Barriers for adoption of energy efficiency operational measures in shipping industry

According to the Third Greenhouse Gas (GHG) Study 2014 of International Maritime Organization (IMO), the total emission in 2012 are estimated to be 949 million tonnes which is 2.7% of global CO₂ emission by total shipping and expected to increase from 2012 levels by 50–250% by 2050. Significant changes are needed to all industry by implementation of energy efficiency design and operational measures to meet existing and future global emission reduction targets. Although the fuel cost-reducing effects of some energy efficiency measures and new technologies are well established and matured, shipping companies appear reluctant to adopt them. Besides, it is observed that the stakeholders are directly or indirectly involved for implementation of energy efficiency measures in shipping industry. Therefore, the objective for this study was to identify the barriers to energy efficiency operational measures by a qualitative survey among various stakeholders from all corners of shipping industry. It has been found in the research that the barriers for implementation of all cost-free operational measures are almost the same such as lack of information of the measure, lack of awareness and competence of ship crews and operation difficulties which are in nature of information and technical barriers. But financial issue and owner’s interest are the key barriers for some other operational measures which are related to costing and need investment for implementation.     

Innovation, capabilities and competitive advantage in Norwegian shipping

As a high-cost country, it is believed that Norway has to build its competitiveness in most industries on innovation and knowledge-intensive products. The shipping industry is no exception. It has to be innovative in order to prosper. This unison conclusion, which has been drawn in several research projects during the last 10-20 years, is probably also applicable for companies in other high cost countries. A major issue in this research is how the industry can develop and maintain innovativeness and international competitiveness. The aim of this paper is to discuss the conclusion drawn in previous research concerning how the shipping industry can be innovative. It concludes that shipping companies have to improve their skills and competencies in a stronger interplay between organizations within and without the maritime cluster. This may increase their total capability and innovativeness and create distinctive competitive advantages that are difficult to imitate.     

Innovation,capabilities and competitive advantage in Norwegian shipping

As a high-cost country, it is believed that Norway has to build its competitiveness in most industries on innovation and knowledge-intensive products. The shipping industry is no exception. It has to be innovative in order to prosper. This unison conclusion, which has been drawn in several research projects during the last 10–20 years, is probably also applicable for companies in other high cost countries. A major issue in this research is how the industry can develop and maintain innovativeness and international competitiveness. The aim of this paper is to discuss the conclusion drawn in previous research concerning how the shipping industry can be innovative. It concludes that shipping companies have to improve their skills and competencies in a stronger interplay between organizations within and without the maritime cluster. This may increase their total capability and innovativeness and create distinctive competitive advantages that are difficult to imitate.     

An application of BBNs on the integrated energy efficiency of ship–port interface: a dry bulk shipping case

ABSTRACT

A considerable amount of energy is consumed with every completed ship voyage and each port operation performed. Recent regulative approaches by the IMO are to enforce the shipping industry to become more energy efficient and sustainable. There is a growing amount of literature on the energy efficiency management of ships and ports. However, there is still inadequate research effort on the ship–port interface in order to obtain an Integrated Energy Efficiency framework for marine transport operations. In this research, a theoretical concept is generated to measure holistic energy efficiency in shipping operations. The main purpose of this paper is to identify nodes of the integrated ship-port energy efficiency framework and develop a probabilistic approach, which can help to increase energy efficiency and reduce CO2 emissions for shipping companies. This research generates an application of BBNs on ship–port interface regarding the integrated operational energy efficiency interactions by aiming to optimise holistic operational energy efficiency and CO2 emissions. The outcomes suggest that it would be possible to increase the probability of a more energy efficient and sustainable marine transport operation by integrating the influences of port and ship operation performances and their elements on the related route planning and slow steaming decision-making.     

Achieving an ASEAN single shipping market: shipping and logistics firms’ perspective

ABSTRACT

To establish an Association of Southeast Asian Nations (ASEAN) Single Shipping Market (ASSM) is an important part of ASEAN governments’ overall plan to achieve an ASEAN Economic Community by 2015. It is expected that a single shipping market will improve the region’s logistics performance and international competitiveness. To achieve this vision, however, the ASEAN countries need to remove any remaining barriers to logistics performance. In this light, the objective of this paper is to identify these barriers and assess their effects on the logistics performance of shipping and logistics firms based in ASEAN countries. Using a questionnaire-based survey, the study revealed several barriers affecting their logistics performance with varying significance among these countries. Unless these barriers from the perspective of the industry are removed, the ability of the shipping and logistics industry to benefit from a liberalized market would be limited. These perceived barriers are examined in detail and strategies to address them are proposed. The ASEAN experience is applicable to similar countries in the process of integrating their international shipping sector as well as contributes to the understanding of the different barriers and how these barriers can affect the logistics performance of shipping and logistics companies.     

