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Cover -- Half Title -- Title Page -- Copyright Page -- Table of Contents -- List of Illustrations -- List of Maps -- Series Editor's Preface -- Acknowledgements -- List of Abbreviations -- 1: Apprenticed to the Queen's Navy, 1883-1908 -- 2: Cunningham, Destroyers and the Mediterranean: A Symbiotic Relationship, 1908-18 -- 3: Cowan's Protégé, 1919-33 -- 4: The Mediterranean: Challenges and Crises, 1934-39 -- 5: The Finest Appointment: The Mediterranean Fleet, June 1939-June 1940 -- 6: Mussolini's War, June-December 1940 -- 7: Triumph into Tragedy, January-May 1941 -- 8: The Caged Tiger, June 1941-April 1942 -- 9: King and the King's Navy, June-October 1942 -- 10: Return to North Africa, October 1942-May 1943 -- 11: The Invasion of Sicily, May-August 1943 -- 12: The Invasion of Italy, September-October 1943 -- 13: Becoming First Sea Lord, October 1943-June 1944 -- 14: The Pinnacle of a Career, June 1944-May 1946 -- 15: Facing the Future, January 1945-June 1946 -- 16: The Long Ebb Tide, June 1946-June 1963 -- Notes -- Bibliography -- Index.

Richard, Earl Howe (1726–99) participated in some of the Royal Navy's most significant conflicts. As captain of the Dunkirk, he fired the first shots of the Seven Years' War off the eastern coast of North America in 1755. After being forced to juggle the demands of the American Revolutionary War with the British government's reluctance to put the ships he needed at his disposal, he resigned his command of the North American Station, but later made a comeback, masterminding the battle against the French on the 'Glorious First of June' in 1794. Prolific author Sir John Barrow (1764–1848) drew on more than 400 of Howe's personal letters in preparing this substantial biography, first published in 1838. Several of Barrow's other works have also been reissued in this series, including his autobiography and accounts of the early years of polar exploration

The Pacific West Coast fishing industry was one of the largest economies at the turn of the 20th century. One cannery that contributed to the historic staple economy of British Columbia is the North Pacific Cannery Heritage Site. This paper examines the lives of those working in the fishing fleet at the North Pacific Cannery from 1900-1950. In doing so, this paper aims to provide a narrative for the fishermen and their connections to the developments that occurred within the fishing industry at the time. Such developments include the rise of the industry and the multitude of ethnic minorities that became fishermen for the North Pacific Cannery. Primary information was found through the University of British Columbia Special Collections and Archives fonds of the Anglo-British Columbia Company's records on the Cannery and through Professor Diane Newell's writings on Henry Doyle's fonds. Secondary resources were found through historical texts about the industry in British Columbia. This paper finds that the Japanese, Chinese and First Nations workforce at the cannery were pivotal to the success and growth of the British Columbia fishing industry by providing cheap, exploitable labor. Mechanization and technological change to fishing that occurred during the 1920s affected the fishing fleet at the North Pacific Cannery differently than the rest of the province. Northern rivers and canneries were slower to adopt technological change. Furthermore, world events such as World War II undoubtedly shaped the day-to-day live of fishermen at the Cannery in examples of anti-Orientalist legislation and the sentiments and discriminatory practices seen throughout the industry's history. ; Arts, Faculty of ; Geography, Department of ; Unreviewed ; Undergraduate

Abstract
What can be learned from the now largely forgotten first Sino-Japanese War (1894-95) about concepts like the heroism of surrender? I show that Japanese depictions, far from being universally contemptuous, treated their main opponent, the commander of the Chinese Beiyang fleet, Admiral Ding Ruchang, with great respect before, during, and even after the war despite his surrender. Why? I use accounts by observers and Ding's own letters to scrutinize the enduring popularity of his posthumous image in Japan versus China. I argue that Ding showed neither strategic brilliance nor formidability as an opponent. This means he does not fit the "nobility of failure" concept, remaining an anomalous outlier for provoking such hero-worship in Japan despite his mediocre wartime performance. Overall, how Ding and the Beiyang Fleet were treated in popular Japanese accounts suggests that Japanese attitudes towards concepts such as "bravery," "surrender," and "suicide" were in flux in the 1890s.

