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1.
Bulk carriers have been linked with high risks of structural failure and foundering, and with heavy loss of human life. This study used Lloyd's casualty records to investigate the extent to which dry bulk shipping has become safer over the last 30 years, and to identify shipping factors associated with the risks of bulk carriers' foundering and crew fatalities in recent years. Although there have been reductions over time in bulk carrier casualties and crew fatalities since the early 1980s, with an interim peak during the early and mid 1990s, there have been increases since 2005, linked partly to several bulk carriers that foundered when carrying nickel ore. Of 11 shipping factors considered, the strongest independent predictors of foundering and crew fatalities in recent years were the flag state, the cargo, the location of the casualty, weather conditions and the gross tonnage. Over the study period, elevated casualty and crew fatality rates were linked strongly with newly emerging or expanding flags.  相似文献   

2.
The resource-based view (RBV) of the firm has been established as one of the main approaches to strategy formulation for the development of sustainable competitive advantage. Moreover, human resource management can be conceptualised as a source of competitiveness. This paper proposes that RBV could contribute to the confrontation of the hindrances that shipping companies face in the management of their human resources, and to the formation of sustainable competitive advantage. The paper analyses the findings of a field study, regarding the different human resource and crew management practices that are applied by Greek-owned shipping companies. Finally, based on the RBV of the firm, it proposes an integrated framework for managing human resources in the shipping industry in a way that could lead to the formation of sustainable competitive advantage.  相似文献   

3.
In 2000 the UK adopted a tonnage tax strategy on ships and related businesses as the main strategy for revitalising its declining shipping industry. In line with EU policy on shipping, UK registered shipping companies were offered fiscal incentives based on reduced corporation taxes while labour was offered support for training. Almost a decade since the introduction of the tax it is clear that the strategy has delivered for business but not for labour. This paper considers the nature and limits of state intervention per se in declining economic sectors in the context of globalisation and a neoliberal approach to governance. It concludes that the problem is often not state intervention but rather the form of intervention, namely one that panders to, and is constrained by, neoliberalism.  相似文献   

4.
Hans Böhme 《Marine Policy》1983,7(3):223-224
A severe crisis developed in ocean shipping in 1982. Freight rates fell to their lowest levels since mid-1977. The tonnage surplus again increased dramatically, in the tanker and the bulker sections of the freight markets. Laid-up or otherwise inactive shipping rose to its highest ever figures. Under-utilization of their ships, and sharply reduced freight revenues have drastically affected the profitability of shipping companies. These are some of the findings contained in the latest annual maritime report prepared by Dr Hans Böhme, of the Kiel Institut für Weltwirtschaft, which was published in German as ‘Weltseeverkehr: Überleben auf der Talsohle’ in the Institute's house journal, ‘Die Weltwirtschaft’, No 2, 1982. The author summarizes the review below.  相似文献   

5.
The decline of the British shipping industry has had a significant impact on those sectors of the UK economy which have traditionally relied on ex-seafarers as a source of skilled labour. An in-depth study of the impacts of this problem was undertaken in 2003 to consider the implications of developments which have taken place in the industry since 1996. The UK economy's requirement for people with seafaring experience to fill land-based jobs was assessed, together with the implications of any shortfall. This paper considers the demand aspects of changes which have occurred since 1996.  相似文献   

6.
The objective is to identify the factors affecting shipping companies’ port choice based on a survey to a sample of shipping companies. Six factors were considered relatively important: local cargo volume; terminal handling charge; berth availability; port location; transshipment volume and feeder network. Exploratory factor and confirmatory factor analyses identified five port choice categories, i.e. advancement/convenience of port; physical/operational ability of port; operational condition of shipping lines; marketability; and port charge. A comparison between the main trunk and feeder service providers indicated that the former face more intense competition than the latter. Moreover, the main haul shipping lines are more sensitive to port cost factors.  相似文献   

