Journal articles on the topic 'Military aspects of Merchant marine'

Training the future officers of the Ukrainian Merchant Navy to work in extreme situations is an important scientific problem at the present stage of the higher education system development and the maritime sector activity in Ukraine. Today Ukraine needs highly skilled Merchant Navy officers who will be competent in a variety of professional situations. The consideration of the norms and requirements of domestic and international legislation in the maritime sector is a prerequisite for the preparation of the competitive, skilled specialist. The purpose of the article is the identification and analysis of domestic and international normative-legal documents concerning training of the future officers of the Ukrainian Merchant Navy to work in extreme situations. To conduct scientific research, such separate methods have been used as analysis, synthesis, generalization, systematization of scientific sources and regulatory documents for the identification and disclosure of key aspects of domestic and international legislation in the maritime sector in relation to training of the future officers of the Ukrainian Merchant Navy to work in extreme situations. Conclusions. The analysis of normative-legal aspects of training the future officers of the Ukrainian Merchant Navy to work in extreme situations gives fairly clear requirements for the qualification of such specialists. The compliance with international documents in the field of training marine specialists, due consideration in domestic legislation and in the work of maritime institutions of higher education will make it possible to prepare high-quality personnel in the field of merchant navy which will not only provide the industry with skilled personnel, but will also allow to raise qualitatively the level of private security of a key personnel and a crew, and the vessels’ survivability.

The purpose of this research designed to: (1) develop sensor trainers that fit the needs of control system subjects (2) develop sensor trainer with good performance, and (3) test the feasibility of sensor miner as media learning for control system learning at Surabaya Merchant Marine Polytechnic. This study was a Research and Development (R&D) in the field of education. The development research model used was ADDlE: Analysis, Design, Development, Implementation, and Evaluation. The instrument used in this study was questionnaire with four options answer of Likert scale. The validity test of instrument carried out by consultation section with material experts and media experts. Instrument reliability calculated using alpha formula and produced a reliability value of 0.87 (very reliable). There are three aspects measured at this implementation stage, aspects of material quality, media operations, and learning aspects. The results obtained for quality of material got a percentage of 78.76%, for media operations got 68.77%, and for learning got a percentage of 76.35%. Of the three percentages, a total percentage of 76.62% was obtained, so that the media trainer censor was declared feasible to be used as a learning media for the control system course after the feasibility test was conducted by the user.

Adversaries use cost-effective and timely technologies to counter expensive military acquisitions that undermine the United States’ military capabilities. With the private sector outpacing defense innovation, the speed of technology and business drives future warfare considerations. If technology corporations drive the speed of the future of warfare, then appreciating design thinking’s business model applicability to military strategy shapes how the Marine Corps responds to uncertain operating environments during the next several decades. This article incorporates aspects of design thinking for the Marine Corps to provide variables aiding in future warfare innovation to solve complex problems inherent to the future operating environment.

Since the first Arctic expedition in China in 1999, the National Marine Environment Forecasting Center of China has undertaken safety guarantee tasks for the 9 batches of Arctic scientific expedition ships (teams) and 26 merchant ships to come and back the North Line of Maritime Silk Road in China. This paper summarized their successful experience and innovation achievements in big data application, emphatically introduced the innovation of big data infrastructure construction of Maritime Silk Road marine forecasting, that is, the establishment of independent marine observation system, the exploration of international cooperation mode of marine observation, as well as the participation in global regional observation plans. Besides, marine prediction business innovation, safety guarantee service innovation, and supercomputing technology innovation were included in the scientific and technological business innovation. Moreover, the innovation achievements include aspects of polar marine prediction big data, guarantee technology big data and supercomputing. Finally, the construction and development prospect on the North Line of Maritime Silk Road were briefly prospected.

Abstract: This paper aims to provide an overview how to employ marine mammals in naval operations and also to identify possibilities of involving mammals in support of the Romanian Naval Forces. The article uses domain observation and comparative analysis of how to employ marine mammals in the actions of modern fleets. For this purpose, we set out to identify the possibilities of using mammals for military scopes. Also, we will provide historical aspects of involving mammals in military activities in the Black Sea. In addition, we will offer relevant implications and perspectives regarding the use of marine mammals by the Romanian Naval Forces. The novelty of this article comes from the motivation to bring to the attention of Romanian Naval Forces the approach of employing mammals and developing research in the underwater domain based on training marine mammals. The present article is addressed especially to the master students and the personnel of the Naval Forces, and also to those who contribute to the implementation of feasible ideas at the level of the Romanian Naval Forces and intend to develop the underwater domain in order to discourage actions of a potential adversary

AbstractThe story of the Oran-based Jewish merchant Jacob Lasry (1793–1869) illustrates how preexisting North African business practices survived and adapted to the radical dislocations of the French conquest of Algeria. In the 1830s, French political turmoil and indecision helped foster a chaotic situation where French generals with nebulous goals “outsourced” financing and even military campaigns to local experts in Algeria. Lasry's business success in the economy of the early conquest invested him with a degree of power vis-à-vis the French administration, whose other proxies sometimes ended up in severe debt to him. With the rise of a “civilizing mission” discourse in the 1840s and 1850s, aspects of this mission, too, were outsourced to local experts. Despite his Moroccan birth, Gibraltarian family, and British subjecthood, Lasry used his stature to secure the official position of president of the province'sconsistoire israélite, charged with advancing French civilization among Oran's indigenous Jews.

Only two weeks after the fall of Saigon in May 1975, Khmer Rouge forces seized the American merchant ship SS Mayaguez (1944) off the Cambodian coast, setting up a Marine rescue and recovery battle on the island of Koh Tang. This battle on 12–15 May 1975 was the final U.S. military episode amid the wider Second Indochina War. The term Vietnam War has impeded a proper understanding of the wider war in the American consciousness, leading many to disassociate the Mayaguez incident from the Vietnam War, though they belong within the same historical frame. This article seeks to provide a heretofore unseen historical argument connecting the Mayaguez incident to the wider war and to demonstrate that Mayaguez and Koh Tang veterans are Vietnam veterans, relying on primary sources from the Ford administration, the papers of the Vietnam Veterans Memorial Fund, and interviews with veterans.

In recent years, the development of the Armed Forces of Ukraine has become an extremely important issue for Ukraine. Among the many important areas in ensuring the country's defense capabilities was the issue of the actual revival of the Marines of the Ukrainian Navy after the annexation of the Autonomous Republic of Crimea by the Russian Federation. Within the framework of our work the system of state guarantees of service by servicemen of the Marines of the Navy of the Armed Forces of Ukraine is analyzed and the prospects of further improvement of administrative and legal bases of this direction of activity of public authorities are singled out. Analyzing the historical aspects of the formation of the Marines, we can state that this is a relatively separate unit of the armed forces, aimed at performing special tasks and functions in both offensive and defensive military operations. Nowadays, there is an active development of special units of different purpose and functionality - this is primarily due to socio-political domestic and geopolitical processes. Informatization of society, development of technologies, finds its application in the military sphere. Today, the processes of modernization of the Ukrainian army with the help of modern telecommunication capabilities are actively reflected. To increase the level of awareness of both the general public and the military, official websites, Facebook pages, military leadership at various levels have been created, and the media, in turn, pay special attention to the country's defense capabilities.

This paper documents an initial study of the feasibility and potential value of developing an Interactive Rules of the Road Tester. Using an existing desk-top ship bridge simulator, a series of interactive exercises were developed to match the test objectives of a paper and pencil multiple-choice test currently administered to mariners by the U.S. Coast Guard. Both tests were administered to 100 U.S. Merchant Marine Academy students and biographical data relevant to Rules of the Road knowledge and application were obtained for each student. Analyses indicated that the separate test formats measured different aspects of students' competencies and that a test that combines both written items and interactive exercises has the potential to increase the overall level of test validity. Such a system is see as a cost-effective means of improving the assessment of mariner's knowledge and application of the Rules of the Road.

