States’ obligations relating to marine monitoring and observation

Ocean data determining the state of the ocean are required for various purposes. The data are needed to understand the ocean and its interrelation, for instance, with the climate as well as to provide information and benefits for numerous sectors, such as for the coastal protection or pollution control. In order to meet the multiple needs for ocean information, a global and sustained system for ocean observation activities is necessary. Steps towards such a global system have been taken within the last decades, especially by setting up the Global Ocean Observing System (GOOS). However, the existing international structures and systems have been lacking governmental support and are held to be insufficient. In this context, the questions are raised whether states are already required by international law to observe and monitor the ocean and to cooperate in doing so and whether states are even obliged to contribute to international ocean observing programmes. Although to some extent, states’ obligations can be found in international conventions, such as in the UN Convention on the Law of the Sea (UNCLOS), they cannot meet all the various needs for ocean data. Specific and substantive obligations in international law meeting the multiple needs for ocean data are, however, required. If such obligations were included in the UNCLOS, issues relating to Marine Scientific Research would have to be kept in mind. Another option of creating specific commitments could be seen in a new agreement relating to the GOOS.     

Safety in Greek coastal shipping: The role and risk of human factor revisited

The comprehensive analysis presented in this paper investigates the links and comparative assets between human factor and other factors that are important determinants of maritime transport risk. In this outline, the identification of factors, such as age and ship size, that can be statistically linked (i.e. statistical significance) to whether an accident in a passenger vessel can be attributed to human factor or other causes is addressed accordingly. This way, the role of human factor in relation to safety of Greek coastal shipping is revealed and the spotlight is able to focus on the various aspects and points that manifest the importance of human element in the maritime industry. The risk assessment of the transportation with Greek passenger ships is being used in order for the safety level of Greek coastal shipping to be adequately estimated. Moreover, the comparison between the values of risk for accidents caused by human factor and those attributed to other causes is an established way to bring to the fore the unbroken relationship between the human factor and marine accidents’ consequences. The paper is concluded with interesting insights and comments drafted through the aforementioned tasks.     

Management and labour in shipping: A role for co-operatives

The employment and management policies of the shipping industry are in legal and administrative confusion. The shipping industry is struggling with an unworkable global governance based on flag state sovereignty and a sanctionless international regulatory regime. Seafarers suffer most from this state of affairs, but so do the shipping industry’s public image. Few co-operatives of maritime workers exist in national or international shipping. A new employment theory is long overdue. Human centred management policies can only attain their full potential through co-operative or mutual associations. This paper describes the application of enlightened and socially conscious management principles to the shipping industry. Seafarers’ co-operatives are the future organisational building blocks of the shipping industry. Co-operatives can rescue maritime workers from developing countries from exploitation and the debilitating effects of casual labour by providing “all in one” seagoing and shore based professional careers. Seafarers’ co-operatives can solve the shipping industry’s maritime training and education problems. The seven universal principles of co-operative management will guide shipping management in setting human centred objectives that command respect of those who come in contact with the shipping industry.     

Private maritime security company (PMSC) in the Strait of Malacca

Recently, maritime security issues in the Strait of Malacca have been in the limelight. Statistics highlighting the risk of piracy faced by shipping in the Strait of Malacca and the possibility of a terrorist attack have led to an enhanced awareness of the need for heightened security. The declaration by Lloyd’s Joint War Committee (JWC) of the Strait as a “war risk area” has strengthened the perception that the littoral states have not done enough to make the Strait secure for international trade.     

The potential for British coastal shipping in a multimodal chain

A strategy to revitalize coastal shipping within Great Britain is investigated. An examination of the regulatory environment shows government, at both the EU and British levels, aware of the environmental benefits of coastal shipping compared to road freight transport, if only mildly supportive in tangible terms. The geography of Great Britain and the modern preference for just-in-time deliveries have severely restricted the ability of coastal shipping to compete effectively with road freight transport. The primary objective of the paper is to investigate whether coastal shipping could be integrated into a multimodal door-to-door supply chain, where it is currently hampered by high costs of transhipment, slow transport speeds, and the incongruity of load sizes between land and sea modes. Integration requires the co-operation of all organizations within the multi-modal supply chain. However, coastal shipping companies have been known to be individualistic and mistrusting of alliances. Therefore, a Delphi study is undertaken to investigate the standpoint of leading managers in such companies towards multimodal integration. The results of the Delphi study indicate that managers are in favour of multimodal developments, in particular cooperation between coastal shipping and road haulage. However, there was agreement that the business is highly competitive, and this may prevent the forms of collaboration required for multimodal systems. The secretive nature of the coastal shipping sector could impede joint marketing to promote a mode of transport that is often 'invisible' to shippers. There was little consensus on the relationship that should exist between coastal shipping and ports, a topic worthy of further investigation.     

