Дисертації з теми "Ships and shipping Australia"
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1
Yeung, Tat-chuen. "The Hong Kong shipping register : past, present and future /." [Hong Kong] : University of Hong Kong, 1994. http://sunzi.lib.hku.hk/hkuto/record.jsp?B13762217.
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2
Mitchell, Colin L. "Countering maritime terrorism in the Caribbean Sea and the Atlantic Ocean : implications of possible maritime terrorism in the Caribbean /." Fort Leavenworth, Kan. : [U.S. Army Command and General Staff College], 2007. http://handle.dtic.mil/100.2/ADA475516.
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3
Agarwal, Richa. "Network design and alliance formation for liner shipping." Diss., Available online, Georgia Institute of Technology, 2007, 2007. http://etd.gatech.edu/theses/available/etd-07082007-213229/.
Повний текст джерелаАнотація:
Thesis (Ph. D.)--Industrial and Systems Engineering, Georgia Institute of Technology, 2008.Professor Michael D. Meyer, Committee Member ; Professor Ozlem Ergun, Committee Chair ; Professor Ellis Johnson, Committee Member ; Professor George L. Nemhauser, Committee Member ; Professor H. Venkateswaran, Committee Member.
4
Yeung, Tat-chuen, and 楊達存. "The Hong Kong shipping register: past, present and future." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1994. http://hub.hku.hk/bib/B31964667.
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5
Winnes, Hulda, Linda Styhre, and Erik Fridell. "Reducing GHG emissions from ships in port areas." Elsevier, 2015. https://publish.fid-move.qucosa.de/id/qucosa%3A73223.
Повний текст джерелаАнотація:
Climate change has recently received more attention in the shipping sector. This is mainly due to a growing demand for reduced global emissions and the fact that shipping is one of the fastest growing sectors in terms of greenhouse gas (GHG) emissions. In parallel, ports have started to introduce programmes and policies to address these emissions.
This study aims at quantifying potential reductions of ships' emissions of GHG from efforts implemented by ports. Building on a model that calculates GHG emissions from ships in various scenarios for individual ports, different kinds of measures for emission reductions are investigated for diverse types of vessels and parts of the port area. A case study of the ship traffic to the Port of Gothenburg is performed. Projections of ship emissions in the port area for 2030 are made, and three scenarios, ‘1. Alternative fuel’, ‘2. Ship design’ and ‘3. Operation’, are analysed. These scenarios are related to a business as usual development. GHG emissions from ships in the port are projected to increase by 40% to 2030 in a business as usual (BAU) scenario. The highest reductions were seen in the ‘Operation’ scenario where GHG emissions were 10% lower than the BAU level.
6
Ward, Robin McGregor. "The 'mystery' of the medieval shipmaster : the English shipmaster at law, in business and at sea between the mid-fourteenth and mid-fifteenth centuries." Thesis, Birkbeck (University of London), 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.369792.
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7
Formentin, Grace. "Estimating the dispersion of shipping emissions from Fremantle port, Western Australia." Thesis, Formentin, Grace (2017) Estimating the dispersion of shipping emissions from Fremantle port, Western Australia. Honours thesis, Murdoch University, 2017. https://researchrepository.murdoch.edu.au/id/eprint/37946/.
Повний текст джерелаАнотація:
Fremantle Port is Western Australia's largest general cargo port and has experienced more than 10,660 ship visits since 2011. The burning of marine fuels, however, significantly affects air quality in nearby areas. As there are no air pollution monitoring stations in Fremantle, the impact of emissions from Fremantle port is largely unknown. There is one air pollution modelling study for Fremantle Port (Rolfe, 2016), which was carried out with AERMOD, a steady-state Gaussian plume dispersion model, known to have limitations in its applicability for use in coastal areas. As part of the Rolfe (2016) study, an hourly emissions inventory was created using publicly available data, but the sensitivity of AERMOD to key assumptions and parameters used in developing the inventory were not tested. Therefore, the aims of this thesis were to 1) repeat the study by Rolfe (2016) in order to carry out a sensitivity study on key assumptions and parameters used in the calculation of the emission inventory, and 2) compare the steady-state Gaussian plume model, AERMOD, versus a Lagrangian puff model, CALPUFF, which is more suitable for use in coastal regions. Results showed that, among the several parameters tested, AERMOD was highly sensitive to driving meteorology and ship stack height. Meteorology over water and shorter stack heights resulted in the highest concentrations. Regulatory exceedances of the 1 hour average for SO2 occurred for several simulations. CALPUFF concentrations were higher than AERMOD's for the maximum 1 hour averages and annual averages, but lower than AERMOD's for the maximum 24 hour averages. A caveat of this study is that the simulated concentrations could not be evaluated due to a lack of air pollution monitoring stations near Fremantle port. As AERMOD was highly sensitive to ships stack height, future air pollution modelling studies require actual ship stack height data in order to more accurately simulate concentrations.
8
Lewins, Kate. "The Trade Practices Act (Cth) 1974 and its impact on maritime law in Australia /." Access via Murdoch University Digital Theses Project, 2008. http://wwwlib.murdoch.edu.au/adt/browse/view/adt-MU20081223.135713.
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9
Peel, Samantha. "The development of the bill of lading : its future in the maritime industry." Thesis, University of Plymouth, 2002. http://hdl.handle.net/10026.1/407.
Повний текст джерелаАнотація:
This Thesis will consider the development of the traditional bill of lading from its origins, which appear to be much older than previously considered, up to the present day. The development of the bill of lading will be examined in order to answer basic questions: what is a traditional bill of lading, and what functions does it perform. In Part I of the Thesis the development of the three main functions of the traditional bill will be considered, namely receipt, contract, document of title. It will conclude with observations on the nature of the traditional bill of lading and how it differs from the early form of the bill of lading. Part II of the Thesis will then consider the development and nature of related shipping documents (charterparty bills, received for shipment bills, non-transferable bills), how far these documents perform the functions of the traditional bill of lading, and whether they can be truly described as bills of lading. Part II will then go on to consider the development and nature of electronic bills of lading and assess how well such bills perform the functions of the traditional bill of lading. The Thesis will conclude that although most of the functions of the traditional bill are in effect performed by electronic bills, electronic bills are in fact a new type of bill of lading and not merely a traditional bill in an electronic format. Conclusions will then be drawn as to what effect the development of new types of bill of lading will have on the future of the traditional bill of lading in the maritime industry.
10
Clarke, David. "Coastwise from Cumberland : Maryport coastal trade, 1855-1889 /." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1997. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp01/MQ34170.pdf.