The purpose of this research was designed to: (1) develop sensor trainers that fit the needs of the control system subjects (2) develop sensor trainer with good performance, and (3) test the feasibility of sensor miner as media learning for control system learning at Surabaya Merchant Marine Polytechnic. This study was a Research and Development (R&D) in the field of education. The development research model used was ADDlE: Analysis, Design, Development, Implementation, and Evaluation. The instrument used in this study was a questionnaire with a four answer Likertscale. The validity test of the instrument was carried out by consulting with material experts and media experts. Instrument reliability was calculated using the alpha formula and produced a reliability value of 0.87 (very reliable). There are three aspects measured at this implementation stage, namely aspects of material quality, media operations, and learning aspects. The results obtained were for the quality of the material got a percentage of 78.76°/c, for media operations got 68,77°/c, and for learning got a percentage of 76.35°/c. Of the three percentages, a total percentage of 76,62°/c was obtained, so that the media trainer censor was declared feasible to be used as a learning media for the control system course after the feasibility test was conducted by theuser

At present, the fire extinguishers equipped on China's warship cannot meet the requirements of the extinguishing of a ship fire, due to its special working environment. Focusing on this problem, this paper analyzes the deficiency of fire extinguisher equipped on warship currently. A comparison of U.S. military, European and Chinese standards of fire extinguisher has been done, respectively from aspects of the high and low temperature resistance, corrosion resistance, vibration resistance, shock resistance and the jet distance and the pressure resistance. The advantages and disadvantages of each standard have been analyzed. The necessity of the establishment of a marine fire extinguisher standard for our country has been probed. In the end, some suggestions have been put forward.

Abstract The Turkish Merchant Shipping Industry has recently witnessed an increasing awareness of the importance to minimize environmental pollution and fuel oil consumption. Together with certain non-governmental organizations and media concerns about environmental protection, the International Maritime Organization (IMO) has been strict on controlling undesirable effects on the environment and, consequently, forcing shipping companies to minimize their emissions. Besides, today’s highly advanced technology companies over the world have developed various innovative systems that can be utilized to minimize carbon emission, thus giving assurance to relevant investors that their investments are most likely to turn out well with a considerable financial gain in the short or long term. Despite all such favorable developments, in a general look, shipping companies seem reluctant in making use of technologies providing efficiency in energy consumption. This reluctance has eventually brought about the term “Energy Efficiency Gap”. This research conducts a questionnaire, created by Acciaro et al. [1], among the shipping companies in Turkey. 20 respondent companies, who represent 26 percent of the Turkish owned merchant marine fleet of over 1000 gross tonnage in terms of deadweight cargo capacity, participated in the research. The Pearson correlation analysis was used, and interpretations were made according to the obtained statistical values. The aim of the research was to identify reasons and points restraining the use of new technologies regarding energy efficiency, as well as to develop proposals for the innovators in this field about how to overcome this handicap concerning technical and managerial aspects of gaining energy efficiency.

The application of the armed UAV has been questioned for years. This paper hopes to examine the ethical rationality of using the armed UAV. Before this, we question some blames from the Pacifists, especially the blaming on using UAV in the military attack on terrorists. Ethical questions about the UAV’ military actions mainly concentrate in two aspects: the right to life and ethics of science and technology. The former involves the subjects' value sequencing and moral selection problem, which requires discussions under specific situations, otherwise it will make no sense. As for the latter, ethics of technology, defects would be resolved in the development. It’s important to not get technological risk and scientific ethics confused, which would make discussions on a wrong way. ions and laws related to deep seabed mining to mitigate its effect to the marine environment coinciding to the requirements of these conventions. The purpose of this study is to explore the preparedness of Malaysia to embark on exploration of deep seabed mining in areas beyond the national jurisdiction while observing the effects of deep seabed mining to the marine environment. The challenges in exploring the deep seabed mining as well as the relevant international and national laws related to deep seabed mining will also be observed in this study.

The overall signature of a vessel comprises acoustic, magnetic, electric-field, pressure, and seismic radiations. Over the past years, the international community’s efforts have mainly centered on reducing the acoustic influence with the dual aim of decreasing the vessel’s detectability and reducing the levels of acoustic pollution generated in the marine environment. Nowadays, the need to act not only on the acoustic radiation but against the overall set of the vessel’s radiations is becoming increasingly clear, both in the military and the civilian fields, based on aspects like vessel stealthiness, security of harbor and critical infrastructures, and environmental protection. As a key element to achieve this goal, it is greatly important to have at our disposal highly modular and adaptable measurement systems covering the overall set of the vessel’s radiations, with a high capacity of data transmission to base centers to have the capacity to make measurements in all kinds of marine environments.

According to archivists a photograph can be both an illustrative material and a historical source. But still there is no handbook which can describe all aspects connected with photograpfic documentation. In the State Archive in Rzeszów (complex “Archiwum Podworskie Mierów-Jędrzejowiczów w Staromieściu”) there is the small separated collection of photographies. They present: portrait photos (Tytus Jan Mateusz hrabia Mier, Henryka z Mierów Komorowska) and watches with a miniature portrait of Jan hrabia Mier; postcards with photos of military manoeuvres; the portrait photo (Lubina z Rogoyskich Mierowa) and a photo for official documents (Jan Feliks Jędrzejowicz). The family of Mier which had Scotish and Calvinist roots and the family of Jędrzejowicz of Armenian and merchant origin were connected by the marriage contracted in 1878 in Vienna between Adam Jędrzejowicz (1847–1924), the son of Jan Kanty and Maria (maiden name Straszewska) from Zaczernie and Gabriela Felicja (maiden name Mier) (1850–1939), the daughter of Feliks and Felicja, divorced with Zdzisław Tyszkiewicz, the heir to landed property of Kolbuszowa. After the wedding Staromieście became their family home (now it is within the city limits of Rzeszów). Then Jan Feliks (1879–1942), the only son of this couple, managed the estate. Photographs provide valuable information both in the textual (notes connected with presented on photos persons, things, events) and illustrative stratum.

With the explosive growth of ocean data, it is of great significance to use ocean observation data to analyze ocean pycnocline data in military field. However, due to natural factors, most of the time the ocean hydrological data is not complete. In this case, predicting the ocean hydrological data by partial data has become a hot spot in marine science. In this paper, based on the traditional statistical analysis literature, we propose a machine-learning ocean hydrological data processing process under big data. At the same time, based on the traditional pycnocline gradient determination method, the open Argo data set is analyzed, and the local characteristics of pycnocline are verified from several aspects combined with the current research about pycnocline. Most importantly, in this paper, the combination of kernel function and support vector machine(SVM) is extended to nonlinear learning by using the idea of machine learning and convex optimization technology. Based on this, the known pycnocline training set is trained, and an accurate model is obtained to predict the pycnocline in unknown domains. In the specific steps, this paper combines the classification problem with the regression problem, and determines the proportion of training set and test formula set by polynomial regression. Subsequently, the feature scaling of the input data accelerated the gradient convergence, and a grid search algorithm with variable step size was proposed to determine the super parameter c and gamma of the SVM model. The prediction results not only used the confusion matrix to analyze the accuracy of GridSearch-SVM with variable step size, but also compared the traditional SVM and the similar algorithm. At the end of the experiment, two features which have the greatest influence on the Marine density thermocline are found out by the feature ranking algorithm based on learning.

Abstract This review manuscript highlights the effects of various ceramic particulates on different aspects like tribo-logical (sliding wear), mechanical and thermal behaviour etc. of aluminium alloy composites, across various operating parameters like normal load (N), sliding velocity (m/s), sliding distance (m), temperature (°C), reinforcement weight percentage. It also discusses different fabrication techniques of such composites as reported by various scholars. Such advanced alloyed-composites find frequent applications in automotives, military, marine, structural, etc. applications, where tribo-logical phenomenon plays a dominant role. The material scientists world-wide are actively engage in improving life of such components by enhancing their mechanical, physical, chemical etc. properties along with improvement in wear resistance in a cost-effective manner. This overall enhances the working efficiency of the component in required applications. Single or binary or hybrid ceramic reinforcement with varying content is explored by scholars and has ample scope of further exploration. It has been concluded from the literature review that ceramic reinforcement lead to significant enhancement in mechanical, tribological and thermal characteristics of Al alloy based MMCs. Further, the micro-sized ceramic particulates increase the interfacial bond strength between the matrix-reinforcement that enhances effective load transfer and sustain it at various tribological operating parameters, that further validated by surface morphology studies.

