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We explore patterns and causal associations in the payout policies of 397 listed shipping companies. We find that payout policy in the shipping industry is associated with financial and governance characteristics of shipping companies, such as corporate age, profitability, and institutional ownership. These findings corroborate standard corporate-finance arguments on the emergence of payout policy as the outcome of mitigating agency conflicts and sending signals to capital market participants. Moreover, we find that the payout policy exhibits industry-specific features with shipping-market segment affiliations being important determinants of payouts (namely, containership companies exhibit higher payouts). [ABSTRACT FROM AUTHOR]

Copyright of AIN Journal is the property of Arab Institute of Navigation and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The dry bulk shipping network is an important carrier of global bulk commodity flow. To better understand the structural characteristics and future development trends of the global dry bulk shipping network (GDBSN), this study proposes a framework for characteristics analysis and link prediction based on complex network theory. The study integrates large-scale heterogeneous data, including automatic identification system data and port geographic information, to construct the GDBSN. The findings reveal that the network exhibits small-world properties, with the Port of Singapore identified as the most influential node. Link prediction results indicate that many potential new shipping routes exist within regions or between neighboring countries, exhibiting clear regional clustering characteristics. The added links mainly influence the local structure, with minimal impact on the overall network topology. This study provides valuable insights for shipping companies in route planning and for port authorities in developing strategic plans. [ABSTRACT FROM AUTHOR]

Passengers seldom appear in historical accounts as having their own role in the development of civil aviation. This study identifies a particular class of air-travellers: colonial officers and their families, stationed throughout the British Empire, who in the late 1940s drove a shift to the air at a time of an acute crisis in shipping accommodations. The drive from sea to air relied on an administrative infrastructure which was created by the Crown Agents for the Colonies on the basis of their earlier agreements with shipping companies. The Crown Agents administered the passage of colonial officers and negotiated a rebate agreement with British Overseas Airways Corporation in 1949. The study concludes that the history of civil aviation and the shift from sea to air travel depended not only on technological improvements but also on passengers whose practices normalised air-travel. [ABSTRACT FROM AUTHOR]

The two most significant dynamic factors in the interplay of the maritime supply chain are competition and cooperation. Shipping companies and ports must make strategic decisions to ensure progressive growth within the ever-evolving market. Game theory provides an important analytical method for examining the dynamics of co-opetition among participants of the maritime supply chain. This paper reviews 172 journal papers on the strategic use of game theory in the maritime supply chain that were published from 2004 to 2024 and proposes an integrative analytical framework based on multidimensional competition and horizontal and vertical cooperation models. The literature review indicates that internal demand drivers and external environment drivers combine to shape competition within the maritime supply chain. Simultaneously, the design of appropriate cooperation mechanisms is key to the successful formation and long-term prosperity of alliances. Finally, this paper synthesizes existing research with the current issues and latest developments within the maritime industry, providing a comprehensive summary of future research directions for the field. • The competition and cooperation dynamics within the maritime supply chain are investigated. • A comprehensive analytical framework is developed to study the application of game theory in analyzing competition and cooperation between shipping companies and ports. • Future research directions for game theory in the maritime supply chain are discussed. [ABSTRACT FROM AUTHOR]

The container liner shipping industry plays a crucial role in intercontinental trade. In contrast to other modes of transportation, container shipping is subject to seasonal fluctuations in shipping demand. This phenomenon leads shipping companies to oversell slots in the contract market during the high-demand season. Fortunately, the rise of blockchain technology in the container shipping industry offers a potential solution in the form of a blockchain sales channel (BC). In addition, this BC can also enhance logistics transparency in comparison to the traditional sales channel (TC), which in turn increases the trust level of shippers. Under this background, we develop a two-stage Stackelberg game model to address the optimal sales channel selection problem, which involves a shipping company and multiple shippers. This model comprehensively considers the shipping demand seasonal fluctuations, the overselling behavior of the shipping company (under TC) and the higher trust level of shippers (under BC). We analyze the pricing strategies of the shipping company and the slot ordering strategies of shippers and investigate the optimal sales channel for stakeholders. Additionally, we discuss the impact of government subsidies on social welfare under the BC. The results show that i) the growth of logistics transparency may benefit shippers but sometimes damage the interests of the shipping company. The greater the degree of overselling compensation, the more unfavorable it is to shippers' interests. ii) The emergence of an optimal sales channel for stakeholders depends on the extent of shipping demand seasonal fluctuations, the relationship between the number of slots allocated to the contract and spot markets under BC and TC, and overselling compensation. iii) Government subsidies for blockchain technology can facilitate dual growth in social welfare and supply chain profits. These findings have implications for shipping companies and shippers in selecting sales channels and in providing policy recommendations to governments. • A game model is developed to explore the optimal sales channel selection problem. • Seasonal fluctuations in shipping demand in the maritime field are incorporated. • The overselling of the shipping company under the traditional sales channel is considered. • A blockchain sales channel with a higher trust level of shippers is investigated. • The effectiveness of government subsidies to improve social welfare is explored. [ABSTRACT FROM AUTHOR]

