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Di Jin 《Maritime Policy and Management》1993,20(3):215-227
This paper examines the world-wide supply and demand for new oil tankers. A simultaneous supply and demand model is developed and estimated using two-stage least squares techniques and empirical data from 1972 to 1983. The relationships between tanker newbuilding orders and prices, and other relevant market factors are analysed. Major factors affecting the tanker new building market are identified. The results indicate that: oil price and second-hand tanker price are predominant factors influencing future newbuilding demand; a moderate decrease in laid-up tonnage would not induce a significant increase in newbuilding orders; shipbuilding capacity is a more influential factor for the short-run supply of new tankers than shipbuilding cost. Technological change has also played an important role in the market. 相似文献
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化学品/成品油船的分舱原则不仅要满足国际公约、规则及船级社规范,还要综合考虑完整稳性、破舱稳性以及总纵强度的影响.文章介绍了中船重工船舶设计研究中心有限公司开发的53000DWT IMO II型特涂舱化学品/成品油船的分舱优化设计过程,对设计人员在同吨位液货船分舱设计方面有一定的参考作用. 相似文献
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理论联系实际地论述了油船吨位的扩大引起收入大比例增加,而单位运输成本随着油船吨位的扩大而减小,然后结合航运实践,指出目前油船吨位的最佳选择。 相似文献
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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. 相似文献
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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. 相似文献
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Following the introduction of tonnage tax for UK-based shipping companies in 2000, the industry now has the opportunity to opt for a tax regime that is beneficial in contrast to the corporation tax applied to most other sectors. This paper aims to summarize the tonnage tax scheme and then to go on to assess whether its introduction was appropriate. In doing so, it assesses whether the benefits it brings to the UK shipping industry are in fact fiscally justifiable in terms of the advantages that have been suggested recently by a number of commentators. These are claimed to derive from the comparative advantage of the UK shipping industry, the need for more skilled on-shore shipping staff with sea-going experience, and in terms of sustaining the maritime cluster typified by the maritime activities of the City of London. 相似文献
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Philip J. Wood 《Maritime Policy and Management》1995,22(3):201-208
The Donaldson Report has been published and we are entitled to ask 'where do we go from here?' The majority of the shipping world, recognizing the international nature of the business moves by consensus such that rules applicable in Europe are also applicable in, say, Asia or South America. By its very nature this method takes time to bring rules into effect. By contrast the United Stated of America takes the unilateral approach to transport regulations and because it is such an important trading nation, particularly with regard to shipping, those wishing to participate in the trade must comply with the U.S. rules. One such example is the Oil Pollution Act of 1990 (OPA 90) passed just four year ago. The shipping industry in general and the tanker industry in particular has had to adapt if it wishes to trade within the United States' navigable waters, adjoining shorelines, or the exclusive economic zone (200 miles). This paper looks at those sections of the Act that, from the standpoint of the tanker industry, have had the biggest impact when trading to the United States. We therefore look at how OPA 90 addresses the issues of prevention, clean up and who will pay? 相似文献
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This paper provides statistical evidence in support of the view, widely held in the tanker industry, that there are systematic differences in the degree of risk involved in investing in tankers of different sizes, and in operating tankers in spot and time charter markets. The industry view, broadly supported by the results of this paper, is that larger vessels are 'risker' assets than smaller vessels, and operating vessels in the time-charter market is less risky than employing them on a spot basis. The results are obtained by using a method derived from the financial economics literature, which models both the conditional mean and variance of a variable, known as GARCH modelling. Only one other paper has applied this method to the tanker market, and these results provide confirmatory support of those findings. 相似文献
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Craig J. Forsyth 《Maritime Policy and Management》1991,18(4):313-319
The major factors influencing tanker safety are discussed. For the discussion information has been gleaned from maritime labour officials, industry experts and a recent United States Coast Guard study on tanker safety. Results of other tanker safety studies and/or accident reports are also utilized. Some of the factors analysed are the size and age of vessel, licence qualifications for mates and engineers and manning levels. Other factors are those related to or attributed to flags of convenience and the pressure to maintain shipping schedules. 相似文献
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对比了英标和PIANC两本规范关于船舶撞击能量计算的异同,并就护舷设计吸收能与中国规范进行了比较分析,就撞击能计算中的偏心系数开展了进一步研究。得出结论:1)英标及PIANC规范船舶撞击能量计算中偏心系数、水动力质量系数和异常靠泊能量系数等参数取值不同。2)英标的集装箱船撞击能设计值大多小于PIANC,而油船撞击能设计值大于PIANC。3)油船采用三分点靠泊时撞击能量约为四分点靠泊时的1. 3倍左右。4)油船及气体运输船管汇偏中影响着偏心系数C_E取值,随着船舶吨级增大而减小,影响程度为12%~29%。 相似文献
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Developments in UK shipping: the tonnage tax 总被引:1,自引:0,他引:1
