Relevant bibliographies by topics / Navire marchand

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Navire marchand'

Author: Grafiati
Published: 4 June 2021
Last updated: 3 February 2022

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Journal articles on the topic "Navire marchand"

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Mutgé i Vives, Josefina. "Contribució a l'estudi del comerç al Mediterrani Occidental en el segle XIV: l'atac piràtic a la coca d'Esteve Bordell." Anuario de Estudios Medievales 24, no. 1 (April 2, 2020): 465. http://dx.doi.org/10.3989/aem.1994.v24.985.

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L'article étudie la prise perpétrée par des pirates Génois en août 1322 du navire d'Esteve Bordell, marchand et citoyen Barcelonais, lorsqu'il retournait de Chypre, chargé de marchandises destinées à Barcelone. Dans l'article on analyse aussi la répercussion diplomatique de cet événement et les negociations ardues arrangées par les "consellers" barcelonais pour ob­tenir des Génois la restitution des dommages et intérêts.
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Nordman, Daniel. "La mémoire d'un captif." Annales. Histoire, Sciences Sociales 41, no. 6 (December 1986): 1397–418. http://dx.doi.org/10.3406/ahess.1986.283356.

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Il arrive qu'un beau livre soit d'abord un récit. Voici alors, au début du XVIIIesiècle, un gamin d'Anglais qui, à l'école de Penryn, en Cornouailles, ne goûte guère la sévérité de son maître. Il préfère bientôt suivre son oncle qui commande à bord d'un navire marchand à destination de Gênes. Courte expérience : à son retour, le bateau, au large de la Galice, est pris par les corsaires de Salé. Amenés au Maroc, les prisonniers sont conduits à Meknès. L'enfant — comme tous les captifs de cette époque — est remis au sultan Moulay Ismaïl. Il finit par se convertir — malgré lui, précise-t-il — , apprend la langue et l'écriture arabes. Il est, à nouveau, retiré de l'école et chargé des jardins, puis, au service d'une des reines, des clefs des appartements royaux. Le portier gagne la confiance du sultan.
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Heers, Jacques. "Gênes et l’Afrique du Nord Vers 1450: les voyages «per costeriam»." Anuario de Estudios Medievales 21, no. 1 (April 2, 2020): 233. http://dx.doi.org/10.3989/aem.1991.v21.1109.

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Toutes les nations maritimes de la rive Nord de la Méditerranée s'intéressent au commerce avec le Maghreb et y exercent diverses activités. Mais toutes n'agissent pas de la même façon et la ville de Gênes semble, dans ce secteur, avoir suivi une politique très particulière. Les trafics entre Gênes et le Maghreb bénéficiaient, au XVème siècle, d'une sorte de paix: peu d'actes de piraterie, peu de représailles, peu de captures d'esclaves; dans Gênes, les esclaves en provenance du Maghreb sont très rares et les marchands ou patrons de navires s'emploient volontiers aux rachats des captifs. L'originalité du système de navigation réside dans les voyages que les notaires appellent «per costeriam»; c’est à dire, de longs pépriples maritimes qui, pour de très gros navires, vont directement d'Angleterre en Orient (ou réciproquement) en lon­geant la côte d'Afrique, sans remonter vers le Nord et faire escale à Gênes: économie de temps et d'argent. Pour ces voyages le parran de navire dispose d'une très grande initiative et assume de grandes responsabilités: navigation, chargements et décharge­ments des balles de marchandises (en particulier des draps englais), mais aussi et surtout ventes de ces produits. Ceci implique un nombre important d'escales sur le littoral du Maghreb (parfois au large d'une simple plage) et, aussi, la fréquentation de nombreux marchés ou de négociants musulmans. Ces trafics «per costeriam» sont de véritables aventures et les capitaines des navires y ont acquis une grande expérience des mers, des côtes, des populations étrangères à leur monde chrétien.
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Bosher, J. F. "Sept grands marchands catholiques français participant au commerce avec la Nouvelle-France (1660-1715)." Revue d'histoire de l'Amérique française 48, no. 1 (August 26, 2008): 3–27. http://dx.doi.org/10.7202/305298ar.