The present study analyses the technical requirements as well as the user behaviour of seafarers for an app-based health prevention, including apps for wellness, prevention, fitness, medical care and mental well-being. In a maritime field study 976 seafarers on 65 merchant ships participated in the survey carried out with a questionnaire. The vast majority (98.4%) of the respondents had a mobile device on board. 52.5% stated to already have downloaded a health app, with a higher proportion among the officers (adjusted Odds Ratio (aOR) 1.67; 95% CI (1.13–2.50)). The most common reasons for downloading this kind of app were activity tracking (74.8%), weight loss (41.8%) and exercise (41.0%). Officers downloaded apps significantly more often for activity tracking (p< 0.001) and sleep tracking (p = 0.001). 51.1% of downloaders stopped the use of a health app. Frequent reasons for not downloading or stopping the use of a health app were loss/absence of interest and that the desired health apps could not be used offline. Frequency and duration of use were highest at home, followed by the use at sea and then in port. No correlation between the WHO Well-being Index and the use of health apps could be found. Overall, two kinds of obstacles to implementing app-based health intervention could be identified: maritime-specific obstacles and general obstacles (obstacles not exclusively assignable to the naval environment); the maritime-specific obstacles primarily consisted of being offline for long periods of time and limited recreational time. Among the most important general problems were economic and social problems as well as a significant loss/absence of interest. Nevertheless, the basic requirements for an app-based health prevention for seafarers seem to be in place. Measures taken by the shipping company could consist of providing internet access for app usage and educating seafarers on the benefits of health apps. Providing preselected options and guidance on app selection and licenses for paid apps could further encourage usage among seafarers and strengthen success of an app-based health intervention eventually leading to improved physical and mental health in their employees. Additionally, if follow-up maritime studies can objectively demonstrate benefits and positive health effects, the International Maritime Organization (IMO) could officially recommend the use of health apps as a health management measure and play an important political role by recommending and supporting the development of health apps specifically designed for maritime conditions with key features like offline availability. [ABSTRACT FROM AUTHOR]

This literature review is an investigation into the survivability of an automated vessel. More specifically, this study investigates an automated vessel’s susceptibility, vulnerability and ability to recover from a cyber-security-related threat. The future of maritime shipping is trending towards transitioning to automated vessels. Automated vessels have the potential to provide significant financial and logistical benefits for shipping companies and stakeholders. The study aims to evaluate the current survivability features of an automated vessel. To achieve this aim objectively, a literature review was conducted into potential threats to automated vessels, the security features they have to combat said threats, and their ability to recover from a cyberattack. It was conducted with the defined scope of ‘ship survivability’. Moreover, it was filtered into four areas: susceptibility to a threat, vulnerability to the effects of a threat, the ability to recover from an attack and case studies of previous relevant attacks. The result of the literature evaluation indicates a significant vulnerability of automated vessels. Automated vessels were found to have a high susceptibility to cyber-attacks, the effects of which have potentially significant financial effects, a high chance of significant damage to the vessel, a significant chance of injury or fatality and a low ability to recover from an attack. This study can indicate to the marine transport industry the ‘gaps in the market’ concerning the survivability, susceptibility, vulnerability and ability to recover from an attack against an automated vessel. [ABSTRACT FROM AUTHOR]