Good management of international relations has been a major concern of Indonesia's foreign policy since the country's independence. The character of the nation and state leaders is often the determining factor that causes relations between countries in a situation full of uncertainty. Some parties, based on the analysis of confidential documents, are allegedly trying to influence the policies of their respective countries to give recognition to Papuan independence and sovereignty. Based on Presidential Regulation No. 16 of 2017 concerning the Indonesian Maritime Policy dated February 20, 2017, Indonesia's geographical and demographic conditions will have consequences for the emergence of the real challenges for Indonesia that must be managed comprehensively. Specifically, in Papua, referring to data from the Navy of 2019, at least in the last period more than 50 (fifty) transnational crime and intrastate conflicts (communal conflicts and separatist movements) occurred in Papua. In addition to maritime defense forces, maritime diplomacy as a form of state policy has been transformed into an alternative in efforts to reduce the vulnerabilities that have arisen in the Papua region. The Navy as a military force is part of implementing the policy to realize the main program of Maritime Diplomacy, namely increasing the active role in efforts to create world peace and security. The Indonesian Navy describes the policy through the perspective of modern maritime defense policies that understand the nation's history to meet the political will aspects (maritime diplomacy) through cooperative, persuasive and coercive efforts. There are six factors that influence the implementation of the Maritime Diplomacy Policy in Papua, including: 1) Size and Policy Objectives; 2) Resources; 3) Characteristics of Implementing Agencies; 4) Communication between Implementing Agencies and Implementing Activities; 5) Disposition of Implementing Agencies; and 6) Environmental Effects. Environmental influences are the most influencing factors in implementing policies. The influence can come from inside or outside. The main internal influence comes from the longstanding conflict in Papua. External influences take the form of conventional and non-conventional threats. Keywords: Maritime, Diplomacy, Papua

Topicality. The relevance of a problem of development of world economic communications, an advantageous geopolitical position of Ukraine which is on crossing of the major trade ways reveals economic prerequisites and regional aspects of creation of logistics transport and distributive systems when forming strategy of service of transport freight traffics through the territory of Ukraine.Also tendencies of development of world economic communications predetermine expansion of production communications and the international economic cooperation. However the uneven constant growth of transnational and transborder streams and the international transit predetermines new tasks and problems of management of commodity and cash flows.Aim and tasks. Among the priority directions of transport policy, along with development of technical means of transport, need of updating of its fixed assets at qualitatively new level, introductions of new progressive technologies, informatization of transportation process, problems of ensuring coordination of activity of different types of transport, development of intermodal transportation of goods in the international transport corridors, the complex solution of regional transport tasks are allocated, to integration of the Ukrainian market of transport services into the world transport system.Research results.The major theoretical and practical task is creation of system of integrated management of balance of interests and efficiency of functioning of the integrated transport systems.It is necessary to pay attention to basic value for the integrated aspirations of Ukraine in a sea economic complex. The role of a sea economic complex of Ukraine is not realized sufficiently therefore the target national program of stability of functioning of merchant marine fleet, seaports, ship-building base and service divisions of a complex is not developed. Control of sustainable development of a transport component of a sea economic complex has to be exercised according to the method given (formula 1). Then parameters of stability of a sea transport complex have to be regulated on the basis of the principle of sufficiency of potential by macroeconomic results.Conclusions. Participation of the national fleet and ports in development of integration processes on transport in the conditions of globalization of world economy has to be based on organizational and economic prerequisites of formation and development of the integrated transport and distributive systems at the regional, interregional and international levels.