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RÉSUMÉ Pendant le règne de Louis XIV, sept grands marchands français de religion catholique s'imposèrent dans le commerce avec la Nouvelle-France à un moment où les marchands huguenots armaient de moins en moins de navires. On a souvent exagéré le rôle de ces derniers marchands pendant cette période, et il est probable que leur importance ait diminué à la suite des persécutions dont ils ont été victimes pendant les guerres de 1689 à 1713. En effet, la monarchie se montrait très méfiante à leur égard, une situation dont les marchands catholiques ont pu bénéficier. D'origine modeste, les sept marchands catholiques qui sont l'objet de notre étude ont été favorisés par cinq facteurs : des mariages avantageux, des relations solides de famille ou d'affaires outre-Atlantique, des rapports étroits avec des membres du clergé ou des officiers métropolitains (dans un cas au moins) et des occasions d'affaires issues des guerres de Louis XIV. Malheureusement, ces marchands subirent de lourdes pertes financières, assez fréquentes en ces années, car les Bourbons ne payaient pas toujours leurs dettes.
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Clochard, Olivier. "Enfermés à bord des navires de la marine marchande." Annales de géographie 702-703, no. 2 (2015): 185. http://dx.doi.org/10.3917/ag.702.0185.

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Srinivas, K. "An explicit spatial marching algorithm for Navier-Stokes equations." Computers & Fluids 21, no. 2 (April 1992): 291–99. http://dx.doi.org/10.1016/0045-7930(92)90026-r.

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Kwon, O. K. "Navier–Stokes Solution for Steady Two-Dimensional Transonic Cascade Flows." Journal of Turbomachinery 110, no. 3 (July 1, 1988): 339–46. http://dx.doi.org/10.1115/1.3262202.

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A robust, time-marching Navier–Stokes solution procedure based on the explicit hopscotch method is presented for solution of steady, two-dimensional, transonic turbine cascade flows. The method is applied to the strong conservation form of the unsteady Navier–Stokes equations written in arbitrary curvilinear coordinates. Cascade flow solutions are obtained on an orthogonal, body-conforming “O” grid with the standard k–ε turbulence model. Computed results are presented and compared with experimental data.
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Davis, R. L., D. E. Hobbs, and H. D. Weingold. "Prediction of Compressor Cascade Performance Using a Navier–Stokes Technique." Journal of Turbomachinery 110, no. 4 (October 1, 1988): 520–31. http://dx.doi.org/10.1115/1.3262226.

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An explicit, time marching, multiple-grid Navier–Stokes technique is demonstrated for the prediction of quasi-three-dimensional turbomachinery compressor cascade performance over the entire incidence range. A numerical investigation has been performed in which the present Navier–Stokes procedure was used to analyze a series of compressor cascade viscous flows for which corresponding experimental data are available. Results from these calculations show that the current viscous flow procedure is capable of predicting cascade profile loss and airfoil pressure distributions with high accuracy. The results from this numerical investigation in the form of comparisons between the predicted profile loss, exit gas angle, and pressure distributions with experimental data are presented in this paper. Results from a grid refinement study are also shown to demonstrate that the Navier–Stokes solutions are grid independent.
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Liu, Xuezong, and R. H. Pletcher. "A Coupled Marching Procedure for the Partially Parabolized Navier-Stokes Equations." Numerical Heat Transfer, Part B: Fundamentals 10, no. 6 (1986): 539–56. http://dx.doi.org/10.1080/10407798608552523.

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Liu, Xuezong, and R. H. Pletcher. "A COUPLED MARCHING PROCEDURE FOR THE PARTIALLY PARABOLIZED NAVIER-STOKES EQUATIONS." Numerical Heat Transfer 10, no. 6 (December 1986): 539–56. http://dx.doi.org/10.1080/10407788608913534.

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Dissertations / Theses on the topic "Navire marchand"

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Darbès, Olivier. "L'escale du navire marchand." Thesis, Aix-Marseille 3, 2011. http://www.theses.fr/2011AIX32042.