多种热力循环在船舶热能发电系统中的应用

发展和应用船舶柴油机热能发电技术是实现航运业节能减排的重要途径之一。围绕蒸汽朗肯循环、有机朗肯循环、卡琳娜循环和布雷顿循环4种应用于船舶主机烟气余热回收利用领域的热力循环，介绍各循环的基本原理和工质选择，并进行装置效率对比，对以热力循环为基本原理的船舶柴油机热能发电系统的研究现状和发展趋势进行总结。论文研究认为：有机朗肯循环拥有相对较高的热能回收发电效率，而以S-CO2为循环工质的布雷顿循环拥有更显著的船舶热能回收发电应用前景，在探求可联合“契合点”的基础上建立以“蒸汽-有机朗肯联合循环系统”为代表的两种甚至两种以上循环方式的联合热力循环余热回收发电系统是提升船舶热能发电整体效率的重要手段。     

Strategic re-thinking in shipping companies

This article proposes a framework for how successful shipping companies can develop strategies for growth and take advantage of business opportunities. It is essential to strengthen strategy implementation to trigger faster, internallygenerated and profitable business growth. Formal planning and control systems, as they traditionally exist in shipping companies, need to be modified to allow for such growth. The forward-thinkers, the truly dynamic companies, will be able to perceive business opportunities before anyone else, mobilize their people, and implement the necessary strategies. In doing so, a balance must be struck between the everyday and visionary focus, between the top-down and bottom-up focus, between the business and corporate portfolio focus. Shipping companies can learn from the example of the progressive business leaders in other fields, capitalizing on their way to succeed and grow, by developing a dual capability to ‘see’ new opportunities and to ‘mobilize’ the relevant organizational resources to implement these. Examples from successful shipping companies are provided.     

Strategic re-thinking in shipping companies

This article proposes a framework for how successful shipping companies can develop strategies for growth and take advantage of business opportunities. It is essential to strengthen strategy implementation to trigger faster, internallygenerated and profitable business growth. Formal planning and control systems, as they traditionally exist in shipping companies, need to be modified to allow for such growth. The forward-thinkers, the truly dynamic companies, will be able to perceive business opportunities before anyone else, mobilize their people, and implement the necessary strategies. In doing so, a balance must be struck between the everyday and visionary focus, between the top-down and bottom-up focus, between the business and corporate portfolio focus. Shipping companies can learn from the example of the progressive business leaders in other fields, capitalizing on their way to succeed and grow, by developing a dual capability to 'see' new opportunities and to 'mobilize' the relevant organizational resources to implement these. Examples from successful shipping companies are provided.     

Determinants of Indian sub-continent officer–seafarer retention in the shipping industry

The retention of officer–seafarers within the international shipping industry is a difficult problem facing shipping and ship management companies. One strategic option open to all companies that should improve overall retention is to seek to become an employer of choice by providing an intellectual capital environment attractive to officer–seafarers. This is investigated through a survey of officer–seafarers covering areas where ship management can exercise some control over their working conditions. These cover recognition by their employer and commensurate rewards, organizational culture and structure and building relationships with external parties. Experienced Indian sub-continent officer–seafarers were the sample population resulting in more than 200 valid completions. These were analysed using correlation and regression. Although all hypotheses were in the predicted direction, only four passed the significance test: long-term career prospects, a smooth and fair recruitment process, a better relationship with maritime authorities and an employee-friendly organizational culture. Stepwise regression indicated that only organizational culture had a significant positive effect on intention to remain a seafarer. The items in the organizational culture construct accord with recommendations from the literature on becoming an employer of choice and improving employee retention, providing guidance for attracting and retaining officers.     

The Nigerian shipping industry and indigenous shipping companies

The shipping industry in Nigeria since the early 1990s has been experiencing a continuous disastrous downturn. Nigerian shipping companies' participation in international shipping has continued to be very limited. Their presence and impact is hardly felt in the world's shipping industry. Both the national carriers (that is shipping companies with national carrier status) and other indigenous private shipping companies have vessel as well as management problems. These problems have led to the poor performance of the Nigerian shipping industry for over a decade now. The carriers in the industry are not attaining for the country the gains that are supposed to emanate from shipping. This paper points out the importance of shipping to a nation, identifies the problems the country's shipping companies are facing and proffers solutions that include merging of the companies to have strong financial standing and a competitive edge.     

