnees fut marquee principalement par la creation de nouvelles structures juridiques. En 1921, la societe des services contractuels des messageries maritimes, chargee du domaine contractuel des messageries maritimes, vit le jour et, en 1933, la compagnie generale transatlantique devint une societe d'economie mixte. En temps de guerre, pendant le premier conflit mondial, les deux entreprises subventionnees se mirent au service de l'etat avec patriotisme mais en se comportant en partenaires. Pendant la seconde guerre mondiale, alors qu'elles etaient entierement dominees par l'etat, elles se conduisirent en serviteurs du regime de vichy. En fin de compte, la politique maritime de la troisieme republique, tres decriee par les contemporains, permit a la france de doter d'un magnifique et puissant outil maritime que le second conflit mondial reduisit a neant.

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Chapsos, I. "The privatisation of international security : the regulatory framework for Private Maritime Security Companies, using operations off Somalia, 2005-13, as a case study". Thesis, Coventry University, 2014. http://curve.coventry.ac.uk/open/items/4d43bb00-e16b-4326-aaa8-3ef5ec5026ac/1.

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This thesis examines the expansion of private maritime security provision, its regulation and implications for national and global security. The main research question addressed is: How are private maritime security companies (PMSCs) regulated in the context of the contemporary trend towards international security privatisation? However, further questions stem from this: Is the complex framework of the PMSCs’ business model adequately regulated? To what extent could the existing practices and regulatory framework affect international security in governance and policy, strategic, social and commercial terms? Qualitative research methods were used, strongly supported by empirical data collection – available due to extensive professional experience and personal engagement of the author with the private maritime security industry. Using a case study of PMSCs’ operations off Somalia from 2005-2013, and a plethora of selected data from primary sources and semi-structured interviews, the paper argues that there is need for more effective regulation of PMSCs and the establishment of international standards. Following an analysis of the current conceptual framework of private security, focussing particularly on maritime security, in the context of contemporary academic literature and professional practice, the paper provides a detailed theoretical justification for the selection of the methodology used. After broadening and deepening the analysis of the privatisation of security ashore, the concerns raised are then transferred to the maritime domain. The situation becomes even more complicated in the high seas due to inconsistencies between flag states’ regulations, the unregulated vastness of the oceans and the reluctance of any international body (such as the IMO) to undertake the essential task of regulating PMSCs. Building on this, an analytical framework that enables the integration of maritime security and contemporary piracy into the contemporary paradigm of global security is developed. An historical overview of piracy then demonstrates that modern piracy is an ancient phenomenon with contemporary local characteristics. The maritime crime’s causal factors remain more or less the same throughout human history and, the paper argues, PMSCs serve as a short term response to address the symptoms rather than the root causes. Given that PMSCs have so far been used primarily as measures against Somali piracy, activities in this specific region provide an appropriate case study. The development of a typology of piracy offers a deeper understanding of the regional distinctiveness of the phenomenon, which is essential to acquiring a holistic picture of the operational environment in which PMSCs are deployed. The above considerations are used as a basis for analysing the complexities of the PMSCs’ business model, in legal, operational and ethical terms. The questionable practices involved in these are not fully regulated by national states. Hence, their contract and deployment raise ethical, legal and operational concerns. In the penultimate chapter, these are further assessed in terms of the extent to which the existing regulatory framework and PMSCs’ practices affect international security in governance and policy, strategic, social and commercial terms. The research indicates that states are increasingly outsourcing the monopoly they have exercised in security provision - a trend that has also expanded the private sector’s activities and business at sea. However, the lack of international laws and the consequent unstandardized plethora of flag states’ regulations has meant that the burgeoning private security services are dependent on the global market to regulate themselves. States’ reluctance and/or inability to regulate these companies has allowed controversial practices to persist and the lack of an international body responsible for their regulation and vetting on a worldwide basis has inevitable consequences in terms of global security. The overall outcome of this thesis is an elucidation of the potential implications of the privatisation of maritime security - both positive and negative. Most significantly, it suggests this could present a significant threat to international security in the near future.

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Glenn, Ian Neil. "Multilevel data association for the Vessel Traffic Services system and the Joint Maritime Command Information System". Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 1995. http://handle.dtic.mil/100.2/ADA306011.

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Della, Croce Maria Clara. "The EC Common Commercial Policy : its application to the external commercial relations in maritime transport services". Thesis, University of Southampton, 1995. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.307285.

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Nikoi, Paul Ashaley. "Library e-resources and services to enable postgraduate studies at The Regional Maritime University (RMU), Ghana". Diss., University of Pretoria, 2016. http://hdl.handle.net/2263/62105.

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The Regional Maritime University (RMU) Ghana, pays between $5,000 and $8,000 in annual subscription for e-resources with the Consortium of Academic and Research Libraries in Ghana (CARLIGH) to support postgraduate studies and lecturers. However, statistics from the library and library research rooms indicate very low use of the e-resources by postgraduate students and lecturers. This study is therefore set to address the problem of low patronage of the e-resources. The study aimed at finding what library e-resources and services could be provided by the RMU library to enable postgraduate studies. The main research tool that was used to collect data was a questionnaire with both closed and open-ended questions. The total population for this study was 25 postgraduate students and five lecturers. Thirty (30) copies of the questionnaire were distributed to postgraduate students and their lecturers at the department of ports and shipping administration with a response rate of 66.66%. Undergraduate students were excluded from this study. The study revealed that the RMU library has enough e-resources to support both academic and research work and this is known to the majority (75%) of the respondents who use them occasionally. The main reasons for the occasional use of the e-resources were lack of user-education, user-training and lack of off-campus access to fully put the resources to maximum use. Apart from the study suggesting an extensive user education and awareness creation initiative, it also recommends the rolling out of new user services to enhance usage of the e-resources.
Mini Dissertation (MIT)--University of Pretoria, 2016.
Information Science
MIT
Unrestricted

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Marvin, Christopher E. "802.16 OFDM rapidly deployed network for near-real-time collaboration of expert services in maritime security operations". Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2005. http://library.nps.navy.mil/uhtbin/hyperion/05Sep%5FMarvin.pdf.