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11
Foxhall, Katherine. "Disease at sea : convicts, emigrants, ships and the ocean in the voyage to Australia, c. 1830-1860." Thesis, University of Warwick, 2008. http://wrap.warwick.ac.uk/2711/.
Повний текст джерелаАнотація:
This thesis explores the relationship between migration and disease in c.1830 – c.1860. Each chapter questions how convicts, emigrants and the surgeons who accompanied them thought about disease and in turn how disease changes how we understand migration historically. It is a study of the creation of medical knowledge across the geographical space of the voyage to Australia and emphasises an understanding of disease as a mental and physical interaction between humans and their environment. The thesis argues that this understanding allowed migrants and colonists to see disease at sea as a test of migrants’ and convicts’ fitness to colonise. The point of departure for this thesis is that the Australian sailing voyage provides a unique and prolonged tension between shipboard confinement and global movements through ever-changing, often extreme, oceanic climates. From this premise, six individual chapters follow the trajectory of the voyage from Britain to Australia. These chapters analyse individual disease such as cholera, fevers, scurvy and consumption, as well as deepening our understanding of the tropics and quarantine by rethinking these histories through a maritime dynamic. Throughout, the thesis analyses evidence in convict and emigrant ship surgeons’ journals, migrants’ diaries and published medical literature as its primary source material, supplemented by government reports and contemporary newspapers. Collectively, the chapters of the thesis connect conventionally separate histories of medicine, convict transportation, colonial emigration, and British welfare and prison reform. By exploiting a uniquely maritime tension between shipboard confinement and global migration, the thesis provides a new way to understand the persistence of ideas about the relationship between people, environment, migration and disease in the modern period.
12
Heidenstrøm, Øyvind Teige. "An empirical investigation of the work environment on board industrial- and cruise ships and the associations with safety." Thesis, Norges teknisk-naturvitenskapelige universitet, Psykologisk institutt, 2011. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-13405.
Повний текст джерелаАнотація:
The overall aim of this study was to examine the work environment and the associations with safety, and see the relations with occupational accidents and undesired events on board industrial and cruise ships. 215 seafarers participated in this quantitative survey study, with a response rate of 35%. When conducting the hierarchical block regression analysis separately on superiors/officers and subordinates/ratings, the work environment emerged as a predictor for safety status (compliance, attitudes and commitment). Several significant differences in the beta value between the two groups were also found. When testing the differences in the safety status on ships with high and low number of undesired events and accidents, separately on the two groups, significant differences emerged only for superiors and officers; Significant differences were found in compliance when testing high and low number of undesired events, and for high and low number of accidents safety status and compliance emerged significant. Without assuming causation, the work environment appears to be a possible alternate and indirect way of improving on the safety status on board ships. However, safety status and the relations with undesired events and accidents require further investigation before a more accurate conclusion can be made.
13
Valdés, Mora María Isabel. "The new role of open registries as flag states : the battle for a better image in an increasing competitive shipping industry." Thesis, McGill University, 2003. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=81238.
Повний текст джерелаАнотація:
Under international law, every state has the sovereign right to establish the conditions under which it will grant its nationality to a vessel. By consequence, different schemes for ship registration have been developed, traditionally the nationalist and open system. While the nationalist system imposes strict requirements regarding national ownership and manning, along with burdensome fiscal regimes for the shipping industry, the open system offered flexible requirements and a friendly taxation environment, that help shipowners to minimize their operation costs.Open registries have been criticized for not complying with international accepted shipping standards in safety, environmental, and labour aspects. However, some of them have made great efforts to raise these standards, mainly obliged by the new demands of the shipping industry. Nonetheless, the shift to a new culture of quality shipping is not only a responsibility of flag states, but of all the actors of a maritime scenario.
14
Trafford, Sean Michael. "The impact of the diversity of cultures upon the implementation of the international management code for the safe operation of ships and for pollution prevention." Thesis, University of Bedfordshire, 2006. http://hdl.handle.net/10547/581263.
Повний текст джерелаАнотація:
Shipping is a fragmented, global industry operating in a culturally diverse environment. As a result of rising maritime accident rates and pollution incidents in the 1970s and 1980s, the International Maritime Organisation introduced two conventions that entered fully into force in 2002: the International Management Code for the Safe Operation of Ships and Pollution Prevention (ISM Code), and the 1995 revision of the 1978 Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW Code). Introduction of the conventions served to focus the attention of the international maritime community on the need to raise industry-wide safety standards, but questions were raised about whether it was possible to develop a safety culture in a fragmented, global industry and what effects the diversity of cultures might have upon implementation of the ISM Code. This study explores those questions. Subsequent to a review of the literature, a model of the working of the ISM Code is developed and used to identify the constraints and pressures, particularly those that might be influenced by cultural values and attitudes, that impact upon the development and implementation of a Safety Management System in individual shipping organisations, which is the essence of the ISM Code. A comparative case study methodology is adopted for the empirical research and a number of investigative techniques are used to test the ISM Code model and obtain both qualitative and quantitative data to determine whether the impact of culturally influenced constraints and pressures would be best addressed by stricter enforcement of existing regulatory provisions or greater emphasis on education and training. From analysis of the data collected, the study concluded that: • Professional, vocational and safety training correctly utilised are effective in harmonising culturally influenced safety perspectives, thus improving safety performance; and • Culturally influenced constraints and pressures can be dealt with by the application of standard management techniques which, in a multi-cultural environment requires good cross-cultural management skills. The most common method of determining how effective a company has been in dealing with the various constraints and pressures affecting safety performance is to evaluate the efficacy of the organisation's Safety Management System by analysis of accident records, lost time incidents and hazardous occurrences (ACNSI, 1993). These data, reported under the provisions of Clause 9 of the ISM Code, are therefore analysed and compared with an industry sector benchmark. The study however, goes beyond such a purely quantitative approach and establishes the relative safety climate of the case study companies by means of perceptual audit of salient, safety-related factors. This qualitative technique draws together all the main research elements of the study and a Safety Climate Comparator is developed that provides a useful indicator of the relative status of those culturally influenced factors that ultimately affect a company's safety performance. By extension, the technique may be used to provide a Relative Safety Culture Maturity Model to measure the safety climate of other shipping companies relative to a benchmark standard.
15
Ros, Chaos Sergi. "The transport and environmental impacts of cruise ships : application to the case of the Port of Barcelona." Doctoral thesis, Universitat Politècnica de Catalunya, 2020. http://hdl.handle.net/10803/670886.
Повний текст джерелаАнотація:
The rapid evolution of the cruise industry in the last 50 years is evident. In the nineteenth century, cruise ships were simple modes of transport used by immigrants to travel on transoceanic voyages from Europe to North America in search of a better future. Now, they have become authentic floating cities full of amenities and activities to do on board, whose main objective is leisure and pleasure. Passengers no longer go on a cruise ship simply to get from one point to another. Instead, they seek a unique experience on the ship and do not care so much about the final destination. For this reason, many experts consider that cruise ships have become a travel destination in themselves.
