新型的船长管理观是企业创效的关键

随着ISM规则和STCW78/95公约的生效和强制执行,一个保证船舶航行安全,防止人身伤亡,避免船舶污染海洋环境和财产损失的安全管理体系(SMS)已经在全球所有参与或从事国际海上经营和管理的航运公司及其船上全面推行和实施,这无疑对促进整个航运安全、加强船舶安全管理和海洋环境保护的推广提供了极为有效的途径。如何有效地运行该体系是航运公司岸上人员和船员的重要职责,尤其是船长,他是船岸关系中的一个重要要素。规则明确规定,船长具有绝对的权利,岸上管理层所有实施的任何检查和协调制度都应配合该权力,以便船长考虑从旅客、船员、船舶和海洋的最高利益出发而采取的任何行动。作     

港内作业船舶信誉管理的现实意义及路径选择

随着港口航运业的高速发展,与之相配套的港内作业船舶的种类、功能和规模显著增长,其活动的范围、频次和影响也日益扩展,港内作业船舶及其活动逐渐成为水上交通安全监管的重点。与其它运输船舶比较,港内作业船舶具有船舶功能单一、航行范围明确、活动发生频繁、安全管理规范等特点,信誉管理对于港内作业船舶具有明显的适用性。在水上交通安全监管需求持续增长与海事行政管理资源相对不足的矛盾还比较突出的条件下,对港内作业船舶实施信誉管理也具有明显的现实意义。港内作业船舶信誉管理要突出差异性、系统性、动态性的特点,通过开展信誉评估、实施差别管理、营造舆论环境来实现。     

STCW78/95公约实施后对《船舶管理》课程的教学研究

通过对新的STCW78／95公约进行研究，结合97考试规则对《船舶管理》课程所作的要求，从课程的结构、重点、难点等几个方面探讨全国海上船员适任证书统一考试的教学方法。     

STCW78／95公约修改草案对船员教育与培训的影响

重点介绍STCW78／10公约目前修正案规则A部分的主要变化内容，进而分析公约修改对航海教育的影响，以便航海院校和培训中心作出履约的准备工作。     

刍议STCW78／95公约中的海员健康与海上安全

在研究ＳＴＣＷ７８／９５公约制定海员健康国际标准的新要求的基础上,探讨 员身体健康的内涵及海员体力储备对职业的重要性,提出了只有具备健康的身心素质,才能为持续稳定地操纵船舶提供保证。     

STCW78／95公约过渡期间覆约的形势和任务

《１９７８的海员培训、发证和值班标准国际公约》（简称ＳＴＣＷ７８公约）于１９９５年作了全面修正以后,各缔约国政府便面临全面覆行新公约（即ＳＴＣＷ７８／９５公约）的任务。本文介绍了我国覆行新公约的总体情况,特别是公约规定的过渡期内管理机关、航运企业、船员教育与培训机构以及广大船员所面临的形势和任务。     

浅谈"船长绝对权力"的属性

公司作为船舶营运责任的承担者,必然要承担船长行使包括“船长绝对权力”在内的具体管理、指挥权所产生的后果,因此对“船长绝对权力”属性的理解会影响到公司SMS中涉及“船长绝对权力”行使的时机、效力、范围和对象等相关规定。该文根据有关国际公约和我国法律法规的规定,讨论了“船长绝对权力”的属性,认为“船长绝对权力”具有法定性、相对性以及行使时间、范围、对象和内容的局限性。     

浅谈船舶舾装件管理

船舶建造中因舾装件数量大、品种多,故管理工作难度较大。文中对船舶舾装件包含的内容、特点以及托盘管理的概念作了阐述,并结合舾装件的特殊性,从计划、集配和配送三方面对船舶舾装件进行托盘管理作详细介绍,并最终通过托盘管理,有利于解决库存量大,物资供应不及时等问题,同时可以降低造船成本,缩短造船周期。     

浅谈舰船系统工程管理

本文主要对船船设计系统工程管理技术中的主要控制内容、协调技术、计划网络和质量管理作了简要阐述。     

天津港船舶通航模式浅析--看"中原"轮搁浅事故

本文通过从通航环境的角度剖析“中原”轮搁浅事故原因，重点对天津港船舶通航模式进行了探讨，并提出四种通航模式供参考，希望对改善天津港船舶通航环境有所帮助。     

论港口经营人责任限制

港口在我国国民经济中发挥着重要的作用,是我国对外开放的重要门户。然而,迄今为止,我国还没有一部完善的港口法律,尤其是港口经营人责任方面的规定不明确,常常引起当事方的争议。为了更好地规范港口经营人在港口业务活动中的法律行为,文中对港口经营人货损货差和迟延交付货物的责任限制、享受赔偿责任限制的范围,以及港口经营人责任限制的丧失进行探讨。以期为港口立法和解决港口业务中的实际问题提供一定参考。     

Competition in ship handling: a study of market turbulence in North European harbour towage