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Thesis (M.S. in Information Technology Management)--Naval Postgraduate School, September 2005.
Thesis Advisor(s): Alex Bordetsky. Includes bibliographical references (p.65-66). Also available online.

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Naudin, Anne-Cécile. "Le régime juridique de l'exploitation portuaire". Thesis, Aix-Marseille, 2013. http://www.theses.fr/2013AIXM1037.

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Ces dernières années, le contexte concurrentiel a démontré la nécessité de réformer la politique portuaire française. C’est ainsi que la réforme portuaire issue de la loi n°2008-660 du 4 juillet 2008 a créé les grands ports maritimes. Le modèle du « landlord port », autrement dénommé port propriétaire/aménageur, a été consacré en France. Le grand port maritime voit ses activités recentrées sur ses missions régaliennes, ses missions d’exploitation ayant été transférées aux opérateurs privés portuaires. Face aux contraintes domaniales, issues du droit administratif, les grands ports maritimes ont dû valoriser leur domaine portuaire en attirant les investisseurs privés et en développant leurs activités avec leur « hinterland ». Le partenariat public/privé est donc la solution pour améliorer la compétitivité des grands ports maritimes. Si du point de vue juridique, l’autorité portuaire est en position « dominante » par son rôle décisionnaire d’attribution d’espaces portuaires aux différents opérateurs, du point de vue économique, le rapport de force est inversé au profit des opérateurs. Il est donc indispensable de parvenir à équilibrer ces visions dans le respect du libre jeu de la concurrence
These last years, the competitive context demonstrated the necessity of reforming the French port policy. This is how the port reform stemming from the law n°2008-660 of July 4th, 2008 created the Major seaports. The model of landlord port was recognized in France. The Major seaport sees its activities refocused on its kingly missions, its missions of operation having been transferred to the port private operators. In front of state property constraints, stemming from the administrative law, the Major seaports had to value their port domain by attracting the private investors and by developing their activities with their «hinterland». The public / private partnership is thus the solution to improve the competitiveness of the Major seaports. If, from the legal point of view, the port authority belongs in «dominant» position by its decision-making role of allocation of port spaces to the various operators, from the economic point of view, the balance of power is inverted for the benefit of the operators. It is thus essential to succeed in balancing these visions in the respect for the free play of competition

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Benso, Gérard. "Les transports maritimes et aériens de la Corse : la continuité territoriale". Thesis, Lyon, 2016. http://www.theses.fr/2016LYSE3076/document.

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La Corse est la plus septentrionale des grandes îles de Méditerranée Occidentale, elle est la plus petite (3680 km2) et la moins peuplée.(330 000 habitants). Plus proche des côtes italiennes, elle fait néanmoins partie intégrante de la France où une forte diaspora est installée et génère des échanges serrés. Depuis l’Antiquité, la Corse a toujours eu des relations commerciales avec le continent, d’abord avec la péninsule italienne puis, depuis l’annexion de 1768, avec la France continentale. Deux révolutions technologiques favorisèrent un fort accroissement des échanges : l’arrivée des navires à vapeur en 1830 et celle de l’avion au vingtième siècle. Les évolutions se poursuivent toujours pour réduire la durée des vols et des traversées et augmenter la capacité de transport. La Collectivité Territoriale de Corse a la maîtrise des transports et conclut des délégations de service public avec les compagnies maritimes et aériennes ; tandis que l’État s’est retiré, l’Union Européenne intervient davantage pour imposer la libre concurrence. Les infrastructures ont dû s’adapter à l’évolution des flottes mais elles sont toujours déterminées par le relief cloisonné de l’île qui a l’originalité de disposer de sept ports et quatre aéroports afin de mieux desservir les territoires. Le trafic des marchandises est modeste et déséquilibré, les entrées étant très supérieures aux sorties ; celui des passagers a été décuplé en soixante ans, sa répartition est très inégale dans l’année et entre les ports et aéroports. ; la part de l’avion se rapproche de celle du bateau. Les touristes sont majoritaires chez les passagers mais sont beaucoup moins nombreux que ceux des îles concurrentes. Les tarifs ont été nettement réduits pour les résidents mais restent élevés pour les autres usagers, ce problème devra être résolu pour améliorer la continuité territoriale
Corsica is the northernmost of the big western Mediterranean islands, as well as the smallest (3680 km2) and the less populated (330 000 inhabitants). Even if Corsica is nearer from Italian coasts than French ones, it takes part fully of French mainland where a significant diaspora lives and creates tight trades.Since Antiquity, Corsica had business relations with the mainland. It started with Italian peninsula, and went on with mainland France after its annexation in 1768.Two main technological revolutions promoted a huge increase in the trade relations: the emergence of steamboats in 1830 followed by the plane in the 20th century.Technological improvements are still continuing to reduce time of flights and sea crossings, increasing thus transport capacity.Territorial collectivity of Corsica is in charge of transports and delegates public services to the airlines and shipping companies. While French state progressively withdraws, European Union is more and more involved to impose free market.Even if infrastructures evolved with the fleet changings, they are still determined by the compartmentalized relief of the island which led to the construction of seven ports and four airports in order to serve better the different territories.Goods’ traffic is of modest size and unbalanced (entries rather higher than exits), whereas passengers’ one has increased tenfold in sixty years. For this last one, an inequality of distribution along the year is observed (seasonal variations), as well as between ports and airports. Progressively the plane’s part gets closer to the boat’s one. Passengers are mainly tourists that remain less numerous than those of the competing islands.Fares have been reduced significantly for Corsican residents, but still remain high for the other passengers. This problem will have to be solved to improve territorial continuity

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Castrillon, Robert. "Relationships between Maritime Container Terminals and Dry Ports and their impact on Inter-port competition". Thesis, Högskolan i Jönköping, Internationella Handelshögskolan, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:hj:diva-19251.