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L’expédition maritime peut se diviser en deux phases complémentaires, et dépendantes l’une de l’autre. Sans ordre de primauté on peut observer une période qui voit le navire en mer et une période qui voit le navire à quai. Chacune de ces phases sont tour à tour le précédent et le corollaire de l’autre. Le navire marchand ne saurait naviguer sans faire escale, et ne saurait faire escale sans avoir navigué.Pourtant face à ce qui semble une évidence, la chronologie des faits dans sa réalisation, ne permet pas aisément d’arrêter la fin de la navigation et de faire débuter la période de l’escale. Les règlementations internationales et locales qui régissent le transport maritime influencent l’approche du navire marchand vers le port d’escale, son accueil une fois accosté, et ses activités commerciales. Ces mêmes activités qui seront à leur tour encadrées par un contexte contractuel particulier, le concours d’intervenants, tant publics que privés, qui auront néanmoins le même objectif : que le navire et sa marchandise soient en sécurité une fois à quai.Mais l’escale du navire marchand se trouve être également un théâtre où des évènements parfois inattendus se produisent et viennent bouleverser les opérations prévues, retarder le navire dans ses manœuvres, ou tout simplement l’empêcher de repartir du port.Les différentes phases de l’escale, les règlements, les contrats qui s’y attachent, et ceux qui les exécutent ainsi que tous les évènements, parfois fortuits, qui peuvent se produire durant le séjour du navire marchand dans le port, amènent à nous demander s’il existe une unité dans la notion d’escale du navire marchand
Maritime forwarding can be divided into two complementary phases, and dependent one on the other. Without order of primacy we can observe one period which sees the ship at sea and a period which sees the ship at quay. Each one of these phases are in turn the precedent and the corollary of the other. The trading vessel could not sail without making call, and could not make call without have sailed. However in front of what seems obviousness, the chronology of the facts in its realization, does not easily to permit to determine the end of navigation and to make begin the period of the call. The international and local regulations which govern the maritime transport influence the approach of the trading vessel towards the port of call, its reception once she is accosted, and its commercial activities. These same activities which will be in their turn framed by a particular contractual context, the intervention of some participants, as well public as private, who will have nevertheless the same objective: that the ship and its goods are in safety once at quay. But the stopover of the trading vessel is being also a theatre where sometimes unexpected events occur and come to upset the operations envisaged, to delay the ship in its operations, or quite simply to prevent it from setting out of the port. The various phases of the stopover, the regulations, the contracts which are in relation with, and those which carry out them, as all the events, sometimes fortuitous, which can occur during the stay of the trading vessel in the port, bring to ask to us whether there exists a unit in the concept of stopover of the trading vessel
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Bauducco, Laure. "Le rôle stratégique du navire marchand du moyen-âge à nos jours." Aix-Marseille 3, 1999. http://www.theses.fr/1999AIX32001.

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En certaines occasions, le navire marchand peut se voir attribuer des competences debordant largement du domaine purement commercial. Il devient alors instrument strategique de la nation, soit pour des missions militaires, soit pour des missions de service public. Ce phenomene n'est pas nouveau, et le moyen-age apporte les preuves du role strategique deja joue a cette epoque par le navire marchand. Ce travail a pour objet de traiter dans une premiere partie des exemples d'utilisation de navire marchand a des fins autres que commerciales, et ce depuis le moyen-age en france, puis d'analyser les differents moyens juridiques de mise en oeuvre de ces batiments prives par l'etat. L'objectif est de demontrer l'importance du role strategique tenu par le navire marchand depuis la naissance de la marine en france, et d'insister sur le fait que ce role est toujours d'actualite
On several occasions the merchant ship can be allocated some powers exceeding the trade field. Then it becomes a national strategic instrument either for military missions or public ones. This is far from being a new phenomenon and the middle-age provides many evidences of the strategic role played then by the merchant ship. This work intends to deal first with the uses of merchant ships since the middle-age in france for extracommercial purposes and in a second part to analyse the different judicial means used by the state to launch these private vessels. The aim is to show the importance of the strategic role played by the merchant ship since the beggining of the navy in france, and to stress the fact that this role is still with us
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Butaeye, Étienne. "La maîtrise des compétences de l'équipage du navire marchand pour la prévention des dommages : une prérogative de l'armateur." Thesis, Aix-Marseille, 2019. http://www.theses.fr/2019AIXM0169/document.

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La complexité de la conduite du navire marchand impose aux opérateurs d’avoir de nombreuses connaissances dans différents domaines. La standardisation de la formation maritime au niveau international par la convention STCW est un élément qui participe à garantir de leur capacité à conduire l’expédition maritime. Mais il n’est pas suffisant. L’armateur est l’acteur clé dans ce domaine. Son investissement dans le maintien et le développement des connaissances techniques, dans l’encadrement de l’exploitation du navire et dans la mise en place d’une stratégie de gestion des facteurs humains adaptée, est déterminant pour maîtriser les compétences de son personnel navigant et prévenir les dommages qui résulteront de leurs erreurs. Il est très intéressant de constater que le droit maritime tient compte de cet investissement pour déterminer le régime de responsabilité civile auquel l’armateur sera soumis lorsqu’il devra répondre des actes dommageables de ses préposés. Son implication dans la mise en place de stratégies de gestion humaine adaptées lui permettra d’accéder à de larges aménagements ou exonérations de responsabilité. Le régime très protecteur dont il bénéficie sera en revanche progressivement levé, en fonction des manquements personnels retenus à son encontre. Le droit maritime participe donc, d’une certaine manière, à responsabiliser les armateurs. La réalité est en fait plus nuancée car les difficultés pour lever ce régime spécifique sont nombreuses. Les protections qui lui sont accordées pourront alors apparaître comme un facteur démobilisant dans l’objectif de maîtriser l’élément humain, pourtant essentiel pour la sécurité maritime
The complexity of operating a vessel requires that crew members have in depth knowledge in a wide variety of areas. The International maritime training that has been standardized by the STCW convention is one of the elements that helps to guarantee their ability to make the maritime expedition a success. But it is not enough. The shipowner is the key actor in this area. His personal investment to maintain and develop technical knowledge, to supervise vessel operation and to implement an appropriate human factor strategy, is crucial for controlling the competencies of his crew to prevent potential damages that could result from human errors. It is very interesting to see that maritime law considers this investment in determining the civil liability regime to which shipowners will be subject for the damages caused by negligence of his crew. His involvement in implementing efficient human strategies will allow him to benefit from wide exemptions or limitation of liability. The very protective civil liability regime he enjoys will nevertheless be lifted, at least partially, for his own omissions that contribute to the damage. Maritime law therefore encourages, in a certain way, shipowners to get involved in vessel crewing. The reality is actually more nuanced because the difficulties to lift this specific regime are various. The protections that are granted to a shipowner will then appear to be a demobilizing factor in controlling the human element, which is essential for maritime safety
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Monlauzeur, Antonin. "La marine de commerce française : évolution economique et stratégique des origines à nos jours." Nice, 1998. http://www.theses.fr/1998NICE0031.