Britain's newspaper and magazine publishing business did not fare particularly well during the 1950s. With leading newspaper proprietors placing their desire for political influence above that of financial performance, and with working practices in Fleet Street becoming virtually ungovernable, it was little surprise to find many leading periodical publishers on the verge of bankruptcy by the decade's end. A notable exception to this general picture of financial mismanagement was provided by the chain of enterprises controlled by Roy Thomson. Having first established a base in Scotland in 1953 through the acquisition of the Scotsman newspaper publishing group, the Canadian entrepreneur brought a new commercial attitude and business strategy to bear on Britain's periodical publishing industry. Using profits generated by a string of successful media activities, in 1959 Thomson bought a place in Fleet Street through the acquisition of Lord Kemsley's chain of newspapers, which included the prestigious Sunday Times. Early in 1961 Thomson came to an agreement with Christopher Chancellor, the recently appointed Chief Executive of Odhams Press, to merge their two publishing groups and thereby create a major new force in the British newspaper and magazine publishing industry. The deal was never consummated however. Within days of publicly announcing the merger, Odhams found its shareholders being seduced by an improved offer from Cecil King, Chairman of Daily Mirror Newspapers, Ltd., which they duly accepted. The Mirror's acquisition of Odhams was deeply controversial, mainly because it brought under common ownership the two left-leaning British popular newspapers, the Mirror and the Herald. Our paper utilises archive sources from the Cabinet Office to explore the political dialogue that enabled the controversial takeover to proceed unopposed by the regulatory authority of the Monopolies Commission. In business terms, it analyses the implication of the successful prosecution of the King-led deal for magazine publishing in Britain: namely, the creation of a virtual monopoly through the formation of the Mirror-controlled IPC Magazines.

Britain's newspaper and magazine publishing business did not fare particularly well during the 1950s. With leading newspaper proprietors placing their desire for political influence above that of financial performance, and with working practices in Fleet Street becoming virtually ungovernable, it was little surprise to find many leading periodical publishers on the verge of bankruptcy by the decade's end. A notable exception to this general picture of financial mismanagement was provided by the chain of enterprises controlled by Roy Thomson. Having first established a base in Scotland in 1953 through the acquisition of the Scotsman newspaper publishing group, the Canadian entrepreneur brought a new commercial attitude and business strategy to bear on Britain's periodical publishing industry. Using profits generated by a string of successful media activities, in 1959 Thomson bought a place in Fleet Street through the acquisition of Lord Kemsley's chain of newspapers, which included the prestigious Sunday Times. Early in 1961 Thomson came to an agreement with Christopher Chancellor, the recently appointed Chief Executive of Odhams Press, to merge their two publishing groups and thereby create a major new force in the British newspaper and magazine publishing industry. The deal was never consummated however. Within days of publicly announcing the merger, Odhams found its shareholders being seduced by an improved offer from Cecil King, Chairman of Daily Mirror Newspapers, Ltd., which they duly accepted. The Mirror's acquisition of Odhams was deeply controversial, mainly because it brought under common ownership the two left-leaning British popular newspapers, the Mirror and the Herald. Our paper utilises archive sources from the Cabinet Office to explore the political dialogue that enabled the controversial takeover to proceed unopposed by the regulatory authority of the Monopolies Commission. In business terms, it analyses the implication of the successful prosecution of the King-led deal for magazine publishing in Britain: namely, the creation of a virtual monopoly through the formation of the Mirror-controlled IPC Magazines.

The first year of the Atomic Age has drawn to a close. What were its achievements? What are the lessons we have to learn?The Bikini tests were undoubtedly the single outstanding atomic event of the past year. These tests underscored the potency of the new weapon, although they fell far short of the catastrophic results freely predicted by some members of the League of Frightened Men. At the same time, they showed that, at least for navies, the problem of atomic defense is not entirely beyond solution, even though direct hits, as is the case with most other bombs, are lethal. Atomic hits are mortal over far wider area than conventional heavy bombs, but they are still weapons which can be used only against one, two, three or perhaps half a dozen ships in comparatively close formation, rather than against entire fleets. Th effectiveness of atomic attack, therefore, depends upon the number of bombs employed—a fact which also holds true for attacks against industrial or urban targets and which has found too little attention in the current discussion.