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Globalization of the world’s economy, containerization, intermodalism and specialization have reshaped transport systems and the industries that are considered crucial for the international distribution of goods such as the port industry. Simultaneously, economies of location, economies of scope, economies of scale, optimization of production factors, and clustering of industries have triggered port regionalization and inland integration of port services especially those provided by container terminals. In this integration dry ports have emerged as a vital intermodal platform for the effective and efficient distribution of containerized cargo. Dry ports have enabled port and hinterland expansion increasing the competitiveness of container terminals at seaports. In consequence, container terminals and dry ports are establishing formal and informal relationships to strengthen the competitiveness of their hinterlands and to improve their role in the physical distribution of goods. This study assesses the characteristics of relationships between container terminals and dry ports. Such assessment is conducted based on a set of relationship characteristics proposed in a relationship assessment model for customer/supplier, in which dry ports are given the role of suppliers of port services to container terminals. In addition, the research assesses the impact of the relationships between container terminals and dry ports on inter-port competition. The main findings of the research led to conclude relationships between container terminals and dry ports are characterized by medium mutuality, low particularity, low co-operation, low conflict, low intensity, low interpersonal inconsistency, high power/dependence and medium trust. Additionally, it was concluded that such relationship characteristics impact inter-port competition in two main ways. In one hand by driving container terminals to maximize the utilization of dry port’s capabilities such as container transport/delivery, container storage, customs clearance, information systems and intermodal connections to industrial clusters. On the other hand, by constructing channels of interaction through which dry port’s benefits for hinterlands such as increase of container terminal capacity, reduction of road congestion, increase of modal shift and hinterland expansion are used as leverage in competition for containerized cargo.

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Frigoli, Gilles. "La coordination des acteurs dans la construction de l'action publique locale : le cas de l'action sociale territorialisée". Nice, 2001. http://www.theses.fr/2001NICE2015.

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On assiste depuis quelques années à un développement spectaculaire de l'action en partenariat dans le cadre de la mise en oeuvre des politiques publiques au niveau local. De plus en plus, l'Etat central invite les acteurs locaux à coordonner leur action, non pas seulement en vue d'un traitement conjoint, mais bien d'une formulation conjointe des problèmes à régler. D'où l'intérêt d'essayer de mieux comprendre les mécanismes par lesquels les acteurs construisent en même temps l'objet et les conditions de leur coopération, soit les problèmes publics et les solutions organisationnelles pour les résoudre. L'objectif de la recherche est dés lors de comprendre comment s'élaborent des solutions collectives et organisées à des problèmes qui sont largement à construire dans le cadre même de cette recherche de solutions. La thèse défendue est que la recherche de solutions en matière de coopération et la recherche de solutions aux problèmes publics se structurent mutuellement et qu'éclairer les mécanismes de cette interstructuration peut permettre de mieux comprendre comment sont concrètment produits des formes et des contenus d'action publique et, dans le cas de l'action sociale territorialisée, des modes de traitement des populations en difficulté.

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Berneron-Couvenhes, Marie-Françoise. "La Compagnie de navigation française des messageries maritimes de 1851 à 1914 : entreprise de transport et service public". Paris 4, 2002. http://www.theses.fr/2002PA040181.

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La thèse étudie la compagnie de navigation à vapeur française des messageries maritimes de sa création en 1851 à la première guerre mondiale. Elle relève à la fois de l'histoire des entreprises et de l'histoire maritime du XIXe siècle et retrace la naissance en France des concessions de service public dans le secteur des transports par mer, des premières lignes postales régulières aux dessertes entre la métropole et l'empire colonial. A partir de sources inédites et des apports de la comptabilité d'entreprise, sont analysées la croissance, les structures organisationnelles internes (main d'oeuvre et relations sociales) et la stratégie de la compagnie, aboutissant à une internationalisation croissante de son réseau maritime, qui épouse au début du XXe siècle les grands flux d'échange et de migrations du monde.

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BESSI, PATRICE. "L'hopital local en 1990 : ses atouts, ses moyens, ses limites : place de l'hopital local dans la filiere de soins ; a propos de l'etude de l'activite du service de medecine de l'hopital saint-eloi de sospel durant l'annee 1989". Nice, 1990. http://www.theses.fr/1990NICE6548.

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Oliveira, Ana Teresa Aguiar. "Segurança alimentar em navios de cruzeiro. Uma revisão dos surtos alimentares ocorridos internacionalmente versus inspecção sanitária em Portugal". Master's thesis, ISA/UTL, 2012. http://hdl.handle.net/10400.5/5330.