Constant demand for new naval and commercial vessels has created special conditions for the Government-owned Soviet shipbuilding industry, which practically has not been affected by the world shipbuilding crisis. On the other hand, such chronic diseases of the centralized economy as lack of incentive, material shortage and poor workmanship cause specific problems for ship construction. Being technically and financially unable to rapidly improve the overall technology level and performance of the entire industry, the Soviets concentrate their efforts on certain important areas and have achieved significant results, especially in welding and cutting titanium and aluminum alloys, modular production methods, standardization, etc. All productivity improvement efforts are supported by an army of highly educated engineers and scientists at shipyards, in multiple scientific, research and design institutions. Discussion Edwin J. Petersen, Todd Pacific Shipyards Three years ago I addressed the Ship Production Symposium as chairman of the Ship Production Committee and outlined some major factors which had contributed to the U.S. shipbuilding industry's remarkable achievements in building and maintaining the world's largest naval and merchant fleets during the five-year period starting just before World War II. The factors were as follows:There was a national commitment to get the job done. The shipbuilding industry was recognized as a needed national resource. There was a dependable workload. Standardization was extensively and effectively utilized. Shipbuilding work was effectively organized. Although these lessons appear to have been lost by our Government since World War II, the paper indicates that the Soviet Union has picked up these principles and has applied them very well to its current shipbuilding program. The paper also gives testimony to the observation that the Soviet Government recognizes the strategic and economic importance of a strong merchant fleet as well as a powerful naval fleet. In reviewing the paper, I found great similarity between the Soviet shipbuilding productivity improvement efforts and our own efforts or goals under the National Shipbuilding Research Program in the following areas:welding technology, flexible automation (robotics), application of group technology, standardization, facilities development, and education and training. In some areas, the Soviet Union appears to be well ahead of the United States in improving the shipbuilding process. Most noteworthy among these is the stable long-and medium-range planning that is possible by virtue of the use and adherence to the "Table of Vessel Classes." It will be obvious to most who hear and read these comments what a vast and significant improvement in shipbuilding costs and schedules could be achieved with a relatively dependable 15year master ship procurement plan for the U.S. naval and merchant fleets. Another area where the Soviet Union appears to lead the United States is in the integration of ship component suppliers into the shipbuilding process. This has been recognized as a vital step by the National Shipbuilding Research Program, but so far we have not made significant progress. A necessary prerequisite for this "supplier integration" is extensive standardization of ship components, yet another area in which the Soviets have achieved significantly greater progress than we have. Additional areas of Soviet advantage are the presence of a multilevel research and development infrastructure well supported by highly educated scientists, engineering and technical personnel; and better integration of formally educated engineering and technical personnel into the ship production process. In his conclusion, the author lists a number of problems facing the Soviet economy that adversely affect shipbuilding productivity. Perhaps behind this listing we can delve out some potential U.S. shipbuilding advantages. First, production systems in U.S. shipyards (with the possible exception of naval shipyards) are probably more flexible and adjustable to meet new circumstances as a consequence of not being constrained by a burdensome centralized bureaucracy, as is the case with Soviet shipyards. Next, such initiatives as the Ship Production Committee's "Human Resources Innovation" projects stand a better chance of achieving product-oriented "production team" relationship among labor, management, and technical personnel than the more rigid Soviet system, especially in view of the ability of U.S. shipyard management to offer meaningful financial incentives without the kind of bureaucratic constraints imposed in the Soviet system. Finally, the current U.S. Navy/shipbuilding industry cooperative effort to develop a common engineering database should lead to a highly integrated and disciplined ship design, construction, operation, and maintenance system for naval ships (and subsequently for commercial ships) that will ultimately restore the U.S. shipbuilding process to a leadership position in the world marketplace (additional references [16] and [17]).On that tentatively positive note, it seems fitting to close this discussion with a question: Is the author aware of any similar Soviet effort to develop an integrated computer-aided design, production and logistics support system? The author is to be congratulated on an excellent, comprehensive insight into the Soviet shipbuilding process and productivity improvement efforts that should give us all adequate cause not to be complacent in our own efforts. Peter M. Palermo, Naval Sea Systems Command The author presents an interesting paper that unfortunately leaves this reader with a number of unanswered questions. The paper is a paradox. It depicts a system consisting of a highly educated work force, advanced fabrication processes including the use of standardized hull modules, sophisticated materials and welding processes, and yet in the author's words they suffer from "low productivity, poor product quality, . . . and the rigid production systems which resists the introduction of new ideas." Is it possible that incentive, motivation, and morale play an equally significant role in achieving quality and producibility advances? Can the author discuss underlying reasons for quality problems in particular—or can we assume that the learning curves of Figs. 5 and Fig. 6 are representative of quality improvement curves? It has been my general impression that quality will improve with application of high-tech fabrication procedures, enclosed fabrication ways, availability of highly educated welding engineers on the building ways, and that productivity would improve with the implementation of modular or zone outfitting techniques coupled with the quality improvements. Can the author give his impressions of the impact of these innovations in the U.S. shipbuilding industry vis-a-vis the Soviet industry? Many of the welding processes cited in the paper are also familiar to the free world, with certain notable exceptions concerning application in Navy shipbuilding. For example, (1) electroslag welding is generally confined to single-pass welding of heavy plates; application to thinner plates—l1/4 in. and less when certified—would permit its use in more applications than heretofore. (2) Electron beam welding is generally restricted to high-technology machinery parts; vacuum chamber size restricts its use for larger components (thus it must be assumed that the Soviets have solved the vacuum chamber problem or have much larger chambers). (3) Likewise, laser welding has had limited use in U.S. shipbuilding. An interesting theme that runs throughout the paper, but is not explicitly addressed, is the quality of Soviet ship fitting. The use of high-tech welding processes and the mention of "remote controlled tooling for welding and X-ray testing the butt, and for following painting" imply significant ship fitting capabilities for fitting and positioning. This is particularly true if modules are built in one facility, outfitted and assembled elsewhere depending on the type of ship required. Any comments concerning Soviet ship fitting capabilities would be appreciated. The discussion on modular construction seems to indicate that the Soviets have a "standard hull module" that is used for different types of vessels, and if the use of these hull modules permit increasing hull length without changes to the fore and aft ends, it can be assumed that they are based on a standard structural design. That being the case, the midship structure will be overdesigned for many applications and optimally designed for very few. Recognizing that the initial additional cost for such a piece of hull structure is relatively minimal, it cannot be forgotten that the lifecycle costs for transporting unnecessary hull weight around can have significant fuel cost impacts. If I perceived the modular construction approach correctly, then I am truly intrigued concerning the methods for handling the distributive systems. In particular, during conversion when the ship is lengthened, how are the electrical, fluid, communications, and other distributive systems broken down, reassembled and tested? "Quick connect couplings" for these type systems at the module breaks is one particular area where economies can be achieved when zone construction methods become the order of the day in U.S. Navy ships. The author's comments in this regard would be most welcome. The design process as presented is somewhat different than U.S. Navy practice. In U.S. practice, Preliminary and Contract design are developed by the Navy. Detail design, the development of the working drawings, is conducted by the lead shipbuilder. While the detail design drawings can be used by follow shipbuilders, flexibility is permitted to facilitate unique shipbuilding or outfitting procedures. Even the contract drawings supplied by the Navy can be modified— upon Navy approval—to permit application of unique shipbuilder capabilities. The large number of college-trained personnel entering the Soviet shipbuilding and allied fields annually is mind-boggling. According to the author's estimation, a minimum of about 6500 college graduates—5000 of which have M.S. degrees—enter these fields each year. It would be most interesting to see a breakdown of these figures—in particular, how many naval architects and welding engineers are included in these figures? These are disciplines with relatively few personnel entering the Navy design and shipbuilding field today. For example, in 1985 in all U.S. colleges and universities, there were only 928 graduates (B.S., M.S. and Ph.D.) in marine, naval architecture and ocean engineering and only 1872 graduates in materials and metallurgy. The number of these graduates that entered the U.S. shipbuilding field is unknown. Again, the author is to be congratulated for providing a very thought-provoking paper. Frank J. Long, Win/Win Strategies This paper serves not only as a chronicle of some of the productivity improvement efforts in Soviet shipbuilding but also as an important reminder of the fruits of those efforts. While most Americans have an appreciation of the strengths of the Russian Navy, this paper serves to bring into clearer focus the Russians' entire maritime might in its naval, commercial, and fishing fleets. Indeed, no other nation on earth has a greater maritime capability. It is generally acknowledged that the Soviet Navy is the largest in the world. When considering the fact that the commercial and fishing fleets are, in many military respects, arms of the naval fleet, we can more fully appreciate how awesome Soviet maritime power truly is. The expansion of its maritime capabilities is simply another but highly significant aspect of Soviet worldwide ambitions. The development and updating of "Setka Typov Su dov" (Table of Vessel Classes), which the author describes is a classic example of the Soviet planning process. As the author states, "A mighty fishing and commercial fleet was built in accordance with a 'Setka' which was originally developed in the 1960's. And an even more impressive example is the rapid expansion of the Soviet Navy." In my opinion it is not mere coincidence that the Russians embarked on this course in the 1960's. That was the beginning of the coldest of cold war periods—Francis Gary Power's U-2 plane was downed by the Russians on May 1, 1960; the mid-May 1960 Four Power Geneva Summit was a bust; the Berlin Wall was erected in 1961 and, in 1962, we had the Cuban Missile Crisis. The United States maritime embargo capability in that crisis undoubtedly influenced the Soviet's planning process. It is a natural and normal function of a state-controlled economy with its state-controlled industries to act to bring about the controlled productivity improvement developments in exactly the key areas discussed in the author's paper. As the author states, "All innovations at Soviet shipyards have originated at two main sources:domestic development andadaptation of new ideas introduced by leading foreign yards, or most likely a combination of both. Soviet shipbuilders are very fast learners; moreover, their own experience is quite substantial." The Ship Production Committee of SNAME has organized its panels to conduct research in many of these same areas for productivity improvement purposes. For example, addressing the areas of technology and equipment are Panels SP-1 and 3, Shipbuilding Facilities and Environmental Effects, and Panel SP-7, Shipbuilding Welding. Shipbuilding methods are the province of SP-2; outfitting and production aids and engineering and scientific support are the province of SP-4, Design Production Integration. As I read through the descriptions of the processes that led to the productivity improvements, I was hoping to learn more about the organizational structure of Soviet shipyards, the managerial hierarchy and how work is organized by function or by craft in the shipyard. (I would assume that for all intents and purposes, all Russian yards are organized in the same way.) American shipyard management is wedded to the notion that American shipbuilding suffers immeasurably from a productivity standpoint because of limitations on management's ability to assign workers across craft lines. It is unlikely that this limitation exists in Soviet shipyards. If it does not, how is the unfettered right of assignment optimized? What are the tangible, measurable results? I believe it would have been helpful, also, for the author to have dedicated some of the paper to one of the most important factors in improvement in the labor-intensive shipbuilding industry—the shipyard worker. There are several references to worker problems—absenteeism, labor shortage, poor workmanship, and labor discipline. The reader is left with the impression that the Russians believe that either those are unsolvable problems or have a priority ranking significantly inferior to the organizational, technical, and design efforts discussed. As a case in point, the author devotes a complete section to engineering education and professional training but makes no mention of education or training programs for blue-collar workers. It would seem that a paper on productivity improvement efforts in Soviet shipbuilding would address this most important element. My guess is that the Russians have considerable such efforts underway and it would be beneficial for us to learn of them.

The aim of this paper to Projects the impact of ecology in literature Ecocriticism is the interdisciplinary area which includes the study literature and environment. The literary scholar analyzes the text not only for the environmental concerns but also to the treatment of ecology as the subject of nature in literature. The word ecocriticism may have been first used William Rueckart's essay which entitled “Literature and Ecology: An Experiment in Ecocriticism”. The Hungry Tides tells the very present story of the present day adventure, identity, history and love. Ghosh here presents the nature not as the setting of picturesque beauty alone it also aprosis as hungry of human blood. The tide and its surages stand for all the devastating the aspects of nature. Amitav Ghosh's The Hungry Tide set in the Sunder bans, is a sage of Indo-American marine biologist Piya Roy. She has been to the Tide country of sunder bans in Bengal with a view to studying river dolphins.Two characters Fokir, a local fisherman who helps her to locate dolphins in Garijiontda pool and Kanai Dutta, a Delhi- based business man who meets her on his way to visit his aunt Nilima come closer to Priya's heart in course at time. Nirma's human Nirmal once had a mission for helping the displaced refugee who settled on the sunder bans island of Morichjhapi. He has this commitment to work for and help the refugee as he falls in love with a refugee, Kusum, mother of inbant Fokir. The novelist inborns that Kanai visits the 'tide country' together the lost journal written by his dead uncle Nirmal. The journal is an account of the lives of the Morichjhapi Island which is later ruthlessly evicted by military troops which claims the life of Kusum. A sudden cyclone kills Fokir when he is assisting Piya on a journey on waterways. Finally Piya determines to establish a research trust in memory of Fokir and seeks help from Nilima and Kanai to translate her dream into reality.