The impact of low sulphur fuel requirements in shipping on the competitiveness of roro shipping in Northern Europe

Annex VI of the MARPOL Convention aims for a reduction in sulphur oxide emissions from ships. The limits applicable at sea in Emission Control Areas (ECAs) were reduced from 1.5% to 1% in 2010 and are planned to be further reduced to 0.1%, effective from 1 January 2015. This paper analyses the impact of the International Maritime Organization’s Tier II/III standards introduced by Annex VI amendments adopted in October 2008 on costs and prices of roro (roll on/roll off) traffic in the ECAs in North Europe and on the competitiveness of roro shipping in the ECAs compared to trucking. We demonstrate that the new Annex VI agreement may be quite costly for the participants in the shipping industry and will result in higher freight rates. Based on a detailed price analysis on modal competition between the roro/truck option and the ‘truck only’ option on thirty origin–destination routes linked to the ECAs, we conclude that the use of low sulphur fuel is expected to increase the transport prices particularly on the origin–destination relations with a medium or long short sea section. The paper also presents the results of a survey among leading short sea operators in the ECAs in view of providing more insight on expected modal shifts and price elasticity in the short sea market.     

The potential for British coastal shipping in a multimodal chain

A strategy to revitalize coastal shipping within Great Britain is investigated. An examination of the regulatory environment shows government, at both the EU and British levels, aware of the environmental benefits of coastal shipping compared to road freight transport, if only mildly supportive in tangible terms. The geography of Great Britain and the modern preference for just-in-time deliveries have severely restricted the ability of coastal shipping to compete effectively with road freight transport. The primary objective of the paper is to investigate whether coastal shipping could be integrated into a multimodal door-to-door supply chain, where it is currently hampered by high costs of transhipment, slow transport speeds, and the incongruity of load sizes between land and sea modes. Integration requires the co-operation of all organizations within the multi-modal supply chain. However, coastal shipping companies have been known to be individualistic and mistrusting of alliances. Therefore, a Delphi study is undertaken to investigate the standpoint of leading managers in such companies towards multimodal integration. The results of the Delphi study indicate that managers are in favour of multimodal developments, in particular cooperation between coastal shipping and road haulage. However, there was agreement that the business is highly competitive, and this may prevent the forms of collaboration required for multimodal systems. The secretive nature of the coastal shipping sector could impede joint marketing to promote a mode of transport that is often ‘invisible’ to shippers. There was little consensus on the relationship that should exist between coastal shipping and ports, a topic worthy of further investigation.     

The significance of the International Tribunal for the Law of the Sea for the shipping industry

The International Tribunal for the Law of the Sea (ITLOS) was established by the 1982 United Nations Convention on the Law of the Sea as a body to settle disputes between States Parties to the Convention regarding the interpretation or application of the Convention s provisions, including provisions concerning the exercise of the powers of States over shipping and the discharge by states of their responsibilities and obligations in relation to ships.ITLOS is competent to deal with disputes in which a State is alleged to have wrongly interfered with or otherwise restrained the operation of a vessel when it is in a port of the State or within the territorial sea or exclusive economic zone of the State.In its previous judgments, ITLOS has provided clarifications of some important areas of the law of the sea concerning the operation and regulation of shipping by flag States and other states.ITLOS plays a key role in the regime of the Law of the Sea Convention relating to the prompt release of ships and their crews that are arrested or detained in a foreign port.ITLOS also has the possibility to serve as ajudicial organ for the settlement of disputes under other maritime agreements and contracts, if the parties to the agreements or contracts agree to confer jurisdiction on it.There are many advantages to be gained by States and shipping operators from using ITLOS as the body for the settlement of disputes under agreements. These advantages include savings in time and expenses.     