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Mestrado em Engenharia Alimentar - Instituto Superior de Agronomia
Outbreaks of foodborne illness on cruise ships are of great concern due to potentially serious consequences for the health of passengers and crew, constituting a Public Health emergency of international importance. The lack of an updated record of outbreaks, as well as the conditions of the vessels and the health of its occupants constitute limiting factors for the implementation of preventive measures. In this sense, this work was made, based on a review of existing documentation regarding nonconformities detected in health inspections conducted by the Maritime Health Services and the outbreaks of foodborne illness associated with cruise ships, occurred internationally in the period from January 2004 to December 2010. In the span period, 159 food outbreaks were identified, with 19,993 affected people, being the Norovírus the main responsible agent. The factors that contributed most to the outbreak were contamination by infected person, inadequate hygiene practices and water quality. The low number of sanitary inspections obtained (35) does not allow the establishment of relevant considerations regarding potential risk factors, but an urgent need to establish routine procedures regarding the health surveillance of such vessels

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Morisset, Hervé. "Enfance inadaptée : la fonction de désignation des assistants de services sociaux : l'exemple des publics des instituts médico-professionnels de la Seine-Maritime, 1958-1975". Paris 5, 2003. http://www.theses.fr/2003PA05H034.

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Le décret du 9/03/1956 institue les instituts médico-pédagogiques et les instituts médico-professionnels. Ces créations avaient été en partie revendiquées par les parents d'enfants arriérés profonds. Les instituts médico-éducatifs avaient à l'origine, une fonction intégrative : fonction de réintégration sociale par la préparation au travail dans les IMPro. Puis, à partir des années soixante, prolongement de la réintégration socio-professionnelle dans les Centres d'Aide par le Travail, pour les adolescents devenus adultes. Pourtant, si à l'origine, ces institutions visaient l'intégration sociale des inadaptés, l'analyse des processus d'orientation des adolescents vers les instituts médico-professionnels de la Seine-Maritime durant la période 1958-1975, montre une autre réalité. Si le passage institutionnel IMP-IMPro. -CAT semble historiquement réalisé pour les arriérés profonds, en revanche, la connaissance des publics admis dans les IMPro. Montre que l'orientation dans ces structures est fortement liée à la fonction de prévention des assistantes sociales. Dans le cadre de la politique médico-sociale de prévention de l'inadaptation impulsée par la neuropsychiatrie infantile après la Libération régissant "la protection de l'enfance et de l'adolescence en danger", les assistantes sociales sont habililitées à évaluer les manières de vivre des classes populaires en expliquant "ce qui se vit" dans ces milieux sociaux en termes moral et/ou psychologique compte-tenu de leur système de normes et de valeurs de classe, et de celui constitué durant leur formation professionnelle. Elles sont alors enclines à interpréter comme inadaptés à cause d'un "risque de danger", les modes de vie de ces familles. Entretenant historiquement des liens de dépendance envers la neuropsychiatrie infantile, elles sont alors amenées à dépister, dans des familles populaires marginalisées, des adolescents dirigés vers les psychiatres d'enfants qui les orientent vers le secteur médico-professionnel
The medico-pedagogical and medico-professional institutions were founded by a decree on march 03. 1956. This creation had been partly demanded by the parents of deeply disturbed children. The medico-educative institutions had a role of integration ; that of social reintegration by preparation for work in the IMPro's. Then, from the 60's, there was a prolongation of social-professionnal reintegration in the Work Help Centres, for teenagers who had come adults. However, if at its origin these institutions where aimed at a social integration of the socially inadapted, during the period of 1958-1975, the analysis of the process of orientation of the teenagers towards the medico-professionnal institutions of the Seine-Maritime county, showed a different reality. If the IMPro-Cat institutional change seems to have been made for the deeply disturbed, the public admitted to the IMPro's showed that the orientation in these structures was strongly linked to the social assistant'function of prevention. As the part of the medico-social policy of the prevention of inadaptation impelled by the infantile neuropsychiatry after the Liberation for "the protection of children an teenagers in danger", the social assistants were qualified to assess the working class way of life by explaining "who lives" in this family circles in terms of morality and/or psychology, taking into account the systems of standards, class values and those constitued during their professional training. They are then inclined to interpret the life styles of these families as inadapted because of the "danger risk". Maintaining these bonds of dependance towards infantile neuropsychiatry, they are then able to detect, in marginalised working class families, teenagers sent to psychiatrists who are then oriented towards the medico-professionnal sector

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Prampolini-Comos, Céline. "Les services d'approvisionnement des communautés de la Sénéchaussée de Grasse au dernier siècle de l'Ancien Régime". Thesis, Nice, 2014. http://www.theses.fr/2014NICE0008.

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Dans une période bouleversée par les guerres aux désastreuses conséquences, ainsi que par des hivers rigoureux et des maladies touchant aussi bien les hommes que le bétail, les communautés d’habitants donnent à bail des fermes d’approvisionnement afin de fournir à leur population des denrées de première nécessité. Elles veillent aussi à faire respecter des prix et des conditions de vente réglementés ainsi que des critères de qualité et des mesures sanitaires précises. De cette manière, les communautés vont réussir à maintenir un certain équilibre économique et conjuguer leurs intérêts avec ceux des fermiers et des habitants. Pour autant, c’est surtout l’idée de solidarité qui prévaut dans la volonté d’établir ces fermes et non pas celle de rentabilité, celles-ci n’étant pas uniquement instaurées dans le but d’augmenter le budget communal. Les services d’approvisionnement apparaissent en effet comme de véritables services publics : le contrat les instituant est conclu « pour le bien public », par les pouvoirs publics, avec le concours de personnes privées et l’ensemble des règles qui les régit relèvent du fonctionnement de services publics et donc d’un véritable droit administratif
In a period disrupted by war, with disastrous consequences, harsh winters and diseases affecting men as well as livestock, communities and land owners engaged in leasing land to tenants to provide the population with staples at prices and conditions of sale that were regulated according to government quality controls and specific health measures. In doing this, successful communities maintained economic balance and combined the interests of both land owners and farm tenants and residents; moreover, this idea of solidarity prevailed in the will to implement this new system of farming and not that of crude profitability, meaning that farms were not only introduced to increase the municipal budget nor managed with individual land owners’ interests in mind. With a set of rules, put in place by the government, support from individual land owners, and a contract, ‘for the public good’, this structured approach notes the establishment of Supply Services is a public service and becoming a truly administrative law

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Souiah, Karim. "La mise en scène du patrimoine : évolution des politiques de mise en valeur du patrimoine en Charente-Maritime, 1830-1976". Phd thesis, Université de La Rochelle, 2010. http://tel.archives-ouvertes.fr/tel-00569368.