This evolution of the concept of cruise ship that occurred in the 1970s has not been easy. It has led to a set of problems that have significantly affected ports and the cities, and to which they have had to adapt.
The main change is associated with the increase in size of the ships to accommodate more passengers and all the on-board activities. To receive this type of ships, ports have had to adapt their berthing line, maritime station, adjacent esplanade and road accesses, among other factors. Cruise ships have been increasing in size every year. In 2009, a ship reached 360 m in length and 222,900 GT of gross tonnage. Given this gigantism of ships, this thesis aims to verify and analyse whether an increase in cruise ship capacity and size is justified and supported by economies of scale.
The large passenger capacity of these ships also entails difficulties in managing passenger mobility, especially when more than two cruises concur in the same time slot. In this case, the disembarkation operation becomes very complex, since passengers all leave at once and in a short period of time.
This thesis analyses the mobility of passengers and studies the main variables that explain disembarking operations.
Another important aspect is the impact that cruise ships have on the environment. Moving cruise ships at service speed requires a large amount of fuel. Consequently, polluting gases, mainly nitrogen oxides, sulfur oxides, suspended particles and greenhouse gases, are emitted in greater amounts into the environment. Many voices have been raised in the civilian population and public administrations that reject cruise tourism. For this reason, by 2020, more restrictive environmental regulations had been created, mainly limiting the sulfur content in marine fuels to 0.5%. Shipowners have various options to meet these requirements: use scrubbers together with catalytic reduction devices, use distilled fuels and less pollutants, the cold ironing solution to connect electrically at the docks to obtain energy or use liquefied natural gas (GNL) as an alternative fuel.
The last section of this thesis tries to determine whether LNG could be the most valid option for cruise lines to mitigate emissions to the environment. LNG almost completely eliminates emissions of sulfur oxides and particles. Nitrogen oxides and CO2 are reduced by 90% and 20% respectively. Furthermore, the price of LNG is almost half that of heavy fuel oil, which makes LNG economically attractive.
The idea of adopting LNG as a cruise fuel is quite new. Very few cruise ships in the world are adapted to this system. Therefore, an analysis and study of its viability is advisable and may help cruise companies to decide whether to adopt LNG as the majority fuel for cruise ships.La ràpida evolució de la indústria dels creuers en els darrers 50 anys és evident. Els creuers que al segle XIX eren simples modes de transport utilitzats pels immigrants en viatges transoceànics des d'Europa a Amèrica del Nord a la recerca d'un futur millor, s'han convertit en autèntiques ciutats flotants plenes de serveis i activitats a bord, en les quals l'objectiu principal ha passat a ser el lleure i el plaer. Els passatgers ja no fan un creuer pel simple fet de desplaçar-se d'un punt a un altre, sinó que busquen viure una experiència única dins del vaixell i no els importa tant el destí final del seu viatge. Per aquest motiu, molts experts consideren que el creuer ha esdevingut un destí de viatge en si mateix. Aquesta evolució del concepte del creuer iniciada en la dècada dels anys 70 no ha estat senzilla i ha comportat un conjunt de problemàtiques que han afectat de manera molt significativa als ports i les ciutats, els quals s'han hagut d'adaptar. El principal canvi té a veure amb l'augment de la mida dels vaixells per allotjar més passatgers i totes les activitats que es desenvolupen al seu interior. Per rebre aquest tipus de vaixells, els ports van haver d'adaptar la seva línia d'atracada, l'estació marítima, l'esplanada contigua i els accessos. Els creuers han anat augmentat de mida cada any fins a assolir a l'any 2009, els 360 m d'eslora i 222.900 GT d'arqueig brut. Davant d'aquest gigantisme dels vaixells, la present tesi pretén verificar i analitzar si aquest augment de la capacitat està justificat i es recolza en les economies d'escala. La gran capacitat en passatge d'aquests vaixells també comporta dificultats per gestionar la mobilitat dels creueristes, sobretot quan coincideixen més de dos creuers a la mateixa franja horària. Aleshores l'operació de desembarcament esdevé molt complexa, ja que tots els passatgers surten alhora i en un curt període de temps. En aquest sentit, la tesi analitza la mobilitat dels passatgers i estudia les principals variables que expliquen les operacions de desembarcament. Un altre aspecte important és l'impacte que tenen els creuers sobre el medi ambient. Per desplaçar els creuers a la velocitat de servei es requereix una gran quantitat de combustible. Això comporta l'emissió a l'atmosfera de gasos contaminants, principalment òxids de nitrogen, òxids de sofre, partícules en suspensió i gasos d'efecte hivernacle. Actualment, han sorgit moltes veus entre la població civil i les administracions públiques que rebutgen el turisme de creuers. Per aquest motiu, a l'any 2020, s'han creat noves normatives mediambientals més restrictives, limitant el contingut de sofre en els combustibles marins al 0,5%. Els armadors tenen diverses opcions per complir amb aquests requisits: utilitzar scrubbers juntament amb dispositius de reducció catalítica, utilitzar combustibles destil·lats i menys contaminants, la solució del cold ironing per connectar-se elèctricament als molls i obtenir energia o utilitzar el gas natural liquat (GNL) com a combustible alternatiu. La present tesi en aquest darrer bloc tracta d'esbrinar si el GNL pot ser l'opció més vàlida per a les companyies de creuers per mitigar les emissions al medi. El GNL elimina gairebé les emissions d'òxids i partícules de sofre. Pel que fa als òxids de nitrogen i el CO2, aquests es redueixen un 90% i un 20% respectivament. A més, el preu del GNL resulta gairebé la meitat que el fuel pesat, pel que el GNL també és atractiu econòmicament. La idea d'adoptar el GNL com a combustible per a creuers és força nova. Al món, existeixen molt pocs creuers adaptats a aquest sistema. Per tant, l'anàlisi i estudi de la seva viabilitat resulta molt aconsellable i pot servir a les companyies de creuers per decidir-se finalment en adoptar el GNL com a combustible majoritari per als seus creuers.
16
au, k. lewins@murdoch edu, and Kate Lewins. "The Trade Practices Act (Cth) 1974 and its Impact on Maritime Law in Australia." Murdoch University, 2008. http://wwwlib.murdoch.edu.au/adt/browse/view/adt-MU20081223.135713.