Dealing with multicultural human resources in a socially responsible manner: a focus on the maritime industry

Shipping companies’ crucial need for cost cutting is their main motive for recruiting seafarers of various nationalities and formulating multicultural teams on board ships. This paper seeks to examine ways of dealing with cultural issues by being a socially responsible company. The main point of the research is to examine how managing multicultural crews is related to the shipping companies’ and the industry’s social responsibility. An extensive literature review on the cultural issues of maritime manpower, with a focus on the working and living conditions and the management of shipping crews, reveals important aspects of the subject. This analysis is enriched with qualitative data from an on-board case study, and from a survey among crew managers and manning agents. Results show that managing multicultural human resources in a socially responsible manner requires socially acceptable behaviour towards seagoing labour from all the industrial actors.     

Maritime security and seafarers’ welfare: Towards harmonization

This article examines the negative situation surrounding seafarers’ welfare in the post 9–11 shipping world. Its main focus is the denial of shore leave which has become a prime source of disharmony since the implementation of post 9–11 security measures. It discusses the implementation of these measures which has been at the expense of seafarers’ customary right to shore leave.     

关于海事行政机关协助法院执行行为的解读

海事行政机关协助法院执行已是一项常态化的工作,由于缺乏明确而具体的规定,导致各海事行政机关在协助执行中的做法不一,且在与法院、当事人之间出现某些不协调、文章从分析协助执行行为性质入手,对海事行政机关协助执行的义务陆、协助执行行为的不可复议性或不可诉性,以及如何协助执行等方面进行了较为全面的解读,对进一步规范协助执行行为,防范协助执行中的执法风险具有较强的针对性生和参考性．     

The 50<Superscript>th</Superscript> anniversary of container shipping the Admiral Sheldon Kinney (USN) lectures

The paper offers a historical overview of the container revolution. It starts from the origin more than 50 years ago, presenting how the pioneer Malcom McLean came to this idea that has changed the nature of Shipping. It then presents how and why container shipping was gradually accepted and what has been the main trends during the last 50 years: the increase in vessels’ and containers’ size and in vessels’ speed. Finally, the paper investigates what the future will bring and notably sheds light on the increase in containers’ size and on the improvements in terminal and rail services.     

Factors influencing container carriers’ use of coastal shipping

Coastal shipping is one of the most sustainable and economically competitive modes of transportation. This study employs the analytic hierarchy process (AHP) method to determine the importance of various factors influencing container carriers’ use of coastal shipping. A three-level hierarchical structure with the 17 attributes is proposed and tested. A previous AHP survey in Taiwan has indicated that port policy and infrastructure is the most critical factor influencing the coastal shipping by container carriers followed by operational cost, operational strategy and operational efficiency. Overall, the results indicate that the five most important attributes influencing the use of coastal shipping are simplified customs procedures; leasing a dedicated terminal; transhipment time; a favourable port charge system and efficient terminal operations.     

Arctic routing: Challenges and opportunities

Responding to the world’s growing demand for oil and gas, Arctic resources have been given much attention by the energy and shipping industries. In addition, global warming has accelerated oil and gas development in the Arctic, particularly in its western region. Ice-diminishing Arctic has inspired the world’s shipping industry to explore the feasibility of the historical Arctic routes, the Northwest Passage and Northern Sea Route, as seasonal commercial sea lanes. The background aspects of the Passages and the main issues to be solved for their commercial openings are discussed in this paper. Challenges to an internationally agreeable Arctic regime, likely the Antarctic Treaty, are crucial for clean production and safe transport of the Arctic resources and the transit passages across the Arctic Ocean.     

Liner shipping industry sets sail with full speed

The article presents the past and current trends in liner shipping and stresses that in a near future, the market will benefit from five main factors: the robust shipping surrounding from international trade; the structural change in industrial relocation; the China factor; the increase in ship-owners’ profitability and lastly the liberalisation of markets and of the shipping industry that will generate new opportunities. At the same time, the article also sheds light on factors that could put limits to the growth in the short run: the expected decrease in freight rate, the increase in bunker costs and in port dues combined with the strengthening of imbalance in trades are identified as the main elements that could put limits on the vitality of liner shipping business.     

Offering refuge is better than refusing

Historically, there is a long tradition of granting vessels in distress a place of refuge, particularly for humanitarian reasons, but more recently there has been a growing apprehension of coastal states to grant refuge. This apprehension has mostly centred upon the risk of pollution damage. The liability of the shipowner for damage to third parties, the existing liability regimes and the sufficiency of the existing compensation mechanisms, particularly bearing in mind the shipowner’s right to limit liability are reviewed. Against this background the paper analyses different options of decision making regarding whether refuge is granted or not. The conclusion is that the interests of the coastal state and the vessel need to be balanced against each other and that that balance in the majority of situations should result in gran ting a place of refuge.     