7.
This article is based on 183,819 port state control inspections from various port state control regimes and casualties from three different data sources for a time period of 6 years. It is the first time an analysis on a combined dataset of this magnitude has been performed. Binary logistic regression is used to measure the effect of inspections on the probability of casualty, which can be measured for very serious casualties but not for serious or less serious casualties. In addition, the magnitude of improvement areas for targeting substandard vessels is determined and the models further show how targeting of substandard ships on a combined dataset can be improved. In addition, the analysis also compares the fishing fleet with the commercial fleet.  相似文献   

8.
《Marine Policy》1999,23(1):103-115
Concern has existed for some time that the decline of the British shipping industry is resulting in the UK economy losing its maritime skills base. The effects of this loss could extend beyond the shipping industry because former seafarers are employed in other maritime related businesses ashore besides shipping. A study undertaken during 1995 and 1996 identified the economy’s requirement for people with seafaring experience in land based jobs and assessed the implications of a shortfall in supply of seafarers to fill such jobs. This paper is concerned with the demand aspects of that study.  相似文献   

9.
Particulate matter (PM) emissions from ships in ports are a major contributor to air pollution and smog in port cities. The issue of how to reduce PM emissions has become a critical concern for port city residents and governments. This paper establishes an incentive policy to reduce PM emissions from ships in ports. Using a Panamax bulk carrier as a case study, eight alternative approaches that could be adopted by shipping companies are compared and their operational benefits are estimated. By restricting the analysis to emission control areas (ECAs), the net present value (NPV) model shows that the diesel particulate filter (DPF) is the most advantageous approach with the highest NPV, while the exhaust gas scrubber (EGS) approach is the most economically inefficient. Meanwhile, due to DPF's excellent performance in PM abatement, it is suggested that governments should prioritize the DPF approach when promoting the application of emission reduction technologies. From the perspective of social welfare, a positive social benefit of about US $20,000 will be generated over the life cycle of a ship. However, a low government pricing in China will reduce shipping companies’ operational performance as the emission control zone (ECZ) gradually expands. As a result, an appropriate subsidy scheme is necessary to encourage shipping companies to apply emission reduction technologies.  相似文献   

10.
This paper summarises research and options for sustainable sea transport in Oceania with a focus on domestic shipping. This debate is situated initially within the context of the current Pacific domestic shipping scenario, a region of minute economies connected by some of the longest sea transport routes in the world. All current options are fossil fuel powered and increasingly uneconomic and unsustainable. Many routes are marginal or unviable and a vicious cycle of old ships replaced with old ships prevails. Although a central and essential issue of many Pacific communities, the option of pursuing sustainable sea transport is currently invisible within the policy space at all levels. Various renewable energy options are possible and increasingly available. Recent research finds that these have strong potential for providing benefits across multiple wellbeings. The barriers to pursing this agenda are complex and poorly understood but are perceptual and institutional more than technological. A small number of critical experiments during the last oil crisis provide critical lessons and direction.  相似文献   

11.
Projected growth in the international shipping industry is set to outstrip CO2 reductions arising from incremental improvements to technology and operations currently being planned and implemented. Using original scenarios, this paper demonstrates for the first time that it is possible for a nation's shipping to make a fair contribution to meeting global climate change commitments, but that this requires transformation of the sector. The scale and nature of technology change varies depending on the level of demand and how this is satisfied. The scenarios show that to develop successful marine mitigation policy, it is essential to consider the interdependencies between ship speed, level and pattern of demand for services, and the extent and rate of innovation in propulsion technology. Across the scenarios, it is difficult to foresee how deep decarbonisation can be achieved without an immediate, fleet-wide speed reduction; and a land-based energy-system transition strongly influences shipping demand, which in turn, influences the extent of required low-carbon propulsion technology change. Setting the industry on a 2 °C heading requires multifaceted and near-term changes in the shipping sector, but these are unlikely to materialise without a major shift by stakeholders to realise new and innovative deep decarbonisation policies in the coming decade.  相似文献   