Повний текст джерелаАнотація:
The trade of shipping is necessarily international in nature. Courts and international bodies often
express the need to ensure international consistency in matters of maritime law. However, it has
been an extremely difficult goal to achieve. Many countries have refused to be party to international
conventions that seek to ensure comity. Some have enacted laws that reflect part but not all of those
conventions, or seek to improve the protection offered by the conventions. The domestic law of each
country also adds its own flavour to shipping law as recognised and applied by the courts in that
jurisdiction.
In 1974 Australia enacted the Trade Practices Act 1974 (Cth) (TPA), heralding a new era in
corporate and commercial law. However, its impact on maritime law on Australia has only been felt
over the last 10 15 years. It is potentially relevant to many areas of maritime law, including
carriage of goods by sea, cruise ships, and towage. This thesis explores the encroachment of the
TPA on a number of different areas of shipping law, using the few case examples on offer and
extrapolating the impact that the TPA may have. It also considers the extent to which the TPA is
stymied by simple contractual agreements to litigate or arbitrate in a non Australian forum, despite
the TPAs status as a mandatory statute within Australia.
Raised at various points in the thesis is the possibility of law reform, which is a complex compendium
of issues overlaid with a moral dimension does shipping, as an industry, deserve to be exempted
from the operation of the Act which sets a high standard of corporate behaviour? If so, how could
that reform be shaped? In the meantime, what steps can the shipping industry take to work within
the legal framework of the TPA?
17
Cronje, Riaan. "A description of maritime safety in South Africa." Thesis, Stellenbosch : Stellenbosch University, 2000. http://hdl.handle.net/10019.1/51563.
Повний текст джерелаАнотація:
Thesis (MPhil)--Stellenbosch University, 2000.ENGLISH ABSTRACT: The increasing financial pressures exerted on ship owners in recent years due to cost inflation, overtonnage and low freight rates in many sectors, have forced ship owners to increase cost savings and contain costs. That induced certain shipowners to operate substandard ships. The cost advantages in substandard ships are through failing to maintain safety equipment and procedures, employing cheap and untrained crews, repairing only essential equipment on breakdown and register under flags that do not comply with all the international regulatory, economic and social requirements for ships. Those ships undercut the true costs of operating a ship and eventually drive the obedient shipowner out of the market at the cost of safe and clean seas. Because of the complex international environment in which shipping operates an international regulatory framework is needed to ensure safety at sea. This assignment gives a layout of that framework, which is co-ordinated by the International Maritime Organisation (!MO), as well as the ways in which it is implemented and regulated in individual countries, with reference to South Africa. The functioning of the South African Maritime Safety Agency (SAMSA), which has been established on 1 April 1998, is also discussed. The benefit of safe ports is highlighted and also the cost savings in marine insurance if ships are classified as safe. A brief description of the navigation instruments that SAMSA use to assist in achieving maritime safety is given. Finally, the diseconomies of substandard ships are debated against quality ships for cleaner seas.
AFRIKAANSE OPSOMMING: Die toenemende finansiële druk op skeepseienaars, as gevolg van koste inflasie, oortonnemaat en lae vragtariewe in verskeie sektore, het hulle gedwing om oor die laaste aantal jare hul kostes te beperk. Gedwonge kostebesparings gee aanleiding daartoe dat sekere skeepseienaars onveilige skepe bedryf. Kostevoordele in onveilige skepe word bereik deur veiligheidstoerusting en -prosedures nie in stand te hou nie, goedkoop en onopgeleide bemanning aan te stel, slegs die nodige herstelwerk aan toerusting te doen en deur te registreer onder vlae wat nie voldoen aan internasionale regulering, ekonomiese en sosiale vereistes vir skepe nie. Eienaars van sulke skepe, onderskruip die ware bedryfskoste van 'n skip en uiteindelik dryf dit die wetsgetroue skeepseienaars uit die mark ten koste van 'n veilige en skoon see. As gevolg van die komplekse internasionale omgewmg waann skeepvaart funksioneer, word 'n internasionale reguleringsraamwerk benodig om veiligheid ter see te verseker. Hierdie werkstuk gee 'n uitleg van daardie raamwerk, wat gekoordineer word deur die Internasionale Maritieme Organisasie (!MO), asook die manier waarop dit geïmplementeer en gereguleer word in individuele lande met verwysing tot Suid-Afrika. Die funksionering van die Suid-Afrikaanse Maritieme Veiligheids Agentskap (SAMSA), wat tot stand gebring is op 1 April 1998, word bespreek. Die voordele van veilige hawens word uitgelig, sowel as die besparings in maritieme versekeringskoste indien 'n skip as veilig geklassifiseer word. 'n Kort beskrywing van navigasie-instrumente wat SAMSA gebruik om maritieme veiligheid te bewerkstellig, word kortliks bespreek. Ten slotte, die dis-ekonomie van onveilige skepe word gedebateer teenoor die kwaliteit van skepe vir 'n skoner see.
18
MacMillan, John Gilbert. "The Port of Bristol in the second half of the eighteenth century : an examination of the organisational structure of the port pertaining to the management and operation of its shipping, with special reference to ships trading with the West Indies and America." Thesis, University of Exeter, 2015. http://hdl.handle.net/10871/23013.
Повний текст джерелаАнотація:
In comparison to the amount of research that has been carried out on Royal Navy affairs and its ports and dockyards, few studies have been done on the day to day operations of merchant shipping and civilian ports, especially in the eighteenth century. This thesis attempts to partly redress this by examining at depth the workings of the Port of Bristol and its shipping in this period, using contemporary records where they have survived and a system of cross-referencing where they have not. The physical structure and amenities of the port were subject to close examination, not only to establish whether they were suitable for their purpose, but to observe the effectiveness of the systems that were in place regarding their use. Similarly, the deposition of shipping in the port was scrutinised to establish whether or not it contributed to the recognised problem of congestion at the port. The reality was that the facilities and systems put in place by the managers of the port, the Society of Merchant Venturers, were mainly effective but they could not overcome the adverse conditions set by the port having one of the highest ranges of tide in the world. However, there was another factor and that was the perspectives of the users of the port, the shipowners and merchants of the city. It was established that Bristol shipowners still adhered to the traditional system of owning ships as an element of a merchant’s business interests rather than in their own right, and this meant that there was little flexibility in both ways of working and the areas ships traded to, with the result that the facilities of the port were subjected to seasonal inundations contributing to congestion. The management of the ships involved in the most important trade of the port, the West Indian, was examined at all levels and they and their crews were far from being used to their full potential. In effect the conservative attitude to trade of the Bristol merchant was exacerbating the fundamental problem of the port, its unmanageable tides.
19
Sobrón, Iruretagoyena Marcelino Manuel. "El transporte marítimo en el ámbito del desarrollo comercial santanderino: 1700-1800." Doctoral thesis, Universidad de Cantabria, 1992. http://hdl.handle.net/10803/22720.
