Maritime transportation research: topics and methodologies

The purpose of this paper is to review and analyze maritime transportation academic research. For articles published in Maritime Policy & Management (MPM) in the period 2001 to 2012, the most frequent topics addressed include shipping performance/management and shipping finance. For articles published in Maritime Economics & Logistics (MEL) in the period 2002 to 2012, the most frequent topics addressed include port performance and shipping performance/management. MPM articles are more likely than MEL articles to utilize the institutional (IS) methodology and MEL articles are more likely than MPM articles to utilize the optimization (OP) methodology. Maritime transportation proposition theoretical research may be particularly useful in undertaking research in maritime transportation areas for which data are unavailable, insufficient, difficult to obtain, or of poor quality. Future maritime transportation research needs to include focus on: (i) maritime shippers, (ii) maritime transport chains, (iii) maritime transportation as a service, (iv) the quality of maritime transportation, and (v) maritime theoretical proposition research.     

The role of US ocean Ports in promoting an efficient ocean transportation system

This paper investigates wheather the actions of US ocean ports (since the passage of the Shipping Act of 1984) are supportive of the promotion of an efficient transportation system for US ocean commerce. In the short run, US ocean ports have generally been supportive of this efficiency goal;competiton among US ocean ports has has increased as is evident by the significant reduction that has occurred in port natural hinterlands. In the long run, port sunk costs, consolidations and cooperative activities, and long-term leases with ocean carriers are likely to be non-supportive of the efficiency goal.     

Optimal containership size

The cost per container movement incurred by a containership per voyage leg on a given route is minimized under various scenarios. The principal conclusions reached from a comparative analysis of the optimal containership sizes are: (1) for a route of a given distance and the same time in port per port call, optimal containership size declines as the number of port calls increase, (2) for a route of a given distance and the same number of port calls, optimal containership size declines as the time in port increases and (3) for the same number of port calls and the same time in port per port call, optimal containership size increases as the distance of the route increases. Rationale for these conclusions are presented.     

Determinants of crew injuries in vessel accidents

This study investigates determinants of the number of non-fatal crew injuries, fatal crew injuries and missing crew in freight ship, tanker and tugboat vessel accidents based upon individual accidents investigated by the US Coast Guard for the 1991–2001 period. Poisson and negative binomial regression estimates suggest that: (1) freight ship and tanker non-fatal injuries are higher when the vessel is moored or docked and during high winds and cold temperatures; (2) tugboat non-fatal injuries are higher during poor visibility; (3) freight ship fatal injuries increase with vessel age and tanker and tugboat fatal injuries are higher for fire and capsize accidents, respectively; and (4) freight ship missing crew increase with vessel age and tugboat missing crew are higher for fire and lake accidents.     

利用解码器诊断变速器故障

解码器可以用来有效地诊断变速器故障,但是要真正理解变速器内部到底发生了什么,你就必须能够正确解析解码器提供的传感器的原始数据。     

The net incidence of transit subsidies: a case study

The purpose of this paper is to investigate the net incidence of government subsidies to a transit system (i.e., the net impact of who pays and who benefits from transit subsidies). Rather than considering the U.S. transit subsidy program in the aggregate, the net incidence of subsidies to a particular transit system — Tidewater Regional Transit (TRT) — is analyzed. The paper concludes that the net incidence of the TRT subsidy program is progressive. Furthermore, the paper provides a methodology that can be used for investigating the net incidence of government subsidies to other transit systems.     

Microeconomic determinants of dry bulk shipping freight rates and contract times

While the literature has established macroeconomic determinants of shipping freight (charter) rates, there has been no systematic investigation of the microeconomic determinants of shipping freight rates. Therefore, the purpose of this paper is to investigate microeconomic determinants of freight rates in the dry bulk shipping market, using a large sample of individual dry bulk charter contracts from January 2003 to July 2009. Differences in freight rates across major dry bulk shipping routes, the geographical distribution of shipping activities around the world, and the duration of the laycan period of shipping contracts are also investigated. Estimated results suggest that the laycan period and dry bulk freight rates are interrelated and determined simultaneously. Furthermore, vessel deadweight, age and voyage routes are important determinants of dry bulk shipping freight rates, while determinants of the laycan period of chartered vessels include vessel age, freight rate level, and freight rate volatility.     

The safety of ferries: an accident injury perspective

This study investigates determinants of fatal and non-fatal injuries in ferry vessel accidents. Poisson regression estimates indicate that fatal and non-fatal injuries are 3.35 and 4.46% higher for fire/explosion than for material/equipment failure or grounding accidents, and 3.13 and 3.38% higher for multi-vessel than for single-vessel accidents. Non-fatal injuries are higher when the weather is foggy but less at night and the older the ferry. Estimated marginal effects indicate that every 100 fire/explosion accidents result in 6.1 fatal injuries, while each fire/explosion accident results in approximately one non-fatal injury.     

Determinants of the property damage costs of tanker accidents

This study investigates determinants of the vessel, oil cargo spillage, and other-property damage costs of tanker accidents. Tobit estimation of a three-equation recursive model suggests that, among types of tanker accidents, fire/explosion accidents incur the largest vessel damage costs, but the smallest oil cargo spillage costs. Alternatively, grounding accidents incur the smallest vessel damage costs, but the largest oil cargo spillage costs, reflecting the difficulty of controlling oil cargo spillage subsequent to such accidents. Also, oil cargo spillage costs are lower for US flag tanker accidents. A dollar of vessel damage cost increases other-property damage cost by $0.06, whereas a dollar of oil cargo spillage increases this cost by $1.55.     

Post OPA-90 vessel oil spill differentials: transfers versus vessel accidents

This study investigates vessel oil spill differentials for transfer and vessel-accident spills for the post Oil Pollution Act of 1990 (OPA-90) period. In-water and out-of-water transfer/vessel-accident oil spill equations are estimated, utilizing tobit regression analysis and data of individual vessel oil spills (of oil-cargo and non-oil-cargo vessels) investigated by the US Coast Guard for the 1991-1995 period. In the data, 47.5% (94.1%) of in-water (out-of-water) gallons of oil spilled were transfer spills; non-oil-cargo vessels accounted for 44.2% of all gallons spilled. The estimation results suggest that out-of-water transfer spills are larger in size than vessel-accident spills, but are similar in size for in-water spills. Transfer/vessel-accident spill differentials exist (do not exist) among determinants of in-water (out-of-water) spills. The policy implication of the results is that a vessel oil spill-reduction differentiation regulatory regime is needed that differentiates between transfer and vessel-accident spills and in-water and out-of-water spills for reducing vessel oil spills.