Topicality. Having carefully considered the Port Consumption Calculation Methodology presented for public discussion, Seaports Development Strategy Committee of Ukrainian Port Association's(“Ukrport”) notes some positive aspects related to the preparation of this important document, which is intended to streamline the pricing process in the area of charging port fees and to bring them up to necessary and sufficient level to ensure the normal operation of port facilities and navigational facilities, and, accordingly, the safety of navigation in the Ukrainian state responsibility zone. It should also be emphasized that the return to gross tonnage charging, rather than unit modulus, as is now the case, is a significant positive step and will contribute to greater acceptance and transparency of the Development Port Consumption Calculation Techniques. The same applies to the applied approach, which divides the port dues rate into two components: operating and investment. This is all the more important that the global approach, which uses most ports, considers port charges as a means of covering current costs for the maintenance of relevant facilities and facilities for which no commercial gain is foreseen. The commercial purpose of port facilities is to provide efficient and safe service at the port of vehicles and overload of goods, which is what creates the commercial benefit that is being generated by all participants in the transport process at the port. This is precisely because ships that use the port only as a harbor-warehouse are largely exempt from paying port duties in world practice. That is, the only source of formation of the investment component of port dues may be only depreciation of the relevant facilities.Aim and tasks. A critical assessment of the construction of a methodology for calculating port fees. As a rule, in the world for port facilities, a linear method is used to calculate depreciation charges, but there is also the possibility to use certain methods of accelerated depreciation, which, however, operate simultaneously with the appropriate methods of transfer of losses caused by accelerated depreciation on the former or subsequent time periods, and simply to levy from the shipowner funds for future development is economically insolvent and does not correspond to good maritime practice. Unfortunately, this circumstance, besides the berthing fee, has not been taken into account at all when developing the Port Taxation Calculation Method, which is presented on the website of the Ministry of Infrastructure for public discussion. Thus, in the second paragraph of item 1.1. Section II of the general provisions reads as follows: "The investment component of the berthing rates is charged to port operators and other business entities engaged in economic activities using berths for handling, handling and storage of goods, servicing ships, and other facilities. with these types of economic activity. "Research results. Next, it should also be noted that in the presented method: the base rate of the ship's fee includes: coverage of planned operating costs in accordance with the intended purpose of the ship's fee, planned operating and investment costs associated with the implementation of activities for the operation and development of the search and rescue system in the marine search and rescue region of Ukraine, marine research enterprises and river transport belonging to the sphere of management of the Ministry of Infrastructure of Ukraine. The base rate of the ship's fee is determined depending on the ship's specialization, taking into account the coefficients of K bulk carrier, K tanker, K container, K ro-ro, K passenger, other, reflecting the effect of the design features of the vessels on the ability to provide transportation of goods and / or passengers, while gross tonnage of these properties itself by itself already takes into account through the appropriate calculation methodology.Base rate for lighthouse - coverage of planned operating and investment costs for the provision and development of navigational and hydrographic navigation support;the base rate of the administrative fee includes: covering the costs of fulfilling Ukraine's obligations to comply with the legislation and regulations of navigation, international agreements of Ukraine with regard to navigation, the consent to be bound by the Verkhovna Rada of Ukraine, fulfillment of other tasks, in accordance with the international obligations imposed on the enterprises of the maritime industry, as well as merchant shipping, navigation on inland waterways, navigational and hydrographic provision of navigation, as well as in the field of maritime safety and river transport (except for the navigation safety of vessels of the fleet of the fishing industry);That is, the base rate of the administrative fee also includes the costs, which are already somehow foreseen in the ship and beacon fees.Conclusion. Having analyzed the rules of law, we can conclude that port dues are a fee for specific services to the shipowner who pays these fees. In the provision of these services, fixed assets and other non-current assets are very worn out, both physically and morally, in connection with which there is a need to direct port charges, first of all, this is the main source of renovation, repair, reconstruction and construction of hydro-technical constructions, dredging works to maintain the necessary depths in the water areas and approach channels of sea ports of Ukraine. In addition, the basis of the system of formation of tariffs for port dues is the cost of specific services received by shipowners. Control of the cost of these services with the help of a list of costs (covered by port fees), which are included in the cost, makes it possible to establish reasonable, competitive tariffs for port dues. At the same time, tariffs are kept at the market level, and if necessary, they may be justified (based on the analysis of cost of services) for the purpose, on the one hand, to ensure sufficient funds to cover costs included in cost, and on the other hand to ensure the attractiveness of port dues for shipowners, cargo owners in order to attract more cargo to seaports, primarily transit.

War and armed conflict — International armed conflict — Non-international armed conflict — Status of armed conflict — Law of armed conflict — Armed conflict at sea — Whether armed conflict between non-State organization and Israel — Terrorism — Use of terrorist methods — Relevance — Prerequisites for determining existence of armed conflict — Whether necessary to determine whether armed conflict international or non-international in character — Distinction between war crime and ordinary crime — War crimes — Nexus requirement — Attack in law governing conduct of hostilities — Military objective — Law governing armed conflict at sea — Right to a naval blockade — Status of merchant vessel breaching naval blockade — Status of goods on merchant vessel breaching naval blockade — Contraband — Enforcement of naval blockade on high seas — Naval blockade in law of international armed conflict — Non-international armed conflict — Whether power to impose a naval blockade applicable — Distinction between members of non-State organized armed groups and civilians — Journalists and war correspondents — Civilian taking a direct part in hostilities — Proportionality — International criminal law — Humanitarian assistance and peacekeeping missions — Wilfully causing great suffering and serious injury to body or health — Deportation and forcible transfer — Humiliating and degrading treatment — Unjustifiably delaying return home of a person detained after enforcement of naval blockade — Pillaging and unlawfully destroying, appropriating or seizing property — Crimes against humanity — Contextual element of widespread or systematic attack against any civilian population — Person hors de combat in law of armed conflict and international criminal law — Whether criminal investigation to be instigated — Whether sufficient reason to believe crime committed to detriment of German and non-German nationalsInternational criminal law — War crimes — Crimes against humanity — Law of armed conflict — Armed conflict at sea — Humanitarian assistance and peacekeeping missions — Wilfully causing great suffering and serious injury to body or health — Deportation and forcible transfer — Humiliating and degrading treatment — Unjustifiably delaying return home of a person detained after enforcement of naval blockade — Pillaging and unlawfully destroying, appropriating or seizing property — Crimes against humanity — Contextual element of widespread or systematic attack against any civilian population — Person hors de 489combat — Whether criminal investigation to be instigated — Whether sufficient reason to believe crime committed to detriment of German and non-German nationalsSea — Armed conflict at sea — Treaties — Customary international law — Right to a naval blockade — Legal prerequisites — Status of merchant vessel breaching naval blockade — Status of goods on merchant vessel breaching naval blockade — Contraband — Enforcement of naval blockade on high seas — Naval blockade in law of armed conflict — Whether power to impose a naval blockade applicable — Whether criminal investigation to be instigated — Whether sufficient reason to believe crime committed to detriment of German and non-German nationalsJurisdiction — Universal jurisdiction — Extraterritorial jurisdiction in case of attack on marine traffic — Passive personality principle — Law of Germany including discretion not to exercise universal jurisdiction — Immunity from foreign criminal jurisdiction — The law of Germany

The Solar-Hydrogen Fuel-Cell Home located at the United States Merchant Marine Academy, one of America’s five federal service academies, is believed to be the first of its kind in New York State and perhaps the nation. It represents a synergy of alternative-energy equipment that uses the sun’s energy to create electricity to power the home or surrounding community. Furthermore, it creates hydrogen gas that can be used as a fuel for a variety of applications. The hydrogen produced has two main purposes. First, the hydrogen supplies a fuel cell that produces electricity for the home in the evenings or during days when it is cloudy. Second, the hydrogen can be used to fill up the fuel tank of an environmentally friendly hydrogen-powered automobile after a typical day of operation. There are three primary objectives of this paper. The first objective is to provide a technical overview of the home’s energy systems. This includes an overview of the various monitoring devices, followed by a discussion on how these types of energy systems can help meet the needs of sustainability and energy independence. Building upon this information, the second objective is to perform an analysis of the current system configuration, including the solar array capacity, fuel cell size, and quantity of hydrogen that can be produced versus what is required for the home to be energy self-sufficient. The third objective is to explore existing maritime and military applications and to suggest future applications that may stem from research of this cutting-edge Solar-Hydrogen Fuel-Cell Home and research platform.