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La notion de monument historique - distincte de la notion de patrimoine - apparaît durant la Révolution française. La protection du patrimoine, dont les origines proviennent d'une réponse directe à la situation de crise révolutionnaire, s'organise lentement mais avec des principes forts pendant le XIXème siècle : un support associatif local très actif, une administration en gestation et un cadre théorique et légal en point de mire (la première loi de protection des monuments historiques étant votée en 1887). La recherche historique a toujours accordé une place importante au patrimoine, en particulier par le biais de l'histoire de l'art. En privilégiant l'entrée politique, un grand nombre d'historiens se sont penchés sur l'évolution des différentes branches du service des monuments historiques. D'autres ont effectué un remarquable travail épistémologique redéfinissant le concept de patrimoine, à l'orée de ses multiples ramifications, tout en répondant à cette pluralité en proposant une analyse pluridisciplinaire de la question. Notre étude s'inscrit dans ce constat d'un besoin de réintégrer la question patrimoniale à une analyse globalisante intégrant les objets, les discours et les acteurs en réifiant les objets patrimoniaux du discours qui les produit à travers le temps. L'objectif de cette étude est de comprendre comment le patrimoine, dans sa diversité, va être mis en valeur par les acteurs sociaux grâce à une analyse du discours qui le sous-tend. Nous suggérons que le patrimoine n'est pas plus intrumentalisé que les autres fabrications humaines. Le patrimoine est créé par des discours qui, à leur tour, créent de l'espace public. Donc le patrimoine est la rencontre de l'homme et de son environnement : thématique notamment développée par les spécialistes de l'environnement.

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Ковиліна, М. О. "Державне регулювання розвитку морського туризму в Україні". Thesis, Одеса, 2019. http://ir.stu.cn.ua/123456789/17251.

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Ковиліна, М. О. Державне регулювання розвитку морського туризму в Україні : дис. ... канд.екон. наук : 08.00.03 / М. О. Ковиліна. - Одесса, 2019. - 232 с.
Дослідження присвячено обґрунтуванню теоретичних та практичних засад державного регулювання розвитку морського туризму. У дисертації визначено, що морський туризм доцільно розглядати як діяльність, пов’язану з наданням туристично-рекреаційних послуг (круїзні, яхтинг, пляжні, дайвінг, рибалка, серфінг тощо), використовуючи ресурси моря і прибережних територій. Ідентифіковані фактори, які впливають на розвиток морського туризму. Визначені складові соціально-економічної системи розвитку морського туризму. Обґрунтовано, що формування та реалізація механізму державного регулювання морського туризму передбачає перш за все своєчасне та дієве плануванню розвитку морської туристичної діяльності на міжнародному, національному та регіональному рівнях. З’ясовано стан державного регулювання розвитку морського туризму в Україні шляхом проведення факторного аналізу із використанням методів PEST та SWOT. Запропоновано організаційну модель забезпечення взаємної узгодженості інтересів суб’єктів концепції державного регулювання розвитку морського туризму в Україні. Обґрунтований методичний підхід до оцінки результативності механізму державного регулювання розвитку морського туризму в Україні, який передбачає побудову кваліметричної моделі та визначення факторів формування попиту на морські туристичні послуги. Запропоновано структуру морського транспортно-туристичного кластеру та ідентифіковано фактори, які впливають на ефективність його функціонування.
Исследование посвящено обоснованию теоретических и практических основ государственного регулирования развития морского туризма. В диссертации определено, что морской туризм целесообразно рассматривать как деятельность, связанную с предоставлением туристско-рекреационных услуг (круизные, яхтинг, пляжные, дайвинг, рыбалка, серфинг и т.д.), используя ресурсы моря и прибрежных территорий и целью которой является получение социального (отдых и оздоровления населения) и экономического (увеличение поступлений в бюджет) эффектов. Идентифицированы факторы, влияющие на развитие морского туризма: природно-климатические, культурно-исторические, социально-экономические, туристической привлекательности и эффективности государственного регулирования. Определены составляющие социально-экономической системы развития морского туризма, которая включает: субъектов (туристы, участники, которые обеспечивают материальную и нематериальную составляющую функционирования системы, участники, которые обеспечивают реализацию морской туристической услуги); объект (морские туристические услуги); органы государственной власти; финансово-экономические, общественно-политические, информационно-консалтинговые связи. Обосновано, что формирование и реализация механизма государственного регулирования морского туризма предполагает прежде всего своевременное и эффективное планированию развития морской туристической деятельности на международном, национальном и региональном уровнях. Результативность предложенного механизма зависит от: уровня взаимодействия государства с частным сектором в контексте выполнения национальных планов развития морского туризма; состояния и видов инфраструктуры морского туризма; полноты использования всех инструментов государственного регулирования, в том числе мотивационных, которые ориентированы на формирование благоприятной среды для развития морского туризма и поддержку инновационно-инвестиционных процессов. Систематизированы социально-экономические условия и результаты развития морской круизной индустрии на основании альтернативных концепций сбалансированности потребления и сохранения и уточнены теоретические основы прогнозирования основных тенденций дальнейшего развития производственного потенциала этой сферы экономической деятельности. Выяснено состояние государственного регулирования развития морского туризма в Украине путем проведения факторного анализа с использованием методов PEST и SWOT. Предложена организационная модель обеспечения взаимной согласованности интересов субъектов концепции государственного регулирования развития морского туризма в Украине. Данная модель ориентирована на достижение взаимной согласованности экономических интересов основных групп субъектов путем использования организационно-институциональных форм, способов и действий. Обоснован методический подход к оценке результативности механизма государственного регулирования развития морского туризма в Украине, который предусматривает построение квалиметричной модели и определения факторов формирования спроса на морские туристические услуги. Разработаны предложения по повышению результативности механизма государственного регулирования развития морского туризма в Украине. Предложена структура морского транспортно-туристического кластера и идентифицированы факторы, влияющие на эффективность его функционирования. Отмечено, что структура кластера должна быть максимально простой и состоять из трех основных составляющих: основные услуги, сопутствующие услуги и деятельность вспомогательных институтов.
The research is devoted to the substantiation of theoretical and practical principles of state regulation of the development of maritime tourism. The dissertation determines that it is expedient to consider sea tourism as activity related to the provision of tourist and recreational services (cruise, yachting, beach, diving, fishing, surfing, etc.), using the resources of the sea and coastal areas. Identified factors that influence the development of maritime tourism. The components of the socio-economic system of development of maritime tourism are defined. It is substantiated that the formation and implementation of the mechanism of state regulation of sea tourism envisages, first of all, the timely and effective planning of development of maritime tourism activity at the international, national and regional levels. The state of state regulation of development of maritime tourism in Ukraine is determined by conducting factor analysis using PEST and SWOT methods. The organizational model of ensuring the mutual harmonization of interests of subjects of the concept of state regulation of development of maritime tourism in Ukraine is offered. The methodical approach to the assessment of the effectiveness of the mechanism of state regulation of the development of maritime tourism in Ukraine is substantiated, which involves the construction of a qualimetric model and the determination of factors for the formation of demand for maritime tourism services. The structure of the marine transport-tourist cluster is proposed and the factors influencing the efficiency of its operation are identified.