Meta-frontier function approach to operational efficiency for shipping companies

ABSTRACT

This study uses a meta-frontier function approach to estimate operational efficiency and technology gaps for shipping companies. Researchers have evaluated the relative efficiency of shipping firms with the assumption that shipping firms operate under one frontier technology. However, the assumption of one frontier technology is being argued by efficiency literature. Therefore, this study estimates relative efficiency of shipping firms in different market segments (dry bulk, liquid bulk, and containerized cargo), possibly operating with different technologies and, hence, under different frontiers. This study uses a meta-frontier function approach that allows us to distinguish separate frontiers for different groups and decompose efficiency scores relative to the meta-frontier. Data used in this study is collected from Thomson One Banker from 2001-2013 in the form of unbalanced panel data. Empirical results suggest that dry bulk firms’ production technology is more advanced than others and the production frontier is the closest to that of the meta-frontier. In addition, efficiency scores are all low, but containerized cargo firms achieve higher technological efficiency than the other two groups. It is also suggested that containerized cargo and liquid bulk firms should prioritize improvements in their production technology and dry bulk firms should prioritize improving group efficiency.     

A transaction cost analysis of Finnish, Swedish and Norwegian shipping

The purpose of the article is to analyse the operation of shipping companies in Finland, Sweden and Norway cross-sectionwise in 1989-1991. These represent three different types of shipping operations in three neighbouring countries in Northern Europe. In the analysis, an apllication of the transaction cosr approach (TCA) is employed. It is shown that finnish shipping is usually very concentrated both in terms of geographical coverage, cargo composition and ownership. In cargo shipping, Finnish shipping firms mainly operate on the 'domestic' routes connecting Finland to the main European markets. Few Finnish firms are operating in highly competitive operations such as cruise shipping and liquid and dry bulk trades. Ownership in shipping is also often institutionalized rather than being in private, independent hands. In Sweden, the hierarchial governance of shipping is less than it is Finland. In certain worldwide trades, such as reefer and car carrier trades, the governance structure could be defined as hierarchial due to high asset specificity and high degree of specialization. In Norway, the shipping industry seems to be strongly market-oriented. The industry is composed of shipping companies, whose existence depends on their cost competitiveness on the shipping market, and is usually not backed up by exclusive hierarchial arrangements. Notable exceptions are the LNG/LPG and car carrier trades. The classification presented principle can easily be extended to other shipping countries, or companywise comparisions, as well.     

Evolution and research trends of container shipping

The shipping industry was transformed by the expansion of international trade and technological innovation, notably containerization, since the 1960s. Accordingly, this was followed by a significant increase in research addressing different aspects of container shipping. Despite such availability, important questions have remained unanswered: what are the major contributions that the research community has made to the container shipping industry, global and regional economies? Have their contributions been skewed towards particular themes, directions, and geographical areas? What can the shipping research community learn from the evolution and trends of container shipping research so that they can continue to contribute to the well-being of the global and regional economies? To address these questions, the paper undertakes a critical review and analysis on the evolution and trends of research in container shipping in the past four decades, based on a collection of 282 papers investigating different topics in container shipping featuring in major scholarly journals between 1967 and 2012. The study enables the shipping research community to enhance self-understandings and identifies major gaps for further research.     

Risk perception affecting the performance of shipping companies: the moderating effect of China and Korea

Risks in the shipping industry have been highlighted and have attracted significant attention, especially following the bankruptcy of Hanjin in 2017. Due to the decrease in container volume, the business environment for large shipping companies in China has deteriorated. Therefore, major large shipping companies have implemented mixed ownership reform, which provides more opportunities for large Korean shipping companies to enter the Chinese shipping industry. This study first identifies risk perception, specifically focusing on the moderating effect of Chinese and Korean shipping companies, and then demonstrates the impact of these risks on shipping company performance. The results show that market, operational, and technical risks have a negative influence on Chinese shipping companies, whereas market, policy, financial, operations, and technical risks have a negative influence on Korean shipping companies. This study contributes to the fundamental understanding of the effect of risk perception on performance among shipping companies in both countries and calls for further research on risk management plans based on the risk factors identified herein. On a practical level, this study provides an important reference for operators and investors who seek to enter strategic alliances or joint venture in Chinese shipping industry.     

Case study analysis of the impacts of electronic commerce on the strategic management of container shipping companies

Despite the prevalence of its use, very little is understood about the role of electronic commerce (EC) practice on the strategic management of container shipping companies. Four case studies were undertaken to assess the main uses, motivations, barriers and strategic relevance of EC in the container shipping industry between 1992 and 2002. The cases studies included one large, one medium and one small deep-sea container line, and one medium-sized feeder line. The research found that despite pressing technical and managerial barriers, the need to improve internal economies provided the most fertile grounds for EC use in 1992 and EC was seen as a tactical tool to achieve these goals. By 2002, customer-oriented motivations became critical to the increased relevance of EC and to its perception as a business necessity.     