12.
The abatement potential of wind technologies on ships is estimated to be around 10–60% by various sources. To date there has been minimal uptake of this promising technology, despite a number of commercially available solutions that have been developed to harness this free and abundant energy source. Several barriers have been referred to in the literature that inhibit uptake of energy efficiency measures in shipping. This paper provides a systematic analysis of the viability of wind technology on ships and the barriers to their implementation, both from the perspective of the technology providers and technology users (ship owner–operators), using the survey and the deliberative workshop method. The data generated from these methods is analysed using the qualitative content analysis method. The results show that whilst there is renewed interest in wind power, there are several common economic barriers that are hindering the mass uptake of wind technologies. Our analysis shows that third party capital is a plausible solution to overcoming the cost of capital, split incentives and information barriers that have contributed to inhibiting the uptake of wind technology in the shipping industry.  相似文献   

13.
This paper attempts to clarify the meaning of corporate social responsibility (CSR) in the context of the European maritime sector and examines its application in the case of the Greek-owned short sea shipping companies. CSR is assessed in terms of a number of variables such as employees’ satisfaction, corporate productivity and efficiency, social welfare, awareness and social accountability of managers and directors, et al. Focus is given on the applicability of CSR to shipping companies of small and medium size. For this purpose a survey has been conducted. Based on the findings of the qualitative research performed, it is concluded that the application of CSR is restricted only to companies that either are subsidiaries of international conglomerates or owned by ship-owners personally aware of the corporate benefits derived from social responsible behaviour . Based on improved knowledge of managers’ and directors’ attitudes and views towards CSR solutions, the paper offers some ways forward for policy informing.  相似文献   

14.
Current methods in the shipping industry to evaluate performance do not account for differences in fleet profiles of registries such as age, size or ship type and not for bad luck. This can lead to unfair evaluation of enforcement efforts of the international standards. Furthermore, incentives to improve performance are concentrated on decreasing detentions rather than incidents. This article proposes a new method to a longstanding problem to evaluate performance that rectifies shortcomings of the method currently used. The proposed method measures the enforcement effort by means of proxy variables and introduces incentives for improvement that go beyond the currently used 'detention'. The aim is to provide a fair and transparent way. The proposed method is applied and results are compared with methods currently used to demonstrate how the rankings change. The method can be adapted to other areas of the shipping industry such as classification societies or ship management companies.  相似文献   

15.
Lord Donaldson's is the latest in a long line of reports that have dealt with the operation of ships and the prevention of casualties. A classic example is the 1836 report of the select committee that inquired into the Causes of Shipwrecks. Despite its brevity, this Report managed to encapsulate many of the issues which still concern us today. The symptoms of current shipping ills are considered at great length in the Donaldson Report. However, in this paper, it is argued that the underlying causes remain much as they have ever been.  相似文献   

16.
The past decade has witnessed a decline in UK fish consumption, concomitent with an increase in fish imports and a dramatic shift in consumer preferences towards frozen fish. The marketing problems that these trends have caused the fish industry were investigated in a recent report commissioned by MAFF, the conclusions of which are appraised in this article. The author finds particular fault with the report's emphasis on fresh fish and the implications of this for intra-industry cooperation.  相似文献   