Ports are severely challenged by the uncertainty of the transportation environment. To evaluate the stability of maritime transportation network in Northeast Asia under port disruption, a network stability analysis model based on node failure rate that considers static and structural, dynamic and functional is proposed in this paper. In this model, the stability of the maritime transportation network is redefined. Based on complex network theory, the statistical topological parameters and evolution of the network are quantitatively analyzed. The active response and passive adaptation process of the maritime transportation network to the failure rate of the port are analyzed. The evaluation results illustrate that the initial stability of the port is proportional to the non-redundant connections and independence of the port. Network location advantages profoundly affect the probability of port failures. The diffusion of port failures in maritime transportation is phased, and the network is adaptive to port disruptions and has high stability. These results contribute to better planning of maritime transportation routes and strategies for port calls by strategic planners of shipping companies. • Node pressure is introduced to quantify the probability of node failure. • A network stability model that combines static and structural, dynamic and functional. • The number of non-redundant links in the port determines its initial stability. • The port's network location advantage is correlated with the port's failure probability. • The impact of failures on marine transportation is phased [ABSTRACT FROM AUTHOR]

The 1917 US Immigration Law marks a significant turning point in migration governance as a whole. More specifically regarding deportation, it shifted from a means of border control to become a post-entry tool of social oversight. Scholars stress that this transition was not sudden and developed gradually during the pre-war decades, yet they overlook how deportation was carried out during the war years immediately preceding the reform. This article discusses how the First World War disrupted deportations to Europe, the pressures this set on migration governance and the solutions the immigration authorities came up with. Apart from legal and humanitarian aspects, the article draws attention to the logistical and financial considerations shaping formal deportation policies and how these were put into practice. It does so from the perspective of an important but much neglected go-between in migration governance: the transatlantic shipping companies. Before 1917 they carried most of the legal, logistical and financial responsibility for executing deportations. In the article I argue that under the new law, shipping companies continued to function as an essential actor in immigration enforcement. Yet, by granting more leeway to the immigration authorities to carry out deportations independently, the law marked a crucial turning point in reducing the responsibility of transport companies for migration governance. [ABSTRACT FROM AUTHOR]

This article explores collective resistance actions among Austrian seafarers between the late nineteenth century and First World War, shedding light on the seaborne dimension of their struggles and investigating possible connections between the developmental stages of the seafarers' labour movement in Trieste and their engagement in collective action at sea. In doing so, the research focuses particularly on the crews of Austrian Lloyd, the most powerful shipping company in the Habsburg merchant marine, which played a leading role in shaping labour relations between Austrian seafarers and shipowners. By analysing data extracted from the Black Book, the company's tool for blacklisting seafarers, this article identifies seaborne collective resistance as a distinctive mode of struggle found in specific phases of the industrial relations between Lloyd and its seagoing personnel, underscoring the relevance of the ship as a significant stage in maritime labour conflicts in the age of industrial shipping. [ABSTRACT FROM AUTHOR]

Harbour tugs are usually used to moor ships if large ships do not have their own additional propulsion devices (thrusters). Alternatively, during ship loading operations, ships sometimes have to be transferred from one quay to another, and in some cases, port users (shipping companies or other companies) have to pay for port tug services. In such cases, it is very important to guarantee the safety of shipping during mooring operations and to use tugboats optimally and at the same time reduce the cost of tugboat services for ship operators and other companies. For the optimal use of tugboats, it is very important to accurately estimate the required traction force (bollard pull) of tugboats and their quantity, taking into account the parameters of moored ships, the locations of berths, hydro-meteorological and hydrological conditions, and clearance (the gap between the ship's hull and the bottom of the water area), in order to guarantee the safety of navigation and not to order an excess of tugboats in terms of their quantity and powers. This article presents a methodology developed for estimating the required bollard pull and the number of tugs, taking into account the parameters of the ship, hydro-meteorological and hydrological conditions, clearance, and the locations of berths. The developed methodology for estimating the number of tugboats and their traction force (bollard pull) was tested in real conditions (with real ships and tugboats) and using a calibrated simulator, and we found that it can be successfully applied in any port or other complex shipping area by adapting it to specific conditions. The developed methodology for calculating the traction power (bollard pull) of tugboats allows us to determine the required traction force of tugboats in advance with sufficient accuracy, achieved by assessing the specific parameters and environmental conditions of the vessel served by tugboats. In the most difficult areas of the port, in terms of the use of tugboats, this methodology allows us to make reasonable decisions regarding the number of tugboats and the traction force (bollard pull) required and at the same time reduces the risk of emergency situations. [ABSTRACT FROM AUTHOR]