Evolution of green shipping research: themes and methods

Over the past 30 years, there have been growing concerns on the environmental impacts of maritime transportation, which have attracted great attention from both academia and practitioners. Understanding developments in this area can help guide future research. We conducted a comprehensive review of green shipping research, comprising 213 papers published in transportation journals in SSCI of 2017 over the period 1988–2017. We find that research on green shipping has increased greatly since 2012, accounting for 77.5% of the reviewed papers. The main focus today on green shipping was on air pollution, and the classification of green shipping practice, such as technical measures, operational options, market-based measures, and recycling and reusing, is becoming clear. According to the existing studies, future research on green shipping must strengthen technology research to not only solve practical problems, but also to establish a theoretical green shipping system. Moreover, researchers from different countries could cooperate with each other to give effective suggestions on setting standards and laws of green shipping. Finally, we identify the future research themes will focus on setting up green shipping system and legislation and policy.     

方便旗船舶对海运的影响

方便旗船是在一定历史条件下,国际经济、政治和各国航运立法等因素的综合性产物,其存在和发展有积极的一面,但从整体上看一些方便船籍国忽视了对方便旗船的有效管辖与管制,给世界航运经济带来一系列负面影响。介绍船舶入注方便旗的各种原因,阐述其所带来的种种弊端,最后介绍为提高其营运安全所采取的措施以及有关专家对正常登记国的建议。     

An analysis of the pricing system in the Greek-Italian coastal routes

Price discrimination is practiced by oligopolistic coastal shipping companies in the 'unregulated' Greece-Italy routes in the year 2002. Investigation has been carried out 'per route'—in a doctoral thesis—instead of 'per market' which was the so-far erroneous approach of shipping economists. This is so for a host of differentiating factors play a considerable and non-negligible role (like geography, distance, demand, seasonality and others). Service—and price-discrimination—in coastal shipping is affected also by the predetermined ship design which thus is a special feature—but not exclusively—in coastal shipping. Companies in the Adriatic Sea try to extract the greater possible value of the user's willingness to pay, peak and off-peak, group and ungrouped, for social groups (clubs, families and students). Marketing and economics interfere in a complicated—far from the nice world of theory—situation, where maximization of revenue and profit, capacity utilization, intense seasonality and high fixed cost (common and joint costs as well) are a few of the factors that interplay. This paper can be considered as a case study for applied pricing. Excess capacity is also a strategic factor affecting pricing. It is our opinion that the analysis here gives for the first time a complete theoretical and practical account—based on the price lists of the companies—of the pricing policy of the ferry boats running in the Adriatic Sea belonging to coastal shipping companies connecting Italy with Greece and Greece with the European Union (EU). We believe this work to be useful for maritime Europe.     

Long-term approach for assessment of sloshing loads in LNG carrier,part II: Grouping method

Assessing the sloshing loads has been a significant issue in designing the cargo containment system (CCS) of a liquefied natural gas carrier (LNGC). The sloshing problem contains numerous physical and technical uncertainties. The long-term approach has been suggested to reduce the possible uncertainties, but it has not been a feasible option owing to the incalculable number of experimental cases. Daewoo Shipbuilding and Marine Engineering Co., Ltd., Hyundai Heavy Industry Co., Ltd., Samsung Heavy Industry Co., Ltd., Korean Register, and Seoul National University conducted extensive sloshing model tests for the 174 K S-LNGC. To consider the long-term approach, Part I describes the differences between short- and long-term approaches based on the guidelines of different classification societies. To address the significant number of experimental conditions required for the long-term approach, a grouping method is investigated (Part II). Although this grouping method is typically used in practical design, it has not been validated, and its applicability is yet to be determined. In Part II, the sea states are classified using 16 different grouping methods. The long-term exceedance probabilities and pressures are obtained individually and then compared with the results obtained from fully considering all sea states. After performing the general sloshing model test of the shipbuilding industry, the sloshing impact pressure of a liquefied natural gas cargo model is measured via 6DoF irregular simulations, where the upper section of the cargo hold structure is considered. Long-term pressures are locally and globally investigated and compared among 16 different sea states and all the sea states. Based on the results, the best grouping method is suggested for the long-term approach.