Повний текст джерелаАнотація:
Se ha abordado el análisis e investigación en los protocolos notariales de datos sobre movimientos portuarios acaecidos en Santander durante el siglo XVIII. Se analizaron las múltiples interdependencias originadas como nacionalidades, intervinientes, tipología de embarcaciones, cargas transportadas y rutas adscritas
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Little, Andrew Ross. "British personnel in the Dutch navy, 1642-1697." Thesis, University of Exeter, 2008. http://hdl.handle.net/10036/67714.
Повний текст джерелаАнотація:
An international maritime labour market study, the thesis focuses on the Dutch naval labour market, analysing wartime Zeeland admiralty crews. The research is based primarily on unique naval pay sources. Analysis of crew compositions has not been made on this scale in the period before. The 1667 Dutch Medway Raid is the starting point, where a few British played a leading role – amongst many others reported on the Dutch side. Pepys and Marvell primarily blamed their joining the enemy on the lure of superior Dutch payment. The thesis asks how many British there were really, how they came to be in Dutch service, and whether this involvement occurred, as indicated, at other times too. Part One is thematic and explores the background mechanisms of the maritime environment in detail, determining causation. First, the two naval recruitment systems are compared and completely reassessed in the light of state intervention in the trade sphere. Two new sets of ‘control’ data – naval wages and foreign shipping – are amongst the incentives and routes determined. British expatriate communities are examined as conduits for the supply of naval labour and civilian support. British personnel are compared and contrasted with other foreigners, against the background of Anglo-Dutch interlinkage and political transition from neutrality through conflict to alliance. Part Two is chronological, covering four major wars in three chapters. Micro-case studies assembled from the scattered record streams enable analysis of the crews of particular officers and ships. Seamen were an occupation that made them a very little known group: the thesis examines the different career types of British personnel of many different ranks, shedding light on their everyday lives. The thesis shows that British personnel were an integral part of Dutch crews throughout the period, even when the two nations were fighting each other. The basic need of subsistence labour for employment took precedence over allegiance to nation/ideology, demonstrating limitations in state power and the continual interdependence forced on the maritime powers through the realities of the labour market.
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Szanto, Imola, and Oxing Lucas Nawrin. "Delegering av flaggstatsskyldigheter : Hur påverkas sjösäkerheten av flaggstatens delegering av skyldigheter till klassificeringssällskap?" Thesis, Linnéuniversitetet, Sjöfartshögskolan (SJÖ), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-94163.
Повний текст джерелаАнотація:
Arbetet har syftat till att undersöka och problematisera flaggstatens och klassificeringssällskapens roller såsom kontrollfunktion avseende sjösäkerhet. Frågor har ställts angående vilka skyldigheter flaggstater å ena sidan, och klassificeringssällskap å andra sidan, har vad gäller fartygskonstruktion och fartygssäkerhet. Vidare har arbetet även behandlat frågan vilka sjösäkerhetsrelaterade effekter som kan uppkomma av att flaggstaten delegerar skyldigheter avseende konstruktion till klassificeringssällskap. För att besvara frågorna har en kvalitativ dokumentstudie gjorts, med vissa inslag av rättsdogmatik i de delar som avsett finna gällande rätt på området. Materialet för dokumentstudiens del har till stor del valts ut genom en bred sökning i litteratur och avhandlingar på området. På så vis har det använda materialet redan genomgått en urvalsprocess och därmed ansetts vara relevant för arbetet. Resultatet visar att det finns en viss överlappning i kontrollfunktionsrollen för både flaggstaten och klassificeringssällskapen. Att delegering av skyldigheter sker från flaggstaten till klassificeringssällskapen är inte nödvändigtvis problematiskt. Dock kan en delegering få negativa effekter på sjösäkerheten i de fall klassificeringssällskapen inte är i paritet med flaggstaten eller båda parter saknar en effektiv kontrollfunktion med högt ställda krav. Skulle delegering ske till ett klassificeringssällskap som har en god kontrollfunktion med höga krav kan brister som finns inom flaggstaten, såsom bristande resurser och kompetens, avhjälpas. Trots att systemet till stor del verkar fungera tillfredsställande finns anledning att fortsätta forska inom området för att undersöka hur de problem som belysts i detta arbete kan åtgärdas eller förhindras i framtiden.The aim of this paper has been to investigate and problematize the roles of the flag state and the classification societies in regard to their maritime safety control function. Questions have been raised regarding what obligations flag states on one hand, and classification societies on the other hand, have regarding ship construction and ship safety. Furthermore, the paper has also addressed the question of what maritime safety-related effects may arise from the flag state delegating their duties to classification societies. To answer the questions, a qualitative document study has been conducted, with some elements of legal dogmatics in certain parts in order to find the current legal situation. The material for the document study has been selected by thorough research into literature and dissertations in the area. Therefore, the chosen material has been previously reviewed and gone through a selection process and was thus considered relevant for this paper. The result has shown that there is some overlap in the control function for both the flag state and the classification societies. Delegating obligations from the flag state to the classification societies is not necessarily problematic. However, delegation of the said duties can have negative effects on maritime safety in cases where the classification societies are not on par with the flag state or both parties lack an effective control apparatus to enforce high standards. Should delegation occur to a classification society that has a good control apparatus with high requirements, possible shortcomings that exist within the flag state, such as lack of resources and skills, can be remedied by the high standard performance of the classification society. Even though the system might seem satisfactorily at first glance, there is room for further research in the area in order to investigate how the existing problems can be managed and prevented in the future.
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Gourlay, Tim. "Mathematical and computational techniques for predicting the squat of ships." 2000. http://thesis.library.adelaide.edu.au/public/adt-SUA20010217.015116/index.html.
Повний текст джерелаАнотація:
Bibliography: p. 145-148 Electronic publication; full text available in PDF format; abstract in HTML format. This thesis deals with the squat of a moving ship, that is, the downward displacement and angle of trim caused by its forward motion. The aim is to be able to predict accurately the squat of any ship at any given speed and water depth. (introduction) Electronic reproduction.[Australia] :Australian Digital Theses Program,2001.
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Chou, Wang-Yi, and 周王嶧. "Determinants for procuring ships of tramp shipping company." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/3fc8ge.