The Carbon Intensity Indicator (CII) regulation is a short-term measure of IMO for reducing GHG emissions from ships. In addition, the 2023 IMO GHG Strategy describes that the CII regulation is anticipated to create a potential synergy effect with other measures. Accordingly, the CII regulation, which took effect in 2023, is forecast to increasingly impact international shipping and the commercial vessel market. However, efforts to improve energy efficiency and implement slow steaming for ships are insufficient to meet the CII regulation that is increasingly stringent over time. Therefore, there is a growing need for fundamental improvements in future response strategies. In this study, major causes of low CII ratings for ships were investigated from a recent consulting project that was conducted to support shipping companies in satisfying the regulation from operational and technical perspectives. Lastly, proposals to implement the CII regulation effectively and to reduce GHG emissions from ships fundamentally were made, taking into account the major causes derived from the consulting. [ABSTRACT FROM AUTHOR]

We address two interrelated issues affecting the hinterland portion of the maritime container supply chain: reducing the movement of empty containers and reducing empty trips by trucks carrying these containers. In this paper, we show that empty container flow optimization can be implemented via a blockchain based on the proof‐of‐useful‐work concept where the proof of work requires the solution of an NP$\mathcal{NP}$‐hard optimization problem whose solution benefits the blockchain participants. Accordingly, we propose that anonymous miners compete to solve the container truck routing problem, which seeks to find the most efficient routes for trucks. We show that this problem is NP$\mathcal{NP}$‐hard. Miners must also solve the problem of optimally matching consignees and shippers, which will reduce transportation and storage costs for empty containers. In essence, the proposed framework turns blockchain into a massive optimization engine that directly benefits the hinterland container supply chain ecosystem. [ABSTRACT FROM AUTHOR]

With the deep integration of shipping companies and the stable operation of the three alliances (2 M, THE, Ocean), the previous situation of port monopoly has changed. In view of this situation, this paper tries to study the influence of government subsidies on the choice of shore power or lower sulfur fuel oil strategy of shipping company and the entire maritime supply chain under different power structures (Port Stackelberg (PS), Nash Game (N), Shipping company Stackelberg (CS)). Results show that when carbon price is very low or very high, the governmental subsidy will not affect the shipping company's choice of shore power or lower sulfur fuel oil, but when carbon price is moderate, government subsidy will encourage shipping company to adopt shore power (SP). For the shipping company, using LSFO when the carbon price is low or adopting SP when the carbon price is high can bring the highest profit. For the government, if the government cares more about the supply chain's profit, then the government should try to promote the power structure of PS or CS, and if the government pays more attention to social welfare, the power structure of N should be promoted. [ABSTRACT FROM AUTHOR]

The International Maritime Organization collaborates with member states to develop the Maritime Autonomous Surface Ships (MASS) Code to establish an international agreement framework. In December 2023, an agreement was reached on the European Union (EU) Artificial Intelligence (AI) Act within the MASS Code. It was officially finalized and implemented on 1 August 2024. While the Act's full application is set for two years later, certain provisions regarding safety against AI risks will take effect sooner. This study utilized a multiple-streams analysis method to examine how the EU AI Act impacted shipyards and shipping companies, focusing on ethical AI use and user safety. The findings indicate that technical completeness, safety enhancement, and AI system regulation through risk classification influence autonomous ship innovation. The challenges of reviewing the commercialization of new technologies for autonomous ships may result in market failures or decreased industry competitiveness. The study emphasizes the need to balance AI safety and ethical responsibility with autonomous ship development innovations. To ensure the sustainable application of AI technology, innovators must adapt to the EU AI Directive. Hence, this study confirms that the ethical and legal regulation of AI technology is crucial in technological innovation and development related to autonomous ships. [ABSTRACT FROM AUTHOR]

Hyper-heuristic algorithms are known for their flexibility and efficiency, making them suitable for solving engineering optimization problems with complex constraints. This paper introduces a self-learning hyper-heuristic algorithm based on a genetic algorithm (GA-SLHH) designed to tackle the logistics scheduling problem of prefabricated modular cabin units (PMCUs) in cruise ships. This problem can be regarded as a multi-objective fuzzy logistics collaborative scheduling problem. Hyper-heuristic algorithms effectively avoid the extensive evaluation and repair of infeasible solutions during the iterative process, which is a common issue in meta-heuristic algorithms. The GA-SLHH employs a genetic algorithm combined with a self-learning strategy as its high-level strategy (HLS), optimizing low-level heuristics (LLHs) while uncovering potential relationships between adjacent decision-making stages. LLHs utilize classic scheduling rules as solution support. Multiple sets of numerical experiments demonstrate that the GA-SLHH exhibits a stronger comprehensive optimization ability and stability when solving this problem. Finally, the validity of the GA-SLHH in addressing real-world decision-making issues in cruise ship manufacturing companies is validated through practical enterprise cases. The results of a practical enterprise case show that the scheme solved using the proposed GA-SLHH can reduce the transportation time by up to 37%. [ABSTRACT FROM AUTHOR]