Introduction“From every kind of man obedience I expect; I’m the Emperor of Japan.” (“Miyasama,” from Gilbert and Sullivan’s musical The Mikado, 1885)This commentary is facilitated by—surprisingly resilient—oriental stereotypes of an imagined Japan (think of Oscar Wilde’s assertion, in 1889, that Japan was a European invention). During the Victorian era, in Britain, there was a craze for all things oriental, particularly ceramics and “there was a craze for all things Japanese and no middle class drawing room was without its Japanese fan or teapot.“ (V&A Victorian). These pastoral depictions of the ‘oriental life’ included the figures of men and women in oriental garb, with fans, stilt shoes, kimono-like robes, and appropriate headdresses, engaging in garden-based activities, especially tea ceremony variations (Landow). In fact, tea itself, and the idea of a ceremony of serving it, had taken up a central role, even an obsession in middle- and upper-class Victorian life. Similarly, landscapes with wild seas, rugged rocks and stunted pines, wizened monks, pagodas and temples, and particular fauna and flora (cranes and other birds flying through clouds of peonies, cherry blossoms and chrysanthemums) were very popular motifs (see Martin and Koda). Rather than authenticity, these designs heightened the Western-based romantic stereotypes associated with a stylised form of Japanese life, conducted sedately under rule of the Japanese Imperial Court. In reality, prior to the Meiji period (1868–1912), the Emperor was largely removed from everyday concerns, residing as an isolated, holy figure in Kyoto, the traditional capital of Japan. Japan was instead ruled from Edo (modern day Tokyo) led by the Shogun and his generals, according to a strict Confucian influenced code (see Keene). In Japan, as elsewhere, the presence of feudal-style governance includes policies that determine much of everyday life, including restrictions on clothing (Rall 169). The Samurai code was no different, and included a series of protocols that restricted rank, movement, behaviour, and clothing. As Vincent has noted in the case of the ‘lace tax’ in Great Britain, these restrictions were designed to punish those who seek to penetrate the upper classes through their costume (28-30). In Japan, pre-Meiji sumptuary laws, for example, restricted the use of gold, and prohibited the use of a certain shade of red by merchant classes (V&A Kimono).Therefore, in the governance of pre-globalised societies, the importance of clothing and textile is evident; as Jones and Stallybrass comment: We need to understand the antimatedness of clothes, their ability to “pick up” subjects, to mould and shape them both physically and socially—to constitute subjects through their power as material memories […] Clothing is a worn world: a world of social relations put upon the wearer’s body. (2-3, emphasis added)The significant re-imagining of Japanese cultural and national identities are explored here through the cataclysmic impact of Western ideologies on Japanese cultural traditions. There are many ways to examine how indigenous cultures respond to European, British, or American (hereafter Western) influences, particularly in times of conflict (Wilk). Western ideology arrived in Japan after a long period of isolation (during which time Japan’s only contact was with Dutch traders) through the threat of military hostility and war. It is after this outside threat was realised that Japan’s adoption of military and industrial practices begins. The re-imagining of their national identity took many forms, and the inclusion of a Western-style military costuming as a schoolboy uniform became a highly visible indicator of Japan’s mission to protect its sovereign integrity. A brief history of Japan’s rise from a collection of isolated feudal states to a unified military power, in not only the Asian Pacific region but globally, demonstrates the speed at which they adopted the Western mode of warfare. Gunboats on Japan’s ShorelinesJapan was forcefully opened to the West in the 1850s by America under threat of First Name Perry’s ‘gunboat diplomacy’ (Hillsborough 7-8). Following this, Japan underwent a rapid period of modernisation, and an upsurge in nationalism and military expansion that was driven by a desire to catch up to the European powers present in the Pacific. Noted by Ian Ferguson in Civilization: The West and the Rest, Unsure, the Japanese decided […] to copy everything […] Japanese institutions were refashioned on Western models. The army drilled like Germans; the navy sailed like Britons. An American-style system of state elementary and middle schools was also introduced. (221, emphasis added)This was nothing short of a wide-scale reorganisation of Japan’s entire social structure and governance. Under the Emperor Meiji, who wrested power from the Shogunate and reclaimed it for the Imperial head, Japan steamed into an industrial revolution, achieving in a matter of years what had taken Europe over a century.Japan quickly became a major player-elect on the world stage. However, as an island nation, Japan lacked the essentials of both coal and iron with which to fashion not only industrial machinery but also military equipment, the machinery of war. In 1875 Japan forced Korea to open itself to foreign (read: Japanese) trade. In the same treaty, Korea was recognised as a sovereign nation, separate from Qing China (Tucker 1461). The necessity for raw materials then led to the Sino-Japanese War (1894–95), a conflict between Japan and China that marked the emergence of Japan as a major world power. The Korean Peninsula had long been China’s most important client state, but its strategic location adjacent to the Japanese archipelago, and its natural resources of coal and iron, attracted Japan’s interest. Later, the Russo-Japanese War (1904–05), allowed a victorious Japan to force Russia to abandon its expansionist policy in the Far East, becoming the first Asian power in modern times to defeat a European power. The Russo-Japanese War developed out of the rivalry between Russia and Japan for dominance in Korea and Manchuria, again in the struggle for natural resources (Tucker 1534-46).Japan’s victories, together with the county’s drive for resources, meant that Japan could now determine its role within the Asia-Pacific sphere of influence. As Japan’s military, and their adoption of Westernised combat, proved effective in maintaining national integrity, other social institutions also looked to the West (Ferguson 221). In an ironic twist—while Victorian and Continental fashion was busy adopting the exotic, oriental look (Martin and Koda)—the kimono, along with other essentials of Japanese fashions, were rapidly altered (both literally and figuratively) to suit new, warlike ideology. It should be noted that kimono literally means ‘things that you wear’ and which, prior to exposure to Western fashions, signified all worn clothing (Dalby 65-119). “Wearing Things” in Westernised JapanAs Japan modernised during the late 1800s the kimono was positioned as symbolising barbaric, pre-modern, ‘oriental’ Japan. Indeed, on 17 January 1887 the Meiji Empress issued a memorandum on the subject of women’s clothing in Japan: “She [the Empress] believed that western clothes were in fact closer to the dress of women in ancient Japan than the kimonos currently worn and urged that they be adopted as the standard clothes of the reign” (Keene 404). The resemblance between Western skirts and blouses and the simple skirt and separate top that had been worn in ancient times by a people descended from the sun goddess, Amaterasu wo mikami, was used to give authority and cultural authenticity to Japan’s modernisation projects. The Imperial Court, with its newly ennobled European style aristocrats, exchanged kimono silks for Victorian finery, and samurai armour for military pomp and splendour (Figure 1).Figure 1: The Meiji Emperor, Empress and Crown Prince resplendent in European fashions on an outing to Asukayama Park. Illustration: Toyohara Chikanobu, circa 1890.It is argued here that the function of a uniform is to prepare the body for service. Maids and butlers, nurses and courtesans, doctors, policemen, and soldiers are all distinguished by their garb. Prudence Black states: “as a technology, uniforms shape and code the body so they become a unit that belongs to a collective whole” (93). The requirement to discipline bodies through clothing, particularly through uniforms, is well documented (see Craik, Peoples, and Foucault). The need to distinguish enemies from allies on the battlefield requires adherence to a set of defined protocols, as referenced in military fashion compendiums (see Molloy). While the postcolonial adoption of Western-based clothing reflects a new form of subservience (Rall, Kuechler and Miller), in Japan, the indigenous garments were clearly designed in the interests of ideological allegiance. To understand the Japanese sartorial traditions, the kimono itself must be read as providing a strong disciplinary element. The traditional garment is designed to represent an upright and unbending column—where two meters of under bindings are used to discipline the body into shape are then topped with a further four meters of a stiffened silk obi wrapped around the waist and lower chest. To dress formally in such a garment requires helpers (see Dalby). The kimono both constructs and confines the women who wear it, and presses them into their roles as dutiful, upper-class daughters (see Craik). From the 1890s through to the 1930s, when Japan again enters a period of militarism, the myth of the kimono again changes as it is integrated into the build-up towards World War II.Decades later, when Japan re-established itself as a global economic power in the 1970s and 1980s, the kimono was re-authenticated as Japan’s ‘traditional’ garment. This time it was not the myth of a people descended from solar deities that was on display, but that of samurai strength and propriety for men, alongside an exaggerated femininity for women, invoking a powerful vision of Japanese sartorial tradition. This reworking of the kimono was only possible as the garment was already contained within the framework of Confucian family duty. However, in the lead up to World War II, Japanese military advancement demanded of its people soldiers that could win European-style wars. The quickest solution was to copy the military acumen and strategies of global warfare, and the costumes of the soldiery and seamen of Europe, including Great Britain (Ferguson). It was also acknowledged that soldiers were ‘made not born’ so the Japanese educational system was re-vamped to emulate those of its military rivals (McVeigh). It was in the uptake of schoolboy uniforms that this re-imagining of Japanese imperial strength took place.The Japanese Schoolboy UniformCentral to their rapid modernisation, Japan adopted a constitutional system of education that borrowed from American and French models (Tipton 68-69). The government viewed education as a “primary means of developing a sense of nation,” and at its core, was the imperial authorities’ obsession with defining “Japan and Japaneseness” (Tipton 68-69). Numerous reforms eventually saw, after an abolition of fees, nearly 100% attendance by both boys and girls, despite a lingering mind-set that educating women was “a waste of time” (Tipton 68-69). A boys’ uniform based on the French and Prussian military uniforms of the 