Повний текст джерелаАнотація:
碩士國立臺灣海洋大學
航運管理學系
102
The freight, ship price, oil price, global economic and ship tonnage all fluctuate intensely in bulk shipping market these ten years. The factors have a complicated influence on the management of bulk shipping company. Despite the composition of company’s cost might be affected by the oil price and other factors, the cost of ships is still the most primary. This study conducts an analysis from the cost and revenue perspectives according to the literatures and recent structure of bulk shipping market to summarize the factors which bulk company may consider when building and hiring ships. Simultaneously, the research focuses on the ordinary ways of obtaining ships to understand their advantages and disadvantages. Then, the interview with the upper-level managers of Taiwan bulk shipping company is conducted to find out the importance of the factors to bulk company and the factors concerned in different ways. After inducting the opinion of experts, ship price, capital and financial situation may have an effect on the decision of building and hiring ships in bulk company. Although the company still has to notice the market trend as the direction of future operation, to maintain the good reputation and financial situation will keep the chance to enter the market immediately once the appropriate time emerged. Moreover, possessing the flexibility when building and hiring ships will decreases the cost and risk to acquire the ultimate profit.
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Hui-FangChen and 鄭惠方. "The environmental analysis of LNG-fueled ships for offshore shipping in Taiwan." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/48462272571326502117.
Повний текст джерелаАнотація:
碩士國立成功大學
交通管理科學系碩士在職專班
104
In Today world, maritime transportation is increasing becoming an international mainstream business. Currently over 90% of global trade depends on maritime transport, but most of the merchant vessels use Heavy Fuel Oils (HFOs) for shipping propulsion, Subsequently causing a lot of environmental pollution. The contribution of ships to global emissions can be identify as follows in the following components: sulfur oxides(SOX), 12%；nitrogen oxides(NOX), 13%；carbon dioxide equivalent(CO2e), 2.8%. Liquefied natural gas (LNG), due to its environmental friendliness, safety and its fulfillment of the international emissions standards, has become the best choice for ships alternative fuel. The aim of this research is to analyze the five offshore ships that are currently operating in Taiwan and also to explore the environmental influences of using LNG alternative to traditional fuels by EPA and PLOA models, and further conduct a scenario analysis of SOX and NOX emissions of per ton-miles. The results show that LNG leads to a reduction of 90% of SOX emissions and 70% of NOX emissions and 10% of CO2 emissions in at least both modes. In the scenario analysis, the results show that in order to distinguish the type of route, then cross-strait routes should be a priority to promote LNG fuel and in order to distinguish the type of ship, then traditional vessels should be a priority to promote the LNG fuel. Key words: Heavy Fuel Oils (HFOs), sulfur oxides (SOX), Liquefied natural gas (LNG), offshore ships, the cross-strait routes
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Ho, Bert Shiping Ward Cheryl A. "An archaeological study of Glamis the role of a 19th-century iron barque /." 2004. http://etd.lib.fsu.edu/theses/available/etd-04012004-161331/.
Повний текст джерелаАнотація:
Thesis (M.S.)--Florida State University, 2004.Advisor: Dr. Cheryl Ward, Florida State University, College of Arts and Sciences, Department of Anthropology. Title and description from dissertation home page (June 17, 2004). Includes bibliographical references.
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"The rationale and problems of the round-the-world shipping service." Chinese University of Hong Kong, 1986. http://library.cuhk.edu.hk/record=b5885620.
Повний текст джерела
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Chen, Shengyuan. "Risk factor analysis, continuous monitoring and root cause analysis for Teekay Shipping." Thesis, 2004. http://hdl.handle.net/2429/15437.
Повний текст джерелаАнотація:
This thesis is based on an industry project with Teekay Shipping Co ., which is an
international transportation service provider for oil companies, refiners and traders.
Teekay is interested in knowing which factors contribute most to its operating incidents
and accidents. Based on available data, namely vessel name, team, type, hull, and age, as
well as incident and accident records, we quantified in this thesis the effects of these
factors on the incident and accident frequency. The thesis presented the technical details
of the Poisson regression analysis, which we used for quantifying the risk factors.
Teekay is also interested in having a consistent method to present Teekay's overall risk
picture, and to indicate best investment areas for its risk reducing purpose. Teekay has
already implemented an Online Root Cause Analyses (ORCA) system, which collects the
direct cause and root cause soon after an incident happens. We reviewed the ORCA
system and made suggestions about certain parts of the system which were subsequently
revised. Furthermore, we designed a bubble chart tool to present the overall risk faced by
Teekay. The bubble chart tool has the capacity to indicate best investment areas clearly,
and it is consistent over time, thereby enabling Teekay to evaluate easily the risk
mitigation effect of its earlier investment in risk management.
Finally, we designed a continuous monitoring tool, which allows Teekay managers to
interactively explore the relationships among near misses, incidents and accidents, and to
compare event frequencies of various vessel groups, such as vessel team, age, type and
hull structure. The powerful continuous monitoring tool provides Teekay managers a full-
range view of the risks the company faces. The design and the sample usage of this
continuous monitoring tool are discussed in this thesis.
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Nohumba, Izekiel. "A framework of growth options through diversification among shipping agencies in South Africa." Thesis, 2017. http://hdl.handle.net/10321/2664.
Повний текст джерелаАнотація:
Submitted in fulfillment of the requirements for the degree of Doctor of Technology: Business Administration, Durban University of Technology, Durban, South Africa, 2017.This thesis was aimed at developing a model of growth through diversification, for shipping agencies in South Africa, under recessionary conditions. The study adopted a mixed methods approach, in seeking to develop a methodology to meet the aims of the research project; to develop a framework of diversification strategies for the shipping industry. The mixing of quantitative data and qualitative data not only enriched the findings but assisted with validation thereof, while achieving the research aims through the methodology adopted. The theoretical foundation of the study was on the theories of diversification, the theory of human behaviour and other economic principle theories, all of which were sampled among South African corporate executives in the shipping supply chain. Surveys were carried out using two structured research instruments in the form of questionnaires to collect quantitative data, with qualitative data collected through interviews, focus groups and observation. The data were analysed using triangulation to combine the results of the investigation. Statistical analysis was employed for the quantitative research and results illustrated in tables, combined with thematic analysis through qualitative research, to draw conclusions and recommendations on the study. The findings confirmed that there are opportunities for diversification into husbandry services, freight transportation, charterers’ services and other markets along the supply chain. Reasons for diversification among shipping firms include similar resource utilisation to service many functions, diversification to gain market leadership and poor performance in existing markets. The theory is not conclusive about whether related or unrelated diversification affects firm performance. The development of operation Phakisa, to focus on unlocking the economic potential of South Africa’s oceans, has not been addressed and needs more research into its feasibility and likely impact on the South African container shipping industry. There is need for management to mobilise resources, such that they can serve many functions and activities, and to build competences through human resources management. The study is relevant for the shipping supply chain executive, as it contributes to managerial decision-making, in terms of analysing their capability to create and apply knowledge in their competitive strategies.