17.
The presence and the development of imposex were investigated in the common whelk (Buccinum undatum) and the red whelk (Neptunea antiqua) from the open North Sea and the Skagerrak. Imposex development was related to levels of organotins in snails and in the fine fractions (< 63 microm) of the sediments they inhabit. The sampling locations were classified according to three levels of traffic densities of ships of > or = 100 gt per day passing within 15 Nautical miles of the sampling station, shipping levels being: high (> 10 ships day(-1)), intermediate (5--10 ships day(-1)), and low (< 5 ships day(-1)). Sampling stations were also classified according to presence or absence of a vertically stratified water column. In the snails the body levels of the butyltin metabolites MBT and DBT and the parent phenyltin compound TPT, were higher than those of TBT and PT metabolites. In the sediment, the parent compounds and the mono-substituted metabolites MBT and MPT were present in the highest concentrations. The highest body levels of all organotin compounds and the highest imposex indices for the common whelk were found at those locations in the Southern Bight and the German Bight that had a high shipping density as well as a homogeneously mixed water column during the whole year. At these locations sediment levels of organotins were also higher than at other sites. In contrast, the body levels of organotins were low and imposex was sometimes even completely absent in snails from stratified deep-water stations in the Skagerrak, despite a very high shipping density in the entrance area of the Baltic. In sediments from stratified locations with low or intermediate shipping densities, organotin compounds were below or close to their respective limits of detection. These stations were located in areas with a stratified water column during the whole year. The results can be explained by postulating a much higher resistance for dissolved organotins to migrate through a pycnocline. Organotins could only transgress through a pycnocline when adsorbed to settling particles that manage to transgress the boundary between layers. N. antiqua could only be obtained in sufficient numbers from deeper water stations, which almost all had a stratified water column. At stations where both snail species were obtained and imposex was present, the imposex index was higher in the red whelk. Hence N. antiqua seems to be the more sensitive species of the two. In the red whelk, imposex development increased with shipping density too, though in the smaller samples the trend was not significant. Average biota-sediment accumulation factors (BSAFs; normalised for lipid content in snails and TOC content in the fraction < 63 microm in sediments) for Buccinum ranged from 0.4 to 1.0 for butyltins and were similar to literature values reported for TBT in other marine species. Higher average BSAF values were found for phenyltins 1.5 (MPT) to 17 (TPT). The high values for TPT match the ranges expected from equilibrium partitioning concepts of persistent hydrophobic compounds. The ratio of live snails to the total number of live snails plus empty shells ranged between 2.5 and 93%. This parameter might be a useful indicator to compare past and present densities of populations of both species in different areas of the North Sea.  相似文献   

18.
Ocean noise levels are thought to be increasing as a result of major growth in global shipping activity, but data quantifying those changes are limited in space and time. As an alternative approach, this study examines the current and future maximum noise capacity of three segments of the global commercial shipping fleet: container ships, oil tankers, and bulk carriers. It shows that continued growth in the number of ships, the quantity of goods carried and the distances traveled could increase the maximum noise capacity of the global shipping fleet by up to a factor of 1.9 by 2030, with major growth in particular in the container and bulk carrier segments. Thus, in the absence of operational or manufacturing changes to such ships, the contribution of commercial shipping to ambient ocean noise levels can be expected to dramatically increase.  相似文献   

19.
《Marine Policy》1999,23(4-5):289-306
The recent Haven, Braer, Aegean Sea and Sea Empress incidents have highlighted the need for protective measures against the risks posed by the shipping industry to the UK coast. This is particularly the case in the vicinity of environmentally sensitive areas. The principal objectives of this paper are to investigate the state of environmental management of tanker traffic in the UK by putting the geography of shipping into its environmental context. Regional traffic levels, accident rates, oil spills, and their potential consequences upon the environment have been summarised via a risk assessment which also considers coastal sensitivity. An assessment of measures available at international level then sets the scene for a review of marine traffic management schemes in operation around the UK. The state of management and its approaches are also discussed and a number of recommendations put forward during marine conferences in the last welve months are considered.  相似文献   

20.
The recent tightening of military budget constraints has called into question the feasibility of costly multilateral naval intervention used to combat maritime piracy off the eastern coast of Africa. Though past studies agree that the transformation of the Somali economy and government is crucial for a long-term solution to piracy in this part of the world, short to medium-run solutions are needed to bridge the gap. Such solutions should be fiscally sensible and serve as effective deterrents, as well as be applicable in addressing the problem of piracy and maritime armed robbery in other parts of the globe. This paper builds upon the foundations laid in Mejia et al. [12] and Mileski et al. [13] by examining the following question: given that a ship is engaged by pirates, what factors help shape the outcome of the confrontation? This study finds that observable action taken on the part of a ship's crew is extremely effective in decreasing the risk of a ship being successfully robbed or hijacked. There has yet (as of May 2014) to be a reported incident where pirates successfully hijacked a vessel that had a security team on board, and so though the effectiveness of security in this matter can be inferred, it cannot be empirically tested (the same is true – in this study's dataset – of the effect of onboard security on deterring robberies). This may provide some guidance for policymakers; if naval intervention is to be scaled back, the encouragement and oversight of shipping companies’ crew response procedures (and perhaps of onboard security measures) by international governments could pose a valid alternative.  相似文献   

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