1860s and 1870s respectively (Kinsella 217), was adopted in 1879 (McVeigh 47). This jacket, initially with Prussian cape and cap, consists of a square body, standing mandarin style collar and a buttoned front. It was through these education reforms, as visually symbolised by the adoption of military style school uniforms, that citizen making, education, and military training became interrelated aspects of Meiji modernisation (Kinsella 217). Known as the gakuran (gaku: to study; ran: meaning both orchid, and a pun on Horanda, meaning Holland, the only Western country with trading relations in pre-Meiji Japan), these jackets were a symbol of education, indicating European knowledge, power and influence and came to reflect all things European in Meiji Japan. By adopting these jackets two objectives were realised:through the magical power of imitation, Japan would, by adopting the clothing of the West, naturally rise in military power; and boys were uniformed to become not only educated as quasi-Europeans, but as fighting soldiers and sons (suns) of the nation.The gakuran jacket was first popularised by state-run schools, however, in the century and a half that the garment has been in use it has come to symbolise young Japanese masculinity as showcased in campus films, anime, manga, computer games, and as fashion is the preeminent garment for boybands and Japanese hipsters.While the gakuran is central to the rise of global militarism in Japan (McVeigh 51-53), the jacket would go on to form the basis of the Sun Yat Sen and Mao Suits as symbols of revolutionary China (see McVeigh). Supposedly, Sun Yat Sen saw the schoolboy jacket in Japan as a utilitarian garment and adopted it with a turn down collar (Cumming et al.). For Sun Yat Sen, the gakuran was the perfect mix of civilian (school boy) and military (the garment’s Prussian heritage) allowing him to walk a middle path between the demands of both. Furthermore, the garment allowed Sun to navigate between Western style suits and old-fashioned Qing dynasty styles (Gerth 116); one was associated with the imperialism of the National Products Movement, while the other represented the corruption of the old dynasty. In this way, the gakuran was further politicised from a national (Japanese) symbol to a global one. While military uniforms have always been political garments, in the late 1800s and early 1900s, as the world was rocked by revolutions and war, civilian clothing also became a means of expressing political ideals (McVeigh 48-49). Note that Mahatma Ghandi’s clothing choices also evolved from wholly Western styles to traditional and emphasised domestic products (Gerth 116).Mao adopted this style circa 1927, further defining the style when he came to power by adding elements from the trousers, tunics, and black cotton shoes worn by peasants. The suit was further codified during the 1960s, reaching its height in the Cultural Revolution. While the gakuran has always been a scholarly black (see Figure 2), subtle differences in the colour palette differentiated the Chinese population—peasants and workers donned indigo blue Mao jackets, while the People’s Liberation Army Soldiers donned khaki green. This limited colour scheme somewhat paradoxically ensured that subtle hierarchical differences were maintained even whilst advocating egalitarian ideals (Davis 522). Both the Sun Yat Sen suit and the Mao jacket represented the rejection of bourgeois (Western) norms that objectified the female form in favour of a uniform society. Neo-Maoism and Mao fever of the early 1990s saw the Mao suit emerge again as a desirable piece of iconic/ironic youth fashion. Figure 2: An example of Gakuran uniform next to the girl’s equivalent on display at Ichikawa Gakuen School (Japan). Photo: Emerald King, 2015.There is a clear and vital link between the influence of the Prussian style Japanese schoolboy uniform on the later creation of the Mao jacket—that of the uniform as an integral piece of worn propaganda (Atkins).For Japan, the rapid deployment of new military and industrial technologies, as well as a sartorial need to present her leaders as modern (read: Western) demanded the adoption of European-style uniforms. The Imperial family had always been removed from Samurai battlefields, so the adoption of Western military costume allowed Japan’s rulers to present a uniform face to other global powers. When Japan found itself in conflict in the Asia Pacific Region, without an organised military, the first requirement was to completely reorganise their system of warfare from a feudal base and to train up national servicemen. Within an American-style compulsory education system, the European-based curriculum included training in mathematics, engineering and military history, as young Britons had for generations begun their education in Greek and Latin, with the study of Ancient Greek and Roman wars (Bantock). It is only in the classroom that ideological change on a mass scale can take place (Reference Please), a lesson not missed by later leaders such as Mao Zedong.ConclusionIn the 1880s, the Japanese leaders established their position in global politics by adopting clothing and practices from the West (Europeans, Britons, and Americans) in order to quickly re-shape their country’s educational system and military establishment. The prevailing military costume from foreign cultures not only disciplined their adopted European bodies, they enforced a new regime through dress (Rall 157-174). For boys, the gakuran symbolised the unity of education and militarism as central to Japanese masculinity. Wearing a uniform, as many authors suggest, furthers compliance (Craik, Nagasawa Kaiser and Hutton, and McVeigh). As conscription became a part of Japanese reality in World War II, the schoolboys just swapped their military-inspired school uniforms for genuine military garments.Re-imagining a Japanese schoolboy uniform from a European military costume might suit ideological purposes (Atkins), but there is more. The gakuran, as a uniform based on a close, but not fitted jacket, was the product of a process of advanced industrialisation in the garment-making industry also taking place in the 1800s:Between 1810 and 1830, technical calibrations invented by tailors working at the very highest level of the craft [in Britain] eventually made it possible for hundreds of suits to be cut up and made in advance [...] and the ready-to-wear idea was put into practice for men’s clothes […] originally for uniforms for the War of 1812. (Hollander 31) In this way, industrialisation became a means to mass production, which furthered militarisation, “the uniform is thus the clothing of the modern disciplinary society” (Black 102). There is a perfect resonance between Japan’s appetite for a modern military and their rise to an industrialised society, and their conquests in Asia Pacific supplied the necessary material resources that made such a rapid deployment possible. The Japanese schoolboy uniform was an integral part of the process of both industrialisation and militarisation, which instilled in the wearer a social role required by modern Japanese society in its rise for global power. Garments are never just clothing, but offer a “world of social relations put upon the wearer’s body” (Jones and Stallybrass 3-4).Today, both the Japanese kimono and the Japanese schoolboy uniform continue to interact with, and interrogate, global fashions as contemporary designers continue to call on the tropes of ‘military chic’ (Tonchi) and Japanese-inspired clothing (Kawamura). References Atkins, Jaqueline. Wearing Propaganda: Textiles on the Home Front in Japan, Britain, and the United States. Princeton: Yale UP, 2005.Bantock, Geoffrey Herman. Culture, Industrialisation and Education. London: Routledge & K. Paul, 1968.Black, Prudence. “The Discipline of Appearance: Military Style and Australian Flight Hostess Uniforms 1930–1964.” Fashion & War in Popular Culture. Ed. Denise N. Rall. Bristol: Intellect/U Chicago P, 2014. 91-106.Craik, Jenifer. Uniforms Exposed: From Conformity to Transgression. Oxford: Berg, 2005.Cumming, Valerie, Cecil Williet Cunnington, and Phillis Emily Cunnington. “Mao Style.” The Dictionary of Fashion History. Eds. Valerie Cumming, Cecil Williet Cunnington, and Phillis Emily Cunnington. Oxford: Berg, 2010.Dalby, Liza, ed. Kimono: Fashioning Culture. London: Vintage, 2001.Davis, Edward L., ed. Encyclopaedia of Contemporary Chinese Culture. London: Routledge, 2005.Dees, Jan. Taisho Kimono: Speaking of Past and Present. Milan: Skira, 2009.Ferguson, N. Civilization: The West and the Rest. London: Penguin, 2011.Foucault, Michel. Discipline and Punish: The Birth of the Prison. Trans. Alan Sheridan. London: Penguin, 1997. Gerth, Karl. China Made: Consumer Culture and the Creation of the Nation, Cambridge: East Asian Harvard Monograph 224, 2003.Gilbert, W.S., and Arthur Sullivan. The Mikado or, The Town of Titipu. 1885. 16 Nov. 2015 ‹http://math.boisestate.edu/gas/mikado/mk_lib.pdf›. Hillsborough, Romulus. Samurai Revolution: The Dawn of Modern Japan Seen through the Eyes of the Shogun's Last Samurai. Vermont: Tuttle, 2014.Jones, Anne R., and Peter Stallybrass, Renaissance Clothing and the Materials of Memory. Cambridge: Cambridge UP, 2000.Keene, Donald. Emperor of Japan: Meiji and His World, 1852-1912. New York: Columbia UP, 2002.King, Emerald L. “Schoolboys and Kimono Ladies.” Presentation to the Un-Thinking Asian Migrations Conference, University of Otago, Dunedin, New Zealand, 24-26 Aug. 2014. Kinsella, Sharon. “What’s Behind the Fetishism of Japanese School Uniforms?” Fashion Theory 6.2 (2002): 215-37. Kuechler, Susanne, and Daniel Miller, eds. Clothing as Material Culture. Oxford: Berg, 2005.Landow, George P. “Liberty and the Evolution of the Liberty Style.” 22 Aug. 2010. ‹http://www.victorianweb.org/art/design/liberty/lstyle.html›.Martin, Richard, and Harold Koda. Orientalism: Vision of the East in Western Dress. New York: Metropolitan Museum of Art, 1994.McVeigh, Brian J. Wearing Ideology: State, Schooling, and Self-Presentation in Japan. Oxford: Berg, 2000.Molloy, John. Military Fashion: A Comparative History of the Uniforms of the Great Armies from the 17th Century to the First World War. New York: Putnam, 1972.Peoples, Sharon. “Embodying the Military: Uniforms.” Critical Studies in Men’s Fashion 1.1 (2014): 7-21.Rall, Denise N. “Costume & Conquest: A Proximity Framework for Post-War Impacts on Clothing and Textile Art.” Fashion & War in Popular Culture, ed. Denise N. Rall. Bristol: Intellect/U Chicago P, 2014. 157-74. Tipton, Elise K. Modern Japan: A Social and Political History. 3rd ed. London: Routledge, 2016.Tucker, Spencer C., ed. A Global Chronology of Conflict: From the Ancient World to the Modern Middle East. Santa Barbara, CA: ABC-CLIO, 2013.V&A Kimono. Victoria and Albert Museum. “A History of the Kimono.” 2004. 2 Oct. 2015 ‹http://www.vam.ac.uk/content/articles/h/a-history-of-the-kimono/›.V&A Victorian. Victoria and Albert Museum. “The Victorian Vision of China and Japan.” 10 Nov. 2015 ‹http://www.vam.ac.uk/content/articles/t/the-victorian-vision-of-china-and-japan/›.Vincent, Susan J. The Anatomy of Fashion: Dressing the Body from the Renaissance to Today. Berg: Oxford, 2009.Wilde, Oscar. “The Decay of Lying.” 1889. In Intentions New York: Berentano’s 1905. 16 Nov. 2015 ‹http://virgil.org/dswo/courses/novel/wilde-lying.pdf›. Wilk, Richard. “Consumer Goods as a Dialogue about Development.” Cultural History 7 (1990) 79-100.