The article is devoted to the confiscation of private vessels of foreign nationals during the First World War. Cases of confiscation of small vessels by the metropolitan river Police and the Baltic Fleet are considered. Special attention is paid to the distribution of confiscated vessels. Information is given that yachts and boats were sent to the Naval School and other naval units in need. Among the requests for the transfer of confiscated vessels, it is necessary to highlight the requests received from the Baltic fleet submarine connection, the naval artillery unit of the Kroonstad fortress, the commandant of the premise fortress and the transport flotilla of the black sea fleet. The article examines the prerequisites and reasons for the confiscation of small-sized floating vehicles and German and Austrian subjects. The article analyzes the cases of return of the vessel to a russian citizen of finnish origin after confiscation. The relationship between the events of the First World War and changes in the activities of Russian aristocratic yacht clubs is traced. The author studies the history of domestic sports organizations and Russian history in the early twentieth century. In addition, the organization of Russian sports organizations in the early twentieth century is considered. Russian imperial yacht clubs were rather reluctant to give small vessels belonging to foreign subjects to the official authorities. As a result, the Metropolitan River Police and the Baltic Fleet confiscated sailing and motor vessels owned by German and Austro-Hungarian citizens from aristocratic yacht clubs.

The birth of the steam navy -- Building foundations -- Retrenchment in the name of reform -- Woolwich and the first steam factory -- Iron construction -- Gaining the technological edge -- Equipping and running the steam factories -- Greene, scamp and the integrated factory -- HMS Volcano and the development of mobile logistics -- Integrating the factories -- Mechanisation supreme -- The first iron warships -- HMS Achilles -- Coaling the Navy -- The great extensions

Britain's newspaper and magazine publishing business did not fare particularly well during the 1950s. With leading newspaper proprietors placing their desire for political influence above that of financial performance, and with working practices in Fleet Street becoming virtually ungovernable, it was little surprise to find many leading periodical publishers on the verge of bankruptcy by the decade's end. A singular exception to this general picture of financial mismanagement was provided by the chain of enterprises controlled by Roy Thomson. Having first established a base in Scotland in 1953 through the acquisition of the Scotsman newspaper publishing group, the Canadian entrepreneur brought a new commercial attitude and business strategy to bear on Britain's publishing industry. Using profits generated by a string of successful media activities, in 1959 Thomson bought a place in Fleet Street through the acquisition of Lord Kemsey's chain of newspapers, which included the prestigious Sunday Times. Early in 1961 Thomson came to an agreement with Christopher Chancellor, the recently appointed Chief Executive of Odhams Press, to merge their two publishing groups and thereby create a major new force in the British newspaper and magazine publishing industry. The deal was never consummated however. Within days of publicly announcing the merger, Odhams found its shareholders being seduced by an improved offer from Cecil King, Chairman of Daily Mirror Newspapers, Ltd., which they duly accepted. The Mirror's acquisition of Odhams was deeply controversial, mainly because it brought under common ownership the two left-leaning British popular newspapers, the Mirror and the Herald. The current paper utilises archive sources from the Cabinet Office to explore the political dialogue that enabled the controversial takeover to proceed unopposed by the regulatory authority of the Monopolies Commission. In business terms, it analyses the implication of the successful prosecution of the deal for magazine publishing in Britain: the creation of a virtual monopoly through the formation of the Mirror-controlled IPC Magazines, and Thomson's hostile response to this new enterprise spearheaded through his ownership of the Sunday Times.