The relative efficiency and financial risk assessment of shipping companies

Since shipping companies are highly competitive, we ask whether financial risk assessment tools impact company performance and, therefore competitiveness and efficiency. Stochastic Frontier Analysis (SFA) is used in the evaluation. Based on distinct features of the risk-return relationship, three cargo segments in the shipping industry are studied—dry bulk, liquid bulk, and containerized cargo. The influence of the risk assessment indicators on market and operational efficiency is subsequently determined using a panel regression to determine whether different asset allocation and risk management techniques improve the performance of shipping companies. In this analysis, 79 international shipping companies listed in Bloomberg Shipping Indices are included in the data collected from Thomson One for the period of 2001–2010. Efficiency estimation from the SFA shows that containerized cargo firms have better performance in both market and operating efficiencies. Operating efficiency performance is achieved by lowering liquidity. Market efficiency is improved by well-managed leverage level.     

Shipping and the Transfer of Technology†

This paper discusses and assesses the complex process of change that has occurred in East Europe over thc last five years, and attempts to relate these changes to the shipping sector. Conventional mathematical methods are discussed as inappropriate in analysing economic, social and political developments and the technique of conceptual modelling is used, borrowed from other disciplines including those of environmental appraisal and computer sciences. The main linkages are discussed with particular reference to the Polish shipping sector, with specific analysis of the legal, managerial, spatial, economic, political, social and organizational contexts. The dominant themes of change are drawn out in an attempt to predict the impact on the Polish shipping industry in general and the three main State companies–Polish Ocean Lines (Liner Shipping); Polish Steamship Company (Bulk/Tramp) and Polish Baltic Ferries– that dominate the market.     

基于SEEMP的船舶营运能效评价指数的开发及应用:韩国某案例研究（英文）

The CO_2 emission reduction policy of the International Maritime Organization(IMO) recommends that the operation of ships,managed by maritime transport companies, should be energy-efficient. An evaluation method that can determine how successfully a ship implements the energy efficiency plan is proposed in this study. To develop this method, the measures required for energy-efficient ship operations according to the Ship Energy Efficiency Management Plan(SEEMP) operational guidelines were selected. The weights of the selected measures, which indicate how they contribute to the energy-efficient operation of a ship, were derived using a survey based on the analytic hierarchy process(AHP) method. Consequently, using these measures and their weights, a new evaluation method was proposed. This evaluation method was applied to shipping companies in South Korea, and their ship operation energy efficiency indices were derived and compared. This evaluation method will be useful to the government and shipping companies in assessing the energy efficiency of ship operations.     

Case study analysis of the impacts of electronic commerce on the strategic management of container shipping companies

Despite the prevalence of its use, very little is understood about the role of electronic commerce (EC) practice on the strategic management of container shipping companies. Four case studies were undertaken to assess the main uses, motivations, barriers and strategic relevance of EC in the container shipping industry between 1992 and 2002. The cases studies included one large, one medium and one small deep-sea container line, and one medium-sized feeder line. The research found that despite pressing technical and managerial barriers, the need to improve internal economies provided the most fertile grounds for EC use in 1992 and EC was seen as a tactical tool to achieve these goals. By 2002, customer-oriented motivations became critical to the increased relevance of EC and to its perception as a business necessity.     

Environmental awareness and practice concerning maritime air emissions: the case of the Greek shipping industry

One of the most urgent environmental problems facing the shipping industry today is the reduction of Greenhouse Gas (GHG) emissions from its operations and the possible cost-effective ways in which this reduction could be accomplished. Various technical and operational measures have been proposed as well as market-based instruments for the achievement of the compliance of marine industry with these measures. This paper investigates the levels of environmental awareness of the Greek shipping companies and their views and practices on the proposed policies for the reduction of GHG emissions from their ships. A survey was carried out using a questionnaire distributed to Greek shipping companies of different sizes, involved in different segments of the marine industry, so that the survey's results not only represent a large part of the Greek shipping industry but also reveal the different environmental attitudes and practices on maritime GHG emissions among the shipping companies. Given the size and the importance of the Greek shipping industry in the international maritime field, this paper's results present a special significance as they could be further analyzed and taken into account for the achievement of the compliance of marine industry with any future policy instrument for the reduction of maritime GHG emissions.