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Brushett, Ben Amon. "Assessment of Metocean Forecast Data and Consensus Forecasting for Maritime Search and Rescue and Pollutant Response Applications". Thesis, Griffith University, 2015. http://hdl.handle.net/10072/367700.

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Effective prediction of objects drifting on the water surface is essential to successful maritime search and rescue (SAR) services, since a more accurate prediction of the object’s likely location results in a greater probability for the success of a SAR operation. SAR drift models, based on Lagrangian stochastic particle trajectory models, are frequently utilised for this task. More recently, metocean (meteorological and oceanographic) forecast data has been used as input to these models to provide the environmental forcing (due to winds and ocean currents) that the object may be subject to. Further, the slip of a drifting object across the water surface due to the ambient wind and waves (irrespective of currents) is described by its leeway drift coefficients, which are also required by the SAR drift model to calculate the potential drift of the object. This study examined several ways to improve the prediction of an objects drift on the water surface, with the primary focus being the improvement of SAR forecasting. To achieve this, many simulations were undertaken, comparing the trajectories of actual drifters deployed in the ocean, and the corresponding model simulations of drift, using the commercially available SARMAP (Search and Rescue Mapping and Analysis Program) SAR drift model. Each drifter trajectory was simulated independently using a different ocean model to provide ocean current forcing. The ocean models tested included BLUElink, FOAM (Forecasting Ocean Assimilation Model), HYCOM (Hybrid Coordinate Ocean Model) and NCOM (Navy Coastal Ocean Model).
Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
Griffith School of Engineering
Science, Environment, Engineering and Technology
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Graziani, Serge. "La contribution au fonctionnement du marché intérieur des dispositifs d'aide au transport maritime". Thesis, Paris 2, 2015. http://www.theses.fr/2015PA020020.