NOTE: This article was published in a former series of GEUS Bulletin. Please use the original series name when citing this article, for example: Henriksen, N. (1998). North-East Greenland 1997–1998: a new 1:500 000 mapping project in the Caledonian fold belt (72°–75°N). Geology of Greenland Survey Bulletin, 180, 119-127. https://doi.org/10.34194/ggub.v180.5095 _______________ The Geological Survey of Denmark and Greenland (GEUS) continued in 1997 the systematic geological mapping programme for the 1:500 000 regional map series, with initiation of field work on sheet no. 11, which covers part of North-East Greenland. Of the 14 planned map sheets at 1:500 000 which will cover all of Greenland, 11 have been published, and one additional sheet for which field work has been completed is under compilation. Only two areas of Greenland are not yet covered by map sheets of this series: part of North-West Greenland (sheet no 6) and the target for the present project in North-East Greenland (sheet no. 11). The field work for the latter sheet is planned for two seasons, with the first season completed in 1997 and the second and final season to follow in 1998. The map sheet (no. 11) covers the region between Kong Oscar Fjord and the Stauning Alper in the south (72°N) and Kuhn Ø and Grandjean Fjord in the north (75°N, Fig. 1). The western part of this region is dominated by crystalline complexes of the East Greenland Caledonian fold belt. A post-Caledonian sequence of Upper Palaeozoic and Mesozoic sediments and Tertiary plateau basalts and intrusions covers the eastern part of the region. This article focuses on the Caledonian geology, whereas results from the work in the post-Caledonian sediments are described in the article by Stemmerik et al. (1998, this volume). The new Survey work for map sheet 11 represents a reinvestigation of areas extensively studied by geologists of Lauge Koch’s expeditions to East Greenland (1926–58), the principal results of which were compiled by John Haller for the 1:250 000 map sheets covering the region 72°–76°N (Koch & Haller 1971) and incorporated into an impressive regional description of the East Greenland Caledonides (Haller 1971). The Scoresby Sund region to the south of latitude 72°N and the Dove Bugt region to the north of latitude 75°N have already been investigated by the Geological Survey of Greenland (Henriksen 1986, 1997; Higgins 1994) as part of the present ongoing 1:500 000 regional mapping programme. The 1997–1998 mapping project will fill the last remaining gap in the Survey’s 1:500 000 coverage of North-East Greenland. All of North-East Greenland is covered by a set of wide angle black and white vertical aerial photographs taken in the period 1978–87 from an altitude of c. 14 km. On the basis of these aerial photographs and ground control points established by Kort- og Matrikelstyrelsen (National Survey and Cadastre – formerly the Geodetic Institute), new topographical maps of the entire region 72°–75°N, at a scale of 1:100 000, with 100 m contours, are being drawn at the Survey and will serve as a basis for the field investigations and the subsequent geological map compilations. Drawing of the topographic maps in the Survey´s photogrammetric laboratory is combined with photogeological interpretation both prior to and following the field investigations. In addition to establishing a general overview of the regional geology, the project includes activities aimed at supplementing knowledge of the economic potential of the region, in respect to both minerals (Harpøth et al. 1986) and hydrocarbons (Christiansen et al. 1992; Stemmerik et al. 1997). The field work co-ordinated by the Survey included co-operation with a geophysicist from the Alfred Wegener Institute for Polar and Marine Research (AWI), Bremerhaven, who undertook rock magnetic investigations to facilitate interpretation of an AWI aeromagnetic survey, and four Norwegian sedimentologists from Saga Petroleum whose work was integrated with a Survey group working with Mesozoic sediments (Stemmerik et al. 1998, this volume). Logistic support was also given to three groups of geologists from the University of Oslo and three geologists from Massachussetts Institute of Technology, with whom agreements on scientific co-operation had been arranged in advance. Some aspects of the project are based on funding from the Danish National Science Foundation and Carlsberg Foundation, with support for special research topics concerning the pre-Caledonian basement terrain, Caledonian metamorphism, and studies of Upper Proterozoic carbonate sediments. The field investigations in 1997 were carried out during a seven week field season between early July and late August with participation of a total of 38 persons, including 32 geologists (Henriksen 1998). The work was supported by two helicopters and a small, fixed wing, Twin Otter aircraft, which operated from Mestersvig, a former airport which is kept open for limited special operations by the military sledge patrol Sirius. The GEUS group benefitted substantially from base facilities at Mestersvig, organised and manned by the Danish Polar Center (DPC). Transport between Mestersvig and Denmark was carried out by the Royal Danish Air Force (RDAF) using a C-130 Hercules aircraft.