Esta tesis presenta contribuciones en el campo de la planificación automática y la programación de tareas, la rama de la inteligencia artificial que se ocupa de la realización de estrategias o secuencias de acciones típicamente para su ejecución por parte de vehículos no tripulados, robots autónomos y/o agentes inteligentes. Cuando se intenta alcanzar un objetivo determinado, la cooperación puede ser un aspecto clave. La complejidad de algunas tareas requiere la cooperación entre varios agentes. Mas aún, incluso si una tarea es lo suficientemente simple para ser llevada a cabo por un único agente, puede usarse la cooperación para reducir el coste total de la misma. Para realizar tareas complejas que requieren interacción física con el mundo real, los vehículos no tripulados pueden ser usados como agentes. En los últimos años se han creado y utilizado una gran diversidad de plataformas no tripuladas, principalmente vehículos que pueden ser dirigidos sin un humano a bordo, tanto en misiones civiles como militares. En esta tesis se aborda la aplicación de planificación simbólica de redes jerárquicas de tareas (HTN planning, por sus siglas en inglés) en la resolución de problemas de enrutamiento de vehículos (VRP, por sus siglas en inglés) [18], en dominios que implican múltiples vehículos no tripulados de capacidades heterogéneas que deben cooperar para alcanzar una serie de objetivos específicos. La planificación con redes jerárquicas de tareas describe dominios utilizando una descripción que descompone conjuntos de tareas en subconjuntos más pequeños de subtareas gradualmente, hasta obtener tareas del más bajo nivel que no pueden ser descompuestas y se consideran directamente ejecutables. Esta jerarquía es similar al modo en que los humanos razonan sobre los problemas, descomponiéndolos en subproblemas según el contexto, y por lo tanto suelen ser fáciles de comprender y diseñar. Los problemas de enrutamiento de vehículos son una generalización del problema del viajante (TSP, por sus siglas en inglés). La resolución del problema del viajante consiste en encontrar la ruta más corta posible que permite visitar una lista de ciudades, partiendo y acabando en la misma ciudad. Su generalización, el problema de enrutamiento de vehículos, consiste en encontrar el conjunto de rutas de longitud mínima que permite cubrir todas las ciudades con un determinado número de vehículos. Ambos problemas cuentan con una fuerte componente combinatoria para su resolución, especialmente en el caso del VRP, por lo que su presencia en dominios que van a ser tratados con un planificador HTN clásico supone un gran reto. Para la aplicación de un planificador HTN en la resolución de problemas de enrutamiento de vehículos desarrollamos dos métodos. En el primero de ellos presentamos un sistema de optimización de soluciones basado en puntuaciones, que nos permite una nueva forma de conexión entre un software especializado en la resolución del VRP con el planificador HTN. Llamamos a este modo de conexión el método desacoplado, puesto que resolvemos la componente combinatoria del problema de enrutamiento de vehículos mediante un solucionador específico que se comunica con el planificador HTN y le suministra la información necesaria para continuar con la descomposición de tareas. El segundo método consiste en mejorar el planificador HTN utilizado para que sea capaz de resolver el problema de enrutamiento de vehículos de la mejor forma posible sin tener que depender de módulos de software externos. Llamamos a este modo el método acoplado. Con este motivo hemos desarrollado un nuevo planificador HTN que utiliza un algoritmo de búsqueda distinto del que se utiliza normalmente en planificadores de este tipo. Esta tesis presenta nuevas contribuciones en el campo de la planificación con redes jerárquicas de tareas para la resolución de problemas de enrutamiento de vehículos. Se aplica una nueva forma de conexión entre dos planificadores independientes basada en un sistema de cálculo de puntuaciones que les permite colaborar en la optimización de soluciones, y se presenta un nuevo planificador HTN con un algoritmo de búsqueda distinto al comúnmente utilizado. Se muestra la aplicación de estos dos métodos en misiones civiles dentro del entorno de los Proyectos ARCAS y AEROARMS financiados por la Comisión Europea y se presentan extensos resultados de simulación para comprobar la validez de los dos métodos propuestos. ; This thesis presents contributions in the field of automated planning and scheduling, the branch of artificial intelligence that concerns the realization of strategies or action sequences typically for execution by unmanned vehicles, autonomous robots and/or intelligent agents. When trying to achieve certain goal, cooperation may be a key aspect. The complexity of some tasks requires the cooperation among several agents. Moreover, even if the task is simple enough to be carried out by a single agent, cooperation can be used to decrease the overall cost of the operation. To perform complex tasks that require physical interaction with the real world, unmanned vehicles can be used as agents. In the last years a great variety of unmanned platforms, mainly vehicles that can be driven without a human on board, have been developed and used both in civil and military missions. This thesis deals with the application of Hierarchical Task Network (HTN) planning in the resolution of vehicle routing problems (VRP) [18] in domains involving multiple heterogeneous unmanned vehicles that must cooperate to achieve specific goals. HTN planning describes problem domains using a description that decomposes set of tasks into subsets of smaller tasks and so on, obtaining low-level tasks that cannot be further decomposed and are supposed to be executable. The hierarchy resembles the way the humans reason about problems by decomposing them into sub-problems depending on the context and therefore tend to be easy to understand and design. Vehicle routing problems are a generalization of the travelling salesman problem (TSP). The TSP consists on finding the shortest path that connects all the cities from a list, starting and ending on the same city. The VRP consists on finding the set of minimal routes that cover all cities by using a specific number of vehicles. Both problems have a combinatorial nature, specially the VRP, that makes it very difficult to use a HTN planner in domains where these problems are present. Two approaches to use a HTN planner in domains involving the VRP have been tested. The first approach consists on a score-based optimization system that allows us to apply a new way of connecting a software specialized in the resolution of the VRP with the HTN planner. We call this the decoupled approach, as we tackle the combinatorial nature of the VRP by using a specialized solver that communicates with the HTN planner and provides all the required information to do the task decomposition. The second approach consists on improving and enhancing the HTN planner to be capable of solving the VRP without needing the use of an external software. We call this the coupled approach. For this reason, a new HTN planner that uses a different search algorithm from these commonly used in that type of planners has been developed and is presented in this work. This thesis presents new contributions in the field of hierarchical task network planning for the resolution of vehicle routing problem domains. A new way of connecting two independent planning systems based on a score calculation system that lets them cooperate in the optimization of the solutions is applied, and a new HTN planner that uses a different search algorithm from that usually used in other HTN planners is presented. These two methods are applied in civil missions in the framework of the ARCAS and AEROARMS Projects funded by the European Commission. Extensive simulation results are presented to test the validity of the two approaches.