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La mer est un obstacle : pour surmonter cet obstacle, les hommes inventent, depuis des millénaires, des engins flottants. Le progrès technique permettant d'améliorer la qualité des navires, la mer devient un moyen de communication entre les hommes mais aussi un champ de bataille. L'Etat français joue un rôle important, sous l'impulsion de la pensée mercantiliste : marine et colonies vont de pair. Pendant le xix siècle, la théorie libérale, si elle freine le développement de l'Etat, accroit la concurrence : nait l'impérialisme colonial, la marine en tire profit. Si, dans la premiere moitié du xx siècle, la théorie keynesienne pousse au renforcement du rôle de l'Etat, la théorie libérale qui lui succède suscite des modifications structurelles ressenties, en particulier, par la marine francaise : les "pavillons de libre immatriculation" tendent à remplacer les "pavillons nationaux". "L'option zéro" est evoquée pour la marine francaise à "pavillon national. Assiste-t-on à la naissance d'une marine multinationale ?
The sea has always been an obstacle; in order to overcome this obstacle, men, for ages, have invented floating devices. Technical progress has kept improving the reliability of ships , so the sea has become a means of communication between men but also a battle field. The french state has played a non-negligible part , spurred on by the mercantilist thought ; a merchant navy and colonies go hand in hand. All along the 19 th century , the liberal theory , both slows down the development of the state and increase competition. When colonial imperialism appears , then the merchant navy finds it profitable. If , in the first half of the 20 th century , the keynesian theory has led to the reinforcement of the role of the state , the liberal theory that then followed, gave birth to structural changes, that are still pelt by the french merchant navy : free registration flags tend to replace national flags. The "zero option" hypothesis - the end ofships flying the french flag - has been mentioned, concerning the french navy. Are we now witnessing the advent of a multinational merchant navy ?
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Ezzahrati, Hassan. "Le pavillon marocain de commerce : état des lieux et perspectives." Thesis, Aix-Marseille, 2012. http://www.theses.fr/2012AIXM1001.

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Le navire possède une nationalité lui permettant d'être identifié partout où il se trouve. Il est le moyen de transport préféré des échanges commerciaux internationaux de marchandises, et/ou des personnes, d'un port à un autre, d'un pays à un autre. Avoir une flotte marchande nationale est primordial pour le pays ; mais diverses contraintes entravent son expansion et son développement. Les contraintes sont aussi bien internes qu'externes (hégémonie des grands armateurs, domination des grandes nations maritimes). Au niveau national, l'immatriculation d'un navire obéit à certaines conditions. Les procédures sont lourdes et longues ; les textes sont très anciens et nécessitent d'être modifiés afin de répondre aux besoins des armateurs désirant de créer ou de renforcer leurs flottes. Au niveau international , les contraintes datent depuis toujours. L'histoire du commerce maritime a toujours montré l'envie de domination des grandes nations sur les autres. Dans un certain temps par le colonialisme pur et simple, lequel a connu des protestations et des soulèvements des peuples colonisés dans le but de retrouver leur indépendance. Ensuite s'est instaurée la domination économique et commerciale, toujours par les mêmes nations, dites développées et industrialisées ; cette fois ci à travers les accords commerciaux bilatéraux ou multilatéraux, et des organismes internationaux (O.N.U., C.N.U.C.E.D., O.M.I., O.M.C., ...). Une grande partie de ces accords et ces conventions a été élaborée sur mesure, sous le lobbying des nations dominantes, de telle sorte que leurs intérêts soient préservés
Ship has a nationality (a flag) allowing her to be identified wherever she is. It's preferred means of transport for international trade of goods, and/or passengers, from a port to port or a country to another. To have a national merchant fleet is vital for the country (or the state), but various constraints hinder its expansion and development. The constraints are both internal and external (hegemony of the major shipping companies, domination of the major maritime nations). Nationally, the registration of a vessel is subject to certain terms. The procedures are cumbersome and complicated ; the legal texts are very old and need to be modified to meet the needs of owners to establish or strengthen their fleets. At the international level, the constraints have always existed. The history of maritime trade has always shown the desire of the great nations to dominate others. First, in a period of pure and simple colonialism, in which protests and uprisings of the colonized peoples occured, in order to regain their independence. Then, the commercial and economic domination has been established, still with the same nations, so-called developed and industrialized ; this time through bilateral or multilateral trade agreements, and international agencies (United Nations, U.N.C.T.A.D., I.M.O., W.T.O., ...). Much of these agreements and conventions were developed and personalized, under the lobbyong of the dominant nations, so that their interests are constantly safeguarded
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Alimin, E. K. "Dissipation and discretization in time marching CFD calculation." Thesis, Cranfield University, 1995. http://hdl.handle.net/1826/4021.