D
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Deng, Ruei-jyun, and 鄧睿圳. "The impacts of the ultra large container ships on the operations of the shipping-related industries." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/11638301199934666536.
Повний текст джерелаАнотація:
碩士國立高雄第一科技大學
運籌管理研究所
103
Development trends of container ships are in the direction of size, speed, specialization, and automation to realize economy of scale and to meet shipping service demand. In the meantime, shipping companies, port operators, and other shipping-related industries will face the impacts brought by the use of ultra large container ships. The study explores the effects and impacts on the shipping-related industries of utilizing ultra large container ships. The content of the questionnaire is based on the literature review and expert interviews. The target industries are divided into three groups by relevance, namely Group A (vessel carriers, container depot operators, stevedoring, container trailers), Group B (freight forwarders), and Group C (ports corporation). The data are analyzed using SPSS 18.0 statistical software. The main results of the analysis are: (1) Group A faces the biggest impact in related operations, especially in “the increase of machine usage.” (2) Group B has the biggest financial impacts overall. But Group A and Group C confront significantly “the increase in equipment investment.” (3) On the whole, Group A group has the biggest impacts in human resources. However, Group B has to deal with “the decrease in company''s service level.” (4) The overall effects and impacts in business aspect on all groups are not obvious. (5) Group A has the greatest effects and impacts in regulatory aspect, especially in “the need of port’s administrative efficiency to match service needs.” Through these findings, the shipping-related industries can take effective actions to meet the challenges brought by the usage of ultra large container ships.
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Phuong, Vu Hoai, and 倵懷芳. "Cost efficiency and Operational barriers analysis of Ultra large container ships in the liner shipping industry." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/gu3949.
Повний текст джерелаАнотація:
碩士國立臺灣海洋大學
運輸科學系
107
Liner shipping, which carries approximately 25% in volume and 75% in world trade value, plays an important role in the economic development. To keep up with the growth of market as well as increase the economies of scale, shipping lines pay more attention to vessel size. The bigger, the better, and the more - these have become major popular terms in liner shipping industry over the last forty years. The bigger refers to container ship size, the better implies to increase the economy of scale to save operation costs. Naturally this thought has triggered the trend of ever-increasing vessel capacity, or in other words, the remarkable growth of vessel size. The maximum size was 4,300 TEUs in 1988, up to 7,100 TEUs in 1996, then 15,500 TEUs in 2006, and 18,000 TEUs in 2011 with the Maersk Line’s introduction of Triple E. None stopping at that point, some top shipping lines seem to be still dissatisfied with the achieved benefits from under 20,000 TEU container ships and would like to break the limits with the desire of building and operating 20,000+ TEU vessels. However, one question has been raised: Whether keep investing in containership size is a good strategy? This research will examine the indications of ultra large container ships’ cost efficiency. Although the amount of cost-savings of so-called ultra large container ships under 20,000 TEU is noticeable, such benefit is marginal for the 20000+ TEU category. Besides that, operating ULCS means liner shipping companies need to cope with two barriers including high vessel utilization rate and fewer calling ports. This research is based on empirical and statistical analysis.
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Morris, Theresa L. "Evaluation of Ships' Ballast Water as a Vector for Transfer of Pathogenic Bacteria to Marine Protected Areas in the Gulf of Mexico." Thesis, 2013. http://hdl.handle.net/1969.1/149600.
Повний текст джерелаАнотація:
An average of three to five billion tons of ballast water (BW) is transported globally per year; 79 million tons of which is released into U. S. waters. Ballast water is necessary for large ships to maintain balance and stability while loading and unloading cargo as well as during transit. As a ship unloads it’s cargo at a port, it takes on ballast water and then when it loads cargo at the next port, it discharges the ballast water, thus transferring water from port to port. Aquatic organisms are transported around the globe via ballast water. These organisms can potentially cause serious environmental and human health impacts. Historically, transfer of macro-organisms such as fish, snails, and vascular plants via ballast water have been the focus of ballast water research. More recently, microorganisms such as toxin producing dinoflagellates and diatoms i.e. ‘harmful algal blooms’ and pathogenic bacteria (e.g. Vibrio cholerae), have been found to survive in ballast tanks for several weeks. These organisms have moved to the forefront of ballast water management (BWM) trepidations because they compose serious threats to human health as well as Marine Protected Area (MPA) ecosystems such as coral reefs.
Ballasting activities of ships calling at the Port of Houston were used as a model for other major ports in U.S. Gulf States. Ballast water management reports, submitted to the U.S. Coast Guard by all overseas vessels calling at the Port of Houston in 2010 were examined for the ballast management strategies utilized prior to docking. Currently, all “coastwise” ships are not required to conduct ballast water exchanges (BWE) if they do not transit beyond the 200nm EEZ. Close inspection of BW management report forms for “overseas” ships determined that the degree of completeness was variable.
By comparing the frequency of vessels entering the Port of Houston, ballast water capacities, the management types utilized, and the locations of ballast water exchanges and discharges, it can be concluded that larger vessels present the highest risk of bacterial transfer to coral reefs. Five coral diseases were discovered to be prevalent throughout the ballast management areas their presence has significantly increased in these areas over the past thirty years. The combination of this disease growth along with an increase in shipping and ballast exchanges suggests that the vector at which pathogens are being displaced must lie within the shipping lanes.
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Huang, Chia-Lin, and 黃嘉麟. "Study on the Effect of the Shipping Company Implementation of the International Safety Management Regulations (ISM) on the Seaworthiness of Ships." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/bhqf5g.
Повний текст джерелаАнотація:
碩士國立暨南國際大學
管理學院經營管理碩士學位學程碩士在職專班
106
Ocean carrier is responsible for providing seaworthy ships to carry on it's liability under the contract of sea transportation. In accordance with the British case law jurisprudence in the past, the ocean carrier should take full responsibility for the cargo carrying by it's seaworthy vessels. While the American Harter Act and thereafter international maritime convention, the Hague Rule , in the 20th century reinterprets the carrier's responsibility from the full care responsibility to the responsibility of relative careness. The ocean carrier after fulfilling its relative responsibility so as able to exempt from the liability of the cargo damage or loss during the ocean transportation. According to the code of Taiwan Maritime Law, Article 62, on the requirements of sailing and operation : the carrier or the ship owner shall be bound, before and at the time of the commencement of the voyage, to exercise due diligence to ; 1.make the ship be capable of navigating safety. 2. proper man, equip and supply the ship. 3. make the holds, refrigeration and cooling chambers, and all other parts of ship used to carry the cargo, fit and safe for reception, carriage and preservation .The carrier is not liable for the damage or loss resulting from an unexpectable loss of capability for the navigation of the ship after sailing. The burden of proof shall be on the carrier or the ship owner claiming exemption provided in the preceding paragraph. According to the code of this Law, the ocean carrier or the ship owner shall provide the proof of claiming for decreasing or exempting its liability, otherwise, the ocean carrier shall not be able to claim for decreasing or exempting and limited its liability. To solve the various problems and disputes, the International Safety Management Code (ISM)has been implementing globally. In the real practice ,the purpose of establishing the ISM is to set a lowest standard of preventing pollution. Now, the ISM has developed to be a mandatory rule that is crucially impacted on the judgement of the seaworthy ships. The purpose of this article will focus on the impact of this code against the ocean transportation community. Furthermore, according to the report from the Institute of Transportation, MOTC which studied the accidents at the domestic ocean transportation in recent years, the accidents will be decreased in case it is under the critical ISM practice, this could prove the effectiveness of the ISM implementation.