Fleet management is a major concern for international humanitarian organizations because of (1) the magnitude of transportation related costs in humanitarian operations, second only to personnel cost and, (2) the pivotal role that transportation plays in the order fulfillment process. Humanitarian organizations face unusual operating constraints, which include working in areas with poor infrastructure, extreme environmental conditions as well as budget limitations. Most of the existing models derived from commercial supply chains are inapplicable in such a context. Therefore, a new set of tools and theories is required. This dissertation contributes to the development of such a new set of tools. It is composed of two parts that address two related questions in humanitarian fleet management: (1) how to determine the optimal fleet size and the optimal procurement strategy at an aggregate level and, (2) how to optimally manage an existing fleet the field level. Lack of data is the main challenge that prevents humanitarian organizations from adopting data-intensive models developed for commercial supply chains. Accordingly, the first part of this thesis studies how to determine optimal fleet capacity over time and how to minimize procurement costs for different demand profiles in the absence of detailed data. Contrary to conventional wisdom in humanitarian organizations, its findings show that a mixed policy of level and chase procurement strategies minimizes procurement costs and that a level strategy is the optimal approach to procurement in most humanitarian missions. The second part of the dissertation concentrates on fleet management policies at the field level. To optimize fleet performance and maximize demand coverage, humanitarian organizations implement policies to enhance the utilization of vehicles and minimize their physical depreciation. Through the analysis of a large humanitarian organization's fleet in four representative countries (Sudan, Ethiopia, Afghanistan and Georgia) the results of this dissertation suggest that: (1) it is not necessary to assign different vehicles to specific mission types (2) all vehicles should be used following the same usage policy regardless of their mission type and, (3) the vehicle replacement policy implemented by most humanitarian organizations is not effective and needs to be reconsidered. Results also demonstrate that, on average, a utilization-depreciation trade-off does not exist and that a wellconceived fleet management policy can allow for both higher vehicle utilization and lower depreciation. ; La gestion de flottes est un défi important pour ces organisations pour deux raisons principales (1) dans les opérationshumanitaires les coûts liés au transport sont très élevés (les plus importants après les frais du personnel) et, (2) le rôlecentral joué par le transport pour répondre à la demande et réduire les délais de livraison. Les organisations humanitairesfont face à des conditions très particulières, par exemple ils opèrent dans des zones avec des infrastructures insuffisantesavec des conditions environnementales extrêmes et ont des contraintes budgétaires très strictes. Dans un pareil contexte, les modèles d'optimisation développés pour des supply chains de type commercial ne sont pas toujours applicables. Par conséquent, une nouvelle série d'outils et des nouvelles théories sont envisageables et même nécessaires. Cette thèse contribue au développement de ces outils. Elle est composée de deux parties qui abordent deux questions clés pour la gestion d'une flotte humanitaire: (1) quelle est la taille optimale de la flotte au fil du temps et quelle est la meilleure stratégie d'achat, (2) quelle sont les meilleures politiques de gestion une fois la flotte sur le terrain. Le manque de données est un vrai souci pour les organisations humanitaires et il empêche l'utilisation de modèles développés pour le secteur commercial qui requièrent un volume de données très important. Par conséquent, la première partie de cette thèse de l'étude propose une méthode pour déterminer la capacité optimale d'une flotte, de manière à réduire les coûts d'approvisionnement tout en répondant aux besoins de la demande, sans faire recours à des données détaillées. Contrairement aux idées reçues dans les organisations humanitaires, les résultats suggèrent qu'un mix de stratégies d'approvisionnement qui suivent la demande et de stratégies qui gardent un niveau de stock constant minimise les coûts. Le modèle suggère aussi que la stratégie d'approvisionnement qui suit la demande est optimale dans la plupart de missions humanitaires. La deuxième partie de l'étude analyse les politiques de gestion de flotte sur le terrain. Pour optimiser les performances de leurs flottes et satisfaire au mieux la demande, les organisations humanitaires mettent en oeuvre des politiques visant à accroître l'utilisation des véhicules tout en préservant leur valeur résiduelle. L'étude analyse la flotte d'une importante organisation humanitaire dans quatre pays (Soudan, Ethiopie, Afghanistan et Géorgie). Les résultats de l'étude montrent que (1) une allocation de véhicules par type de mission n'est pas nécessaire, (2) tous les véhicules doivent être utilisés conformément à la même politique d'utilisation quelle que soit leur mission et, (3) la politique de remplacement des véhicules mise en oeuvre par la plupart des organisations humanitaires n'est pas efficace et doit être revue. L'étude démontre aussi que la maximisation du taux d'utilisation et la maximisation de la valeur résiduelle ne sont pas forcément des objectifs opposés : une politique bien conçue permet de les atteindre simultanément.