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This thesis concentrates on accuracy improvements for an existing software package that solves the three dimensional Reynolds Averaged Navier-Stokes equations in rotating coordinates. It is a cell centred explicit time marching code. Two topics are considered: improvement to the discretization scheme, and reduction of the artificial dissipation. The first topic is the analysis of the straight averaging process which demonstrates that the process can result in inconsistency with a skewed grid. An alternative consistent scheme is proposed which is based upon quadratic interpolation. Improved accuracy can also be obtained by modifying the grid or adopting a cell vertex scheme. The stability of the iterative process is also shown to depend on the time step. The reduction of artificial dissipation (second topic) first considers the role of the so called aspectratio and velocity functions. These are found to be limited in influence and a new function is proposed based upon the local flow gradient. Both two and three dimensional turbomachinery cases are tested and improvements demonstrated. In the second part of the analysis, the eigenvalues of the stability matrix are used to reduce the dissipation in overdamped regions. Again this method is applied to various test cases and improvements demonstrated. The management part of this Total Technology PhD Program discusses topics concerned with collaboration and technology development in the aero engine industry with particular emphasis on the role of an "emerging" partner.
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Cózar, Navarro Ma del Carmen. "Ignacio Fernández de Castro y Cía : una empresa naviera gaditana /." Cádiz : Universidad de Cádiz, Servicio de publ, 1998. http://catalogue.bnf.fr/ark:/12148/cb37101718r.

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Ruillé, Jonathan. "Management des risques intégré des navires et de leurs armements : un ferry peut-il être une organisation à haute fiabilité ?" Nantes, 2015. http://www.theses.fr/2015NANT4027.

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Malgré les évolutions technologiques rendant les navires plus « sûrs », les accidents récents - Costa Concordia (2012), Sewol (2014), Norman Atlantic (2014) – nous rappellent que le transport maritime reste une activité à risque. Pour autant, le trafic maritime n’a jamais été aussi important, que ce soit en nombre de navires ou en tonnes de marchandises transportées, et ces accidents ont une fréquence relativement faible. La multiplication de réglementations et conventions (SOLAS, MARPOL, STCW, ISM, ISPS, MLC 2006, etc. ) vise à les réduire car leurs conséquences peuvent être rapidement dramatiques : des centaines, voire des milliers, de personnes peuvent perdre la vie suite à un naufrage. Les ferries ont donc un impératif de fiabilité face aux dangers qui les menacent. Les responsabilités qui pèsent sur l’équipage sont importantes et chaque jour ils doivent mener le navire d’un point A à un point B en toute sécurité tout en respectant les délais. Cette thèse s’intéresse à la fiabilité organisationnelle en examinant l’organisation permettant à l’équipage, en lien avec les parties prenantes (armement, organisme de contrôle, etc. ), de se saisir de l’ensemble des exigences en matière de gestion des risques et de performance attendue, dans un contexte de mondialisation et de concurrence exacerbée. Durant nos cinq semaines d’embarquement à bord de deux ferries, nous avons combiné une démarche qualitative (observations, entretiens) à une approche quantitative (questionnaires) afin de répondre à la question suivante : un ferry peut-il être une organisation à haute fiabilité ?
Despite the technological developments making the ships more "safe", the recent accidents - Costa Concordia (2012), Sewol (2014), Norman Atlantic (2014) - remind us that the maritime transport remains a risk activity. For as much, the maritime traffic has never been as important, either in number of vessels or in tons of freight transported, and these accidents have a relatively low frequency. The multiplication of regulations and conventions (SOLAS, MARPOL, STCW, ISM, ISPS; MLC 2006, etc. ) is intended to reduce them because their consequences can be quickly dramatic: hundreds, or even thousands, of people may lose their lives due to a shipwreck. Thus, ferries have an imperative of reliability counteracting the dangers that threaten them. The responsibilities which weigh on the crew are important, and each day they have to lead the ship of a point A to a point B safely while respecting the deadlines. This thesis is concerned with the organizational reliability by examining the organization allowing the crew, in link with the stakeholders (shipping company, approved inspection body, etc. ), to seize all of requirements for risk management and performance expected, in a context of globalization and increased competition. During our five-week boarding of two ferries, we combined a qualitative approach (observations, interviews) to a quantitative approach (questionnaires) to answer the question: a ferry can be a high reliability organization ?
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Abdallah, Ola O. "Une étape importante dans l'établissement d'un contrôle sur les pavillons de complaisance: le lien authentique exigé par la convention de Genève du 7 février 1986 sur l'immatriculation des navires marchands." Doctoral thesis, Universite Libre de Bruxelles, 1990. http://hdl.handle.net/2013/ULB-DIPOT:oai:dipot.ulb.ac.be:2013/213196.