Mark Brownrigg Geoff Dawe Mike Mann Phillip Weston 《Maritime Policy and Management》2001,28(3):213-223
The new UK Government, elected in May 1997, came to power with a commitment to reverse the decline of the UK shipping industry and enhance the employment prospects of UK seafarers. The Government commissioned Lord Alexander of Weedon to investigate the case for a tonnage tax. In this paper, the economic arguments for supporting the UK shipping industry are reviewed. There is some evidence that the UK holds a comparative advantage in world markets in key sectors of the shipping industry and on-shore maritime related activities, but is being undermined by lower foreign taxes. In the absence of government support, the UK shipping industry is likely to continue to decline, and, by further reducing the supply of qualified UK ex-seafarers, put at risk the successful on-shore activities. Various measures that might be used to support a national shipping industry, e.g. a tonnage tax, are considered. The paper concludes by discussing the likely impact of the tonnage tax on the UK's shipping industry. 相似文献
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The introduction of the tonnage tax for shipping companies has been a response to the declining fleets in many European countries. There are strategic and commercial reasons why a maritime presence is desirable, not least of which is to maintain an important skill base. Although regimes have differed they all offer some form of preferential rates of tax for those ships on the register. In certain cases this tax subsidy has been linked to a requirement to train seafarers, notably in the UK. This article analyses the impact of the tonnage tax system and its success in achieving its objectives of fleet expansion and employment with particular reference to the UK. 相似文献
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The introduction of the tonnage tax for shipping companies has been a response to the declining fleets in many European countries. There are strategic and commercial reasons why a maritime presence is desirable, not least of which is to maintain an important skill base. Although regimes have differed they all offer some form of preferential rates of tax for those ships on the register. In certain cases this tax subsidy has been linked to a requirement to train seafarers, notably in the UK. This article analyses the impact of the tonnage tax system and its success in achieving its objectives of fleet expansion and employment with particular reference to the UK. 相似文献
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Mark Brownrigg Geoff Dawe Mike Mann Phillip Weston 《Maritime Policy and Management》2013,40(3):213-223
The new UK Government, elected in May 1997, came to power with a commitment to reverse the decline of the UK shipping industry and enhance the employment prospects of UK seafarers. The Government commissioned Lord Alexander of Weedon to investigate the case for a tonnage tax. In this paper, the economic arguments for supporting the UK shipping industry are reviewed. There is some evidence that the UK holds a comparative advantage in world markets in key sectors of the shipping industry and on-shore maritime related activities, but is being undermined by lower foreign taxes. In the absence of government support, the UK shipping industry is likely to continue to decline, and, by further reducing the supply of qualified UK ex-seafarers, put at risk the successful on-shore activities. Various measures that might be used to support a national shipping industry, e.g. a tonnage tax, are considered. The paper concludes by discussing the likely impact of the tonnage tax on the UK's shipping industry. 相似文献
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《Maritime Policy and Management》2007,34(6):553-576
A simulation model of individual ship movements demonstrates that distance-weighted regional imbalances of tonnage supply and demand are powerful estimators of tanker rates that are converted to approximate time charter equivalents. Statistical fit is acceptable to good when cargo cycles (ballast-load-cargo-discharge) are the units of observation, either individually or aggregated by region. Up to 30-40% higher average time charter equivalent is possible in an outstanding year, such as in 2004, when consistent use is made of this feature. 相似文献
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Gil-Soo Kim 《Maritime Policy and Management》1992,19(4):265-277
The author suggests the existence of 'government preference', which has changed the structure of the Korean economy from that of a light-goods industry to one of a heavy and chemical goods industry; and which has affected the formation of an export-dependent economy. 'Government preference' has also affected the shipping sector which was favoured as a foreign-exchange earner, not as an income generator. Korean shipping expanded through market forces in its earlier developmental stage where tonnage of the Korean fleet grew moderately and profitability was reasonably good; and by 'government preference' towards shipping externalities (balance-of-payments effect and support for export industry) which became a prime concern of the government in later years where the fleet expanded rapidly in spite of negative profitability. It follows that under circumstances of 'government preference' which is strong enough to work and which prefers shipping's external effect to value added generated by shipping. Korean shipping might well record a poor performance in terms of profitability. This means that Korean shipping companies' prime concern lies in 'survival' not in 'profit'. 相似文献