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Initialement exclu des domaines couverts par le Traité de Rome, le transport maritime a fait l’objet en 1992 de mesures permettant l’accès des armateurs de l’Union à la libre prestation de service sur les lignes intérieures des États membres. Néanmoins, l’espace maritime européen n’a pas de consistance juridique : il n’est composé que de la juxtaposition des espaces reconnus par le droit international comme la mer territoriale de chaque État membre. Au-delà de cette limite, la mer est internationale. L’Union, au fil des élargissements, a perdu sa configuration continentale pour intégrer un nombre croissant d’îles ce qui accentue l’importance des transports maritimes pour la libre circulation des personnes et des marchandises au sein du marché intérieur. En outre, la situation géographique, économique et démographique de ces îles est hétérogène : quelques habitants dans les Orcades, plusieurs millions en Sicile ... Malgré la diversité des territoires insulaires, de la mer du nord à la mer Egée, les conditions de mise en oeuvre de la libre prestation de service de transport maritime par le règlement du Conseil n° 3577/92 (cabotage) sont identiques en dépits de la réalité contrastée des marchés concernés. Pourtant, les mesures adoptées par l’Union, au regard des conditions d’attribution des aides relatives aux missions de service public vers les îles, notamment dans le cadre d’un SIEG, ont des effets restrictifs tant sur les conditions de concurrence entre les armateurs que sur les échanges commerciaux entre les États membres. Malgré l’incompatibilité des aides aux entreprises, le Traité FUE ménage des dérogations dont la Commission peut jouer. Dans le secteur maritime les aides compatibles avec le Traité FUE concernent notamment la construction navale, la sécurité, la formation des équipages. Une distinction doit être opérée entre ces aides sectorielles et les aides individuelles concernent les transports de ligne. Lorsqu’ils sont corrélés à des contrats de service et, où, à des obligations de service public établis sur des trajets prédéterminés, les dispositifs d’aide agissent comme des barrières non tarifaires aux échanges qui structurent les circulations maritimes et impactent le fonctionnement du marché intérieur en influant sur l’origine nationale des marchandises destinées aux consommateurs insulaires. La Commission, sous le contrôle de la Cour, analyse les marchés et la compatibilité des aides en anticipant leurs effets. Cependant, cette activité prédictive la conduit à influencer les marchés maritimes. L’étude de la pratique décisionnelle de la Commission en matière d’aide au transport maritime montre qu’elle utilise une analyse ligne par ligne qui restreint le marché géographique. Ayant établi en 2005, et renouvelé en 2011, l’exemption de notification des compensations de service public et pratiquant des analyses insuffisantes des marchés maritimes, la Commission se prive de contrôler les conditions réelles de la circulation maritime de marchandise. Cependant, si la Commission exempte de notification la majeure part des aides au profit des SIEG de transport maritime, et si ses analyses des marchés sont insuffisantes, c’est in fine la capacité du juge de l’Union à arbitrer entre l’intérêt général des États membres et l’intérêt commun de l’Union qui, compte tenu du principe du contrôle restreint applicable en matière de faits économiques complexes, est remise en cause
Initially excluded from areas covered by the Treaty of Rome, maritime transport has been in 1992 the subject of measures allowing shipowners to access to the freedom to provide services on domestic routes in the Member States. Nevertheless, the European maritime area has no legal consistency: it is only composed of the juxtaposition of areas recognised by international law as the territorial sea of each Member State. Beyond this limit, the sea is international. Over the course of enlargements, the Union has lost its continental configuration to integrate a growing number of islands, which highlights the importance of maritime transport for the free movement of people and goods within the internal market. In addition, the geographic, economic and demographic situation of these islands is heterogeneous: some people are living in Orkney, millions of others are living in Sicily... Despite the diversity of island territories from the North Sea to the Aegean Sea, the conditions for the implementation of the freedom to provide maritime transport service by Council Regulation No 3577/92 (cabotage) are identical, despite the multifaceted reality of the concerned markets. However, the measures adopted by the Union, based on the conditions for the allocation of the aid in connection with public service missions to the islands, particularly in the context of an SGEI, have restrictive effects both on the conditions for competition between shipowners, and on trade exchange between the Member States. Despite the inconsistency of State aid with companies, the Treaty on the Functioning of the European Union (TFEU) allows derogations on which the Commission can play. In the maritime sector, the aid compatible with the TFEU is about shipbuilding, safety, crew training, amongst others. A distinction must be made between these sectoral aid and individual aid as regards transport line. When correlated with service contracts or with public service obligations established on predetermined paths, the aid system acts as a non-tariff barriers to trade, which structure maritime traffic and impact the functioning of the market by influencing national origin of goods for consumers living in island regions. The Commission, under the control of the Court, analyses the markets and the compatibility of aid by anticipating their effects. However, the predictive activity leads the Commission to influence maritime markets. An analysis of the decisions taken by the Commission on aid to maritime transport shows that it uses a line by line analysis which brings a restriction on the geographic market. Having established in 2005 and renewed in 2011 the exemption from notification of public service compensation, and having practiced insufficient analysis of the maritime market, the Commission denies controlling the real conditions of maritime traffic goods. However, if the Commission exempts from notification the main part of aid in favor of SGEI shipping, and if its market analyses are insufficient, it is ultimately the ability of the EU Courts to arbitrate between the public interest of the Member States and the common interests of the Union, which, based on the principle of limited control applicable to the complex economic facts, is questioned

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Stanik, Christopher [Verfasser], Gerd [Akademischer Betreuer] Holbach, Jan [Akademischer Betreuer] Fischer, Gerd [Gutachter] Holbach e Jan [Gutachter] Fischer. "Effizienz-basiertes Analyseverfahren für die strategische Planung maritimer Service- und Versorgungskonzepte im Offshore-Windparkbetrieb / Christopher Stanik ; Gutachter: Gerd Holbach, Jan Fischer ; Gerd Holbach, Jan Fischer". Berlin : Technische Universität Berlin, 2016. http://d-nb.info/115618178X/34.

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Törnqvist, Eva K. "Bland grynnor och blindskär : kommunikation, lärande och teknik i samarbetsprojektet Sjöräddning /". Linköping : Univ, 2004. http://www.bibl.liu.se/liupubl/disp/disp2004/arts297s.pdf.

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Seka, Aba Clément. "Contribution à l'étude juridique des concessions portuaires". Thesis, Brest, 2013. http://www.theses.fr/2013BRES0094.