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Fabre, David. "L' organisation du commerce maritime dans l'Egypte Ancienne." Montpellier 3, 2003. http://www.theses.fr/2003MON30018.

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Books on the topic "Navire marchand"

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France. Ministère de l'équipement, du logement, des transports et du tourisme. La sécurité des navires: Marine marchande. Paris: Lavauzelle, 1996.

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Cuisigniez, Rémy. La réglementation de sécurité à bord des navires marchands. Rennes: Infomer, 2004.

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Canada. Dept. of Foreign Affairs and International Trade. Labour : Convention Concerning Minimum Standards in Merchant Ships (ILO No. 147), Geneva, October 29, 1976, ratified by Canada May 25, 1993, in force for Canada May 25, 1994 =: Travail : Convention concernant les normes minima à observer sur les navires marchands (OIT No 147), Genève, le 29 octobre 1976, ratification du Canada le 25 mai 1993, en vigueur pour le Canada le 25 mai 1994. Ottawa, Ont: Queen's Printer = Imprimeur de la Reine, 1997.

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Warden, Montreal (Quebec) Port. Rules, regulations & by-laws for the management of the office of port warden in the harbour of Montreal. Montreal: [s.n.], 1995.

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Tidriri, M. D. Mathematical analysis of the Navier-Stokes equations with non standard boundary conditions. Hampton, Va: Institute for Computer Applications in Science and Engineering, 1995.

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Israeli, Moshe. Marching iterative methods for the parabolized and thin layer Navier-Stokes equations. Hampton, Va: ICASE, 1985.

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Robin, Alfred-Jean. Mémoires de capitaine: 35 navires, 350 voyages, 35 ans d'océan dans la Marine marchande. Cancale: Editions du phare, 2000.

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Ronald, Caplan, ed. Cape Breton captain: Reminiscences from 50 years afloat & ashore. Wreck Cove, Cape Breton Island: Breton Books, 1992.

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Sager, Eric W. Transports maritimes et construction navale dans les provinces Atlantiques, 1820-1914. Ottawa: Société historique du Canada, 1986.

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Bosher, J. F. Négociants et navires du commerce avec le Canada de 1660 à 1760: Dictionnaire biographique. Ottawa, Ont: Lieux historiques nationaux, Service canadien des parcs, 1992.

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Book chapters on the topic "Navire marchand"

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Skurin, Leonid I. "Iterative Space-Marching Method for Incompressible and Compressible Full Navier-Stokes Equations." In Computational Fluid Dynamics 2000, 319–24. Berlin, Heidelberg: Springer Berlin Heidelberg, 2001. http://dx.doi.org/10.1007/978-3-642-56535-9_46.

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Israeli, Moshe. "Marching Iterative Methods for the Parabolized and Thin Layer Navier-Stokes Equations." In Progress and Supercomputing in Computational Fluid Dynamics, 211–33. Boston, MA: Birkhäuser Boston, 1985. http://dx.doi.org/10.1007/978-1-4612-5162-0_11.

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Eliasson, Peter, Arthur Rizzi, and H. I. Andersson. "Time-Marching Method to Solve Steady Incompressible Navier-Stokes Equations for Laminar and Turbulent Flow." In Nonlinear Hyperbolic Equations — Theory, Computation Methods, and Applications, 105–14. Wiesbaden: Vieweg+Teubner Verlag, 1989. http://dx.doi.org/10.1007/978-3-322-87869-4_11.