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Tracey, Michael MacLellan. "Wooden ships, iron men and stalwart ladies : the TSS Douglas Mawson saga." Phd thesis, 2007. http://hdl.handle.net/1885/149907.
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34
Liu, Hsi-Chien, and 劉錫謙. "Factors affecting safety perception and cognition of liner passenger ships -A case study of liner shipping between Budai and Makung in Taiwan." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/hzx5xs.
Повний текст джерелаАнотація:
碩士國立交通大學
運輸與物流管理學系
105
Web-based and paper-based questionnaire was used to investigate the safety cognition and perception of safety equipment, cabin openness, and crew interaction. Based on factor analysis, six dimensions are identified as safety equipment, operation safety, safety knowledge, rules compliance, surroundings cleanness, and own rights. This study used statistical methods to find out whether there are any differences in safety perception and safety cognition, and multiple regression analysis to survey the relationship among respondent backgrounds, safety perception, and safety cognition. The findings indicated that the safety perception of passengers is significantly influenced by different levels of safety equipment, of cabin openness, and of crew interaction. Overall, male respondents have higher safety perception of boarding ladder than female respondents. Paper-based questionnaire respondents have higher safety perception of boarding ladder than web-based questionnaire respondents. Female respondents have lower safety cognition of safety equipment and safety knowledge than male respondents. The respondents of lower educational levels have higher safety cognition of operation safety and own rights than those with high educational level. More experiences of shipping bears higher level safety cognition of safety knowledge. Tourists have higher safety cognition of operation safety, safety knowledge, and own rights than others. Paper-based questionnaire respondents have higher level safety cognition of safety knowledge and own rights than web-based questionnaire respondents. The safety cognition of passengers differs by the ways of safety publicity. The passengers can learn easily from on-site personnel demonstration, resulting that the passengers have higher level of safety cognition. Passengers bear low level of safety cognition of operation safety as it is related to sailing situation. Finally, for future reference to the safety policy modification, the results of this study could be applied to improve the ship structure, safety equipment, and safety regulations.
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Tosh, Garth Douglas. "An investigation of the impact that the nature of administration has on a port's competitiveness : Durban, South Africa." Thesis, 2006. http://hdl.handle.net/10321/118.
Повний текст джерелаАнотація:
Thesis (M.Tech.: Business Administration)-Dept. of Management, Durban University of Technology, 2006
ix, 154 leavesThe challenges of the 21st century have influenced the transportation of growing cargo volumes at ports that intercept major shipping routes along the coastline of Southern Africa (McCan, 2003:32-34). In view of these challenges, rivalry between ports along the coast of Southern Africa has increased (Nevin, 1998:27-28). Empirical research focuses on the financial management, management processes and competitive attributes at the port of Durban, South Africa. The primary objective investigates the impact that the nature of port administration had on the competitiveness of the port.
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Kelly, Andrew Philip. "Mortalities in sheep transported by sea." 1995. http://repository.unimelb.edu.au/10187/2393.
Повний текст джерелаАнотація:
Major animal welfare concerns existed about mortalities which occurred among the two million sheep transported by sea from Victoria, Australia to the Middle East each year during the 1980s. Research was undertaken to better define the extent of the mortalities, to establish the causes of death, and to prioritise and methodically unravel the underlying causes and risk factors involved.An analysis of five years of existing industry data on 100 sheep shipments from Victoria (1984/85-1988/89) showed that mortality rates ranged mostly between 1% and 4%, with an average of around 2 ½%. These analyses also showed that sporadic episodes of sudden, high mortality occurred in association with hot and humid conditions in Middle Eastern waters. Heat stress was the presumptive diagnosis. While the occurrences were rare, they accounted for 9% of all deaths.
Observational studies undertaken on 8 research voyages with sheep to the Middle East showed that two other causes of death – an inanition syndrome and salmonellosis – accounted for the majority of all mortalities. Together, these two conditions caused around three quarters of all deaths.
The following risk factors associated with these two major diseases were identified: poor feeding behaviour in the assembly feedlot; physiologic stress at the point of arrival of sheep at the feedlot; and the physical location of sheep on board ships, whereby sheep in the upper tier of pens on every deck of a ship suffered substantially higher mortality rates than those in the lower tier.
Specific studies on the inanition syndrome showed that affected sheep were persistent poor consumers of the pelleted shipboard ration. A problem of severe weight loss was detected in an additional 5% of sheep, which appeared to be associated with inanition. Sheep with the syndrome still had an appetite for familiar food such as hay. An hypothesis was developed that the syndrome may be caused by the failure of affected sheep to recognise or accept the pelleted ration as food.
The epidemiology of salmonellosis outbreaks in the live sheep trade was elucidated. The outbreaks occurred as rise and fall epidemics starting with a large increase in faecal salmonella excretion from sheep immediately after their arrival in the assembly feedlot near the port of embarkation. Epidemics of mortalities from salmonellosis peaked one to two weeks later, then declined before the voyage was completed. Evidence was obtained that salmonella infections persisted in the feedlot environment between consecutive batches of sheep initiating new epidemics in subsequent consignments.
The differences in shipboard mortality rates between upper and lower tier pens (the “tier’ effect) was investigated with observational studies and a major field trial. An hypothesis that the effect was caused by higher light intensity in upper tier pens was tested and rejected. A remaining hypothesis is that the sheep’s fear of elevation in upper tier pens may be the cause.
Overall, the research has advanced knowledge substantially on animal health in the live sheep trade. The findings will influence the debate on animal welfare in the trade, they will be of practical use to the industry, and they have focussed research direction for the future.
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Mansfield, Charles T. "Modern piracy the impact on maritime security." 2008. http://handle.dtic.mil/100.2/ADA490682.
Повний текст джерела