This paper addresses the issues of an increasingly competitive towage industry in Northern European ports. Enhanced competitiveness reflects the trends in the global mobility of capital, labour, enterprise and management within the context of deregulated port markets. Up until the early 1990s, the long term trend in major North European ports had been towards market concentration. Many small towage firms have been taken-over, bought out or merged. Alternatively, a pattern of consortia has emerged with co-operation and market sharing seen as preferable to ruinous competition. A contrasting trend has occurred in the 1990s, with new entrants into hitherto stable markets. In a number of ports—Antwerp, Rotterdam, Bremerhaven, Hamburg, Southampton, Thamesport, Bristol Channel—new fleets have brought competitive challenge to the incumbent towage fleets. The process of enhanced competitiveness raises questions of safety, reliability, investment and professionalism. The movement towards an openly competitive shipping industry has been in evidence from the 1960s onwards. The momentum of a dynamic shipping industry, with its competitiveness sharpened by the use of global supply factors, has intensified from that period. The movement in European tonnage towards flags of convenience and global labour supplies began in the tanker and bulk carrier markets; more recently this has spread to deep sea liner, short sea and even cabotage trade shipping. The towage industry is the last North European shipping sector to make this transition, following the trends towards port deregulation in the 1990s. From this perspective, this paper considers the impact on the towage market of global mobility and deregulation in North European towage markets—the impact of increased competition on the traditional operators and the likely effect on operational towage standards.     

Competition in ship handling: a study of market turbulence in North European harbour towage

This paper addresses the issues of an increasingly competitive towage industry in Northern European ports. Enhanced competitiveness reflects the trends in the global mobility of capital, labour, enterprise and management within the context of deregulated port markets. Up until the early 1990s, the long term trend in major North European ports had been towards market concentration. Many small towage firms have been taken-over, bought out or merged. Alternatively, a pattern of consortia has emerged with co-operation and market sharing seen as preferable to ruinous competition. A contrasting trend has occurred in the 1990s, with new entrants into hitherto stable markets. In a number of ports Antwerp, Rotterdam, Bremerhaven, Hamburg, Southampton, Thamesport, Bristol Channel new fleets have brought competitive challenge to the incumbent towage fleets. The process of enhanced competitiveness raises questions of safety, reliability, investment and professionalism. The movement towards an openly competitive shipping industry has been in evidence from the 1960s onwards. The momentum of a dynamic shipping industry, with its competitiveness sharpened by the use of global supply factors, has intensified from that period. The movement in European tonnage towards flags of convenience and global labour supplies began in the tanker and bulk carrier markets; more recently this has spread to deep sea liner, short sea and even cabotage trade shipping. The towage industry is the last North European shipping sector to make this transition, following the trends towards port deregulation in the 1990s. From this perspective, this paper considers the impact on the towage market of global mobility and deregulation in North European towage markets the impact of increased competition on the traditional operators and the likely effect on operational towage standards.     

On the global ship hull bending energy in ship collisions

During ship collisions part of the kinetic energy of the involved vessels immediately prior to contact is absorbed as energy dissipated by crushing of the hull structures, by friction and by elastic energy. The purpose of this report is to present an estimate of the elastic energy that can be stored in elastic hull vibrations during a ship collision.When a ship side is strengthened in order to improve the crashworthiness it has been argued in the scientific literature that a non-trivial part of the energy released for structural deformation during the collision can be absorbed as elastic energy in global ship hull vibrations, such that with strong ship sides less energy has to be spent in crushing of the striking ship bow and/or the struck ship side.In normal ship–ship collision analyses both the striking and struck ship are usually considered as rigid bodies where structural crushing is confined to the impact location and where local and global bending vibration modes are neglected. That is, the structural deformation problem is considered quasi-static. In this paper a simple uniform free–free beam model is presented for estimating the energy transported into the global bending vibrations of the struck ship hull during ship–ship collisions. The striking ship is still considered as a rigid body. The local interaction between the two ships is modeled by a linear load–deflection relation.The analysis results for a simplified model of a struck coaster and of a large tanker show that the elastic energy absorbed by the struck ship normally is small and varies from 1 to 6% of the energy released for crushing. The energy stored as elastic global hull girder vibrations depends on the ship mass, the local stiffness of the side structure, and of the position of contact. The results also show that in case of highly strengthened ship sides the maximum global bending strains during collisions can lead to hull failure.     

与船舶融资相关的海事登记问题探讨

航运业的发展注定会与金融业产生密不可分的联系,说到航运金融的重要性,很多人会联想到船舶融资对GDP的贡献、对航运企业发展的帮助等。但笔者希望强调的是,一国航运金融的发展程度直接关系到其在国际航运市场上的地位,航运金融环境成熟,     

Marketing the professional ship management service

This article aims to apply the relationship marketing concept in a professional ship management context. The dramatic growth in the ship management industry means that companies are increasingly seeking ways of ensuring competitiveness. Efforts have mainly concentrated on the improvement of the quality of the service, market entry strategies, establishment in strategic locations, and promotion. Nevertheless, it is argued that in the professional service context of ship management, the aspect of building and maintaining client relationships is of utmost importance. The building of client relationships will require investments of an economic and social nature, training of personnel and the consideration of marketing as a strategic issue. Ship management companies that build long-term client relationships will ensure client retention, reduce transaction costs and achieve differentiation and competitiveness.