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Cousteix, J., X. de Saint-Victor, and R. Houdeville. "x-Marching Methods to Solve the Navier-Stokes Equations in Two- and Three-Dimensional Flows." In Numerical and Physical Aspects of Aerodynamic Flows III, 432–48. New York, NY: Springer New York, 1986. http://dx.doi.org/10.1007/978-1-4612-4926-9_24.

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Borrel, M., P. D’Espiney, and C. Jouet. "Three-Dimensional Thin-Layer and Space-Marching Navier-Stokes Computations Using an Implicit Muscl Approach: Comparison with Experiments and Euler Computations." In Proceedings of the Ninth GAMM-Conference on Numerical Methods in Fluid Mechanics, 213–22. Wiesbaden: Vieweg+Teubner Verlag, 1992. http://dx.doi.org/10.1007/978-3-663-13974-4_21.

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Field, Sean L. "Paupertas of Metz." In Courting Sanctity, 152–81. Cornell University Press, 2019. http://dx.doi.org/10.7591/cornell/9781501736193.003.0009.

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This chapter highlights the recently-discovered story of a woman called Paupertas, who came from Metz to Lille and gained the trust of King Philip IV and Jeanne of Navarre during peace-making activities at Philip’s siege of Lille. But in 1302, when Philip IV marched north to try to avenge the catastrophic defeat of French forces at the Battle of Courtrai, Paupertas reported a prophecy by which God warned the king of France not to attack the Flemings. After Philip’s embarrassing retreat, his brother, Charles of Valois, had Paupertas arrested and tortured into confessing that she had sought to poison him.
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Firnhaber-Baker, Justine. "Slaughtered like Pigs." In The Jacquerie of 1358, 190–211. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780198856412.003.0009.

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With this chapter, the book returns to a chronological structure, following the revolt from around 5 June, when Étienne Marcel’s army probably marched out of Paris to join the Jacques, to the rebels’ double defeats at Meaux and near Mello on 9–10 June. It follows the progress of the Parisian army from Saint-Denis toward Meaux and its leaders’ divisive efforts to punish the reformers’ enemies and to press villagers into service along the way. A new telling of the famous battle at Meaux, where a few dozen noblemen defeated hundreds of commoners, comprises the second section. The latter half of the chapter covers the Jacques’ defeat near Mello and Clermont at the hands of Charles of Navarre. It explains how the battle unfolded, as well as how Charles of Navarre came to be the fatal enemy of the Jacques despite being the ally of the Jacques’ allies in Paris and other cities. Here, again, it is demonstrated that the revolt’s participants had heterogenous, and sometimes conflicting, programmes and that their relationships and objectives shifted over time in response to changing events.
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"Flottes marchandes du monde par pavillon d’immatriculation, par groupes de pays et par types de navires, au 31 Décembre 2002." In Étude sur les Transports Maritimes 2003, 162–66. UN, 2004. http://dx.doi.org/10.18356/bd30ba66-fr.

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"Flottes marchandes du monde par pavillon d’immatriculation, par groupes de pays et par types de navires, au 31 Décembre 2002." In Étude sur les Transports Maritimes 2003, 167–71. UN, 2004. http://dx.doi.org/10.18356/0fb3fc12-fr.

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"Flottes marchandes du monde par pavillon d'immatriculation, par groupes de pays et par types de navires, au 31 Décembre 2003." In Étude sur les Transports Maritimes 2004, 131–35. UN, 2005. http://dx.doi.org/10.18356/954a8047-fr.

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Conference papers on the topic "Navire marchand"

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POUAGARE, M., and B. LAKSHMINARAYANA. "A space-marching method for incompressible Navier-Stokes equations." In 23rd Aerospace Sciences Meeting. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1985. http://dx.doi.org/10.2514/6.1985-170.

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IMLAY, SCOTT, and DONALD ROBERTS. "A block space-marching method for the Navier-Stokes equations." In 24th Joint Propulsion Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1988. http://dx.doi.org/10.2514/6.1988-3199.

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Li, Shu-Jie, and Lili Ju. "Exponential Time-Marching method for the Unsteady Navier-Stokes Equations." In AIAA Scitech 2019 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2019. http://dx.doi.org/10.2514/6.2019-0907.

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Hagenmaier, Mark, and Balu Sekar. "A numerical study of alternate scramjet fuel injectors using time-marching and space-marching Navier Stokes methods." In 31st Joint Propulsion Conference and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1995. http://dx.doi.org/10.2514/6.1995-2473.