The issues that surround the loss of a spouse are numerous and complex. A very small sampling of these issues include helping children cope with a parent's death, re-entering the workplace and eventually re-entering the world of dating, love and intimacy; as well as moving through a profoundly emotional period. The widowed must find a way to accept and deal with these oftentimes conflicting and confusing emotions while being expected to "carry on and carry forward" by those around them. The widowed must also adjust financially and legally; as well as be available to children that inevitably look to their surviving parent for guidance and support. Whether newly widowed or widowed for many years, those who has suffered the loss of a spouse have many questions that need answering and they likely know no one who is adequately qualified to answer those questions. Award-winning author and grief recovery expert, Carole Brody Fleet follows up the critically acclaimed: "Widows Wear Stilettos" with the aptly-titled, Happily Even After, the first and only book of its kind; answering the most common questions that the widowed generally have both immediately following a spouse's death as well as months and even years thereafter. These questions are excerpted from thousands of actual letters received by the author and the responses are from the author's own perspective; based upon considerable personal and professional experience and insight. Since the questions featured are the more commonly asked questions by those who are themselves widowed, readers will likely find answers to most of the questions that they have concerning widowhood; dealing with everything from child rearing as a widowed parent to coping with relatives who fancy themselves financial wizards, to the "rules of intimacy"...and a wide-ranging variety of subjects in between. In her warm, witty