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L’adaptation des ports maritimes aux nouvelles donnes du commerce international, ne peut se réaliser sans une implication des opérateurs privés dans la gestion des activités portuaires. Cette participation exige que, les activités industrielles et commerciales des ports, leur soient confiées par le biais de montages juridiques efficients. Parmi ceux-ci, les concessions portuaires apparaissent comme les outils juridiques offrant un cadre d’accueil, en termes de performance et de rentabilité des activités économiques dans les ports maritimes. Or, aujourd’hui, le problème de la qualification juridique de ces concessions portuaires semble se poser dans la mesure où règne un désordre juridique en droit administratif. Cette thèse vise, ainsi, à apporter un éclairage à la question. Son introduction générale expose, d’abord, la notion de concession portuaire et aborde ensuite l’objectif de cette étude en mettant l’accent sur sa problématique : le contrat de concession dans les ports peut-il être classé dans une famille juridique préétablie et être rattaché à une catégorie juridique préexistante ? Pour répondre à cette question, la première partie de cette thèse s’est attachée à mettre en relief la diversité des éléments caractéristiques des concessions portuaires. Cette opération d’identification a mis l’accent sur les éléments essentiels et ceux qui sont non essentiels permettant la qualification juridique des concessions portuaires. Mais, cette qualification théorique ne peut être judicieuse et cohérente que si elle est confrontée à la constante évolution de la pratique des montages concessifs réalisés par les opérateurs économiques dans les ports. C’est à cette grille d’analyse que s’est livrée la seconde partie de cette thèse. Elle a, ainsi, porté sur la diversité de la pratique concessive dans les ports maritimes français et africains. Aussi, ont été examinés les montages concessifs dans les ports français en comparaison avec ceux utilisés dans les ports européens (Anvers, Rotterdam, Hambourg) et dans les ports de l’Afrique notamment en Côte d’Ivoire, au Sénégal, au Cameroun, en Algérie et au Maroc. Cette analyse comparative qui est illustrée par des documents professionnels montre, finalement, que la qualification juridique des concessions portuaires qui est l’axe central de cette thèse est un exercice périlleux. Elle ne peut se faire qu’au cas par cas, selon les pays et en tenant compte des efforts conjugués de la doctrine, de la jurisprudence, des textes législatifs et réglementaires
The adaptation of sea ports to the new rules of international trade can only happen with the involvement of private port managing operators. This involvement requires the entrustment of ports industrial and commercial activities, through efficient legal devices/arrangements/frameworks. Among these, port concessions seem like legal instruments providing a good setting, in terms of performance and profitability for economic activities in sea ports. However, the legal qualification/classification/characterization of these port concessions can be an issue since a legal disorder is observed in administrative law. The thesis is thus aiming at sheding light on this matter. The introduction firstly exposes the notion of port concession and then adresses the objective of this study by outlining its problematic : can port concession contracts be classified into a pre-establisehd legal group and attached to a pre-existing legal category ? To address the question, the first section of this thesis highlights the diversity characterizing port concessions. This identification process outlines the essentiel and non-essential elements, enabling the legal qualification of port concessions. However, this theoretical qualificaiton can only be wise and coherent if it adapts to the constant evolution of the use of concessive framework by the economic agents in sea ports. The second section of the thesis thus tackles the issue, by considering the diversity in use of concessions in sea ports of France and Africa. The concessive devices of French sea ports have been compared to those of other European ports (Antwerp, Rotterdam, Hamburg) and African ports, in particular in Ivory Coast, Senegal, Cameroon, Algeria and Morocco. The comparative analysis illustrated through professional documents, shows that the legal qualification of port concessions, which is the center of this thesis, is a perilous enterprise. It can be done only on a case by cas basis, according to the various countries and taking into account the joint forces of doctrine, jurisdiction, as well as legal and regulatory texts

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Souliès, Dorian. "Le secours à personne : spatialiser, modéliser, outil d'aide à la décision : méthode d'optimisation de la localisation des moyens de secours à personne dans le cadre de la réalisation de documents de planification : application au département des Alpes-Maritimes". Thesis, Nice, 2015. http://www.theses.fr/2015NICE2034/document.

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Le secours à personne (SAP) correspond aux missions que réalisent les pompiers français pour porter secours en urgence aux victimes. Comme la démographie médicale, le nombre de pompiers volontaires est en baisse, particulièrement dans les espaces périurbains et ruraux. Parallèlement, le nombre d’interventions de type SAP est en augmentation constante, ce qui engendre localement des tensions entre l’offre et la demande en secours. Une des solutions pour remédier à cette situation consiste à optimiser la localisation des moyens existants. Cependant, les méthodes mises en œuvre pour cela, par les professionnels, ne sont pas suffisamment intégrées, et celles développées par les chercheurs, pas suffisamment opérationnelles. L’objectif de cette recherche est donc de proposer une méthode d’optimisation des localisations, à la fois intégrée et opérationnelle. Le choix s’est porté vers les modèles de localisation-allocation, car ils permettent de prendre en compte, de manière globale, l’ensemble des paramètres entrant en jeu dans la localisation des secours, ainsi que les conséquences en chaîne que les choix de localisation peuvent entraîner. La démarche se décompose en trois étapes. La première consiste à réaliser un diagnostic du SAP. La deuxième consiste à choisir et préparer les données d’entrée du modèle et le paramétrer. La troisième consiste à réaliser différents grands scénarios d’optimisation possibles. Cette démarche a permis de mettre en exergue les besoins de méthodes et d’outils d’optimisation opérationnels et de démontrer l’intérêt des modèles de localisation-allocation comme aide à la réflexion pour l’optimisation de la localisation des moyens de SAP
In France, emergency rescue for victims is an integral part of the fire brigade missions. This is what we called the secours à personne (SAP). These last years, the number of volunteer firemen is in decline, particularly in the peri-urban and rural areas, which is not without consequence on the coverage of operational resources, especially since these sectors are already experiencing a decline in medical demography. At the same time, the number of SAP type of interventions is increasing. In this context, tensions between supply and demand for SAP tend to increase. One of the solutions envisaged to solve this situation is to optimize the location of existing resources. However, the methods implemented to this, by professionals, don’t prove to be sufficiently integrated, and those developed by researchers, not sufficiently operational. The main objective of this research is to propose an optimization method for localized SAP resources, both integrated and operational.The choice fell on the location-allocation models, because they take into account, overall, the set of parameters that come into play in the location of the emergency, and the consequences chain as location choices can result. The approach consists of three steps. The first is to make a diagnosis of SAP. The second is to select and prepare input data and configure the model. The third is to carry out various great scenarios optimization possible. This approach allowed, on one hand, to highlight the needs and methods of operational optimization tools, and on the other hand, to demonstrate the interest of the location-allocation models as an aid to reflection for optimizing localization of SAP resources

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Teses / dissertações sobre o tema "Maritime Service"

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