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Apte, Shrinivas G., and Brian H. Dennis. "Pseudo Compressible Mixed Interpolation Finite Element Method for Solving Three Dimensional Navier-Stokes Equations." In ASME 2013 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/detc2013-13484.

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A pseudo compressible finite element method for solving three dimensional incompressible Navier-Stokes equations is presented. A physical problem discretized using tetrahedral elements with linear and quadratic interpolation functions for pressure and velocity variables respectively is then marched in time by using implicit time marching scheme based on finite differencing. The possible formation of indefinite matrix due to incompressibility constraint is avoided by inserting an artificial/pseudo time dependent term (Chorin, 1974) into the continuity equation that is eliminated when steady state is reached. This definite matrix system can then be solved using standard pre-conditioners and iterative solvers. Solutions for pressure driven flows obtained using this method are validated with the ones obtained from a standard problem of flow over a cylinder and also with numerical benchmark case of a 3-D laminar flow around an obstacle. An object oriented C++ program was developed which uses exact integrals of shape functions in its calculations rather than numerical integrations. This program was tested with different values of artificial compressibility factor (β), Reynolds numbers (Re) and grid sizes (number of Elements) and time steps (dt). The effect of these parameters on the the number of linear solver iterations required for convergence is studied efficiently using the non-dimensional numbers Pseudo Compressibility Number (PCN) and Elemental Reynolds Number (ERe). Although the relationship between the linear solver performance and these two non dimensional numbers remain complicated, it is found that there exists an optimum range of PCN as a function of ERe for which the solution convergence can be obtained with the minimum number of iterations.
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Chassaing, J. C., G. A. Gerolymos, and J. G. Jeremiasz. "GMRES Solution of Compressible Linearized Navier-Stokes Without Pseudo-Time-Marching." In 44th AIAA Aerospace Sciences Meeting and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2006. http://dx.doi.org/10.2514/6.2006-688.

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FREELS, J., and A. BAKER. "Symbolic stability analysis for space-marching of reduced Reynolds-Averaged Navier-Stokes equation systems." In 28th Aerospace Sciences Meeting. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1990. http://dx.doi.org/10.2514/6.1990-584.

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Wang, Zhengming, Ruixian Cai, Hongji Chen, and Dong Zhang. "A Fully Three-Dimensional Inverse Method for Turbomachinery Blading With Navier-Stokes Equations." In ASME 1998 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1998. http://dx.doi.org/10.1115/98-gt-126.

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A new numerical method for solving fully three-dimensional inverse shape design problem of turbomachinery blading has been developed. The general inverse problem refers to the problem in which the pressure distributions on suction and pressure surfaces of blade are given, but the corresponding blade profile is unknown. In this paper, the calculations are based on the 3D Navier-Stokes equations expressed in terms of nonorthogonal curvilinear coordinates and corresponding nonorthogonal velocity components, and the explicit time marching algorithm and Baldwin-Lomax turbulence model are adopted. A special treatment for boundary conditions on blade surfaces is employed to satisfy the given pressure distribution. In computational process, an initial blade profile is supposed at starting, and then the blade surfaces will move regularly with time steps in the time marching process until the convergence is reached. The movement velocities at every point of blade surfaces are obtained from the solution of the Navier-Stokes equations. After each revision of the blade profile, the grid is reconstructed, and the aerodynamic parameters need to be transferred between the old and new grid points by an accurate interpolation method. Thus the viscous inverse problem is solved in a new process. The computational results for two test cases indicate that the method presented in this paper is very effective.
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Ning, W., Y. S. Li, and R. G. Wells. "Predicting Bladerow Interactions Using a Multistage Time-Linearized Navier-Stokes Solver." In ASME Turbo Expo 2002: Power for Land, Sea, and Air. ASMEDC, 2002. http://dx.doi.org/10.1115/gt2002-30309.

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A multistage frequency domain (time-linearized/nonlinear harmonic) Navier-Stokes unsteady flow solver has been developed for predicting unsteady flows induced by bladerow interactions. In this paper, the time-linearized option of the solver has been used to analyze unsteady flows in a subsonic turbine test stage and the DLR transonic counter-rotating shrouded propfan. The numerical accuracy and computational efficiency of the time-linearized viscous methods have been demonstrated by comparing predictions with test data and nonlinear time-marching solutions for these two test cases. It is concluded that the development of efficient frequency domain approaches enables unsteady flow predictions to be used in the design cycles to tackle aeromechanics problems.
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TENPAS, P., and R. PLETCHER. "Solution of the Navier-Stokes equations for subsonic flows using a coupled space-marching method." In 8th Computational Fluid Dynamics Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1987. http://dx.doi.org/10.2514/6.1987-1173.

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