The shipping industry is a capital-intensive industry in which ship investment and demolition are directly related to the company's profitability, transportation capacity, and fleet structure. Thus, companies need to consider investment and demolition activities carefully before making decisions about fleet deployment. This study focuses on decisions related to investment in new and second-hand vessels as well as vessel demolition in different sub-markets of the container shipping market at the same time. By considering market factors, operating conditions, and shipping alliances, we developed a systematic model for the container market. This model innovatively employs a simultaneous equations model (SEM) to analyze fleet deployment decisions and uses the three-stage least squares method to avoid endogenous effects. The results indicate that shipping alliances, fleet deployment, and bunker price all have significant effects on the investment and demolition decisions of shipping companies. We further discuss the strategic decisions of shipping companies related to joining shipping alliances and highlight the considerations of larger companies when expanding (primarily squeezing out competition and responding to the market). The results provide valuable information for shipping companies to determine the best ship deployment strategies and avoid overcapacity. [ABSTRACT FROM AUTHOR]

Copyright of Bylye Gody is the property of Cherkas Global University Press and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Accurate spare part demand forecasting for the key components of ships is one of the key factors to ensure normal ship operation. Large errors in demand forecasting not only bring challenges to the normal operation of ships but also cause an inventory backlog of key components and thus increase the operation and maintenance costs. A three-level spare parts combination prediction method based on historical data has been proposed, aiming to solve the problem of insufficient data in existing prediction methods. First, three types of individual direct forecasting models are used for predictions. Secondly, we used convolutional neural networks to perform convolutional operations on the prediction results, and then constructed a three-layer combined prediction model using backpropagation neural networks (BP). Experimental results have shown that the predictive performance of this model is significantly better than that of single-layer models. This study used spare parts data from shipping companies to predict the three-layer combination model, and the results fully demonstrated its significant advantages over single-layer models. [ABSTRACT FROM AUTHOR]

Ship accidents during the shipbuilding process, including construction, repair, and operation, remain frequent and unresolved, often leading to legal issues for ship owners and shipbuilding companies. This research aims to analyse the obstacles encountered during these stages and the associated accidents. We employed the Hazard and Operability Study (HAZOP) method to analyse the data. We collected primary data from 13 shipping companies located in six major cities in Indonesia. The findings indicate that problems such as rework at the erection and outfitting stage due to worker negligence, delays in contract schedules, and accidents due to worker's negligence frequently happen in the process of shipbuilding. Then, rework at the sub-assembly stage due to engine damage and repairs due to engine damage were the highest risks in ship repair, and collision accidents were the highest risk in ship operations. Current efforts to reduce ship accidents focus on continuous improvement strategies at both organizational and individual levels through the development of best shipbuilding practices. [ABSTRACT FROM AUTHOR]

This study aims to determine the effect of tugboat services and ship document readiness on the productivity of the MT Akra 102 Ship Agency, which is represented by PT Transuta Lintas Samudera, Merak Branch. PT. Transuta Lintas Samudera is a shipping company engaged in shipping agency services for domestic and foreign ships in the Merak Port area. There are several problems with delays in the berthing of foreign ships that occurred at the Port of Banten. An example is the ship MT. AKRA 102 which is routinely agented every time it comes to the Merak Port area. PT Transuta Lintas Samudera, Merak Branch is one of the companies engaged in ship agency services. There is a phenomenon of non-fulfillment of MT ship productivity targets. AKRA 102 expected by the company with what happened in the field. Especially in June, August, October and December in 2021 and in May and June in 2022 which was caused by delays in pilot tugboat services and readiness of ship documents. This can affect consumer confidence in agency companies which can lead to reduced company income. The approach method used in this study uses a quantitative approach. The target population in this study were ship agents, ship owners, jetty masters and company employees with a sample of 45 respondents. The sampling technique in this study uses saturated samples, research uses quantitative data types. Quantitative data obtained from this study is data from the results of respondents' answers presented in the form of a Likert scale. Data collection techniques by distributing questionnaires or questionnaires directly to respondents. The data statistical method used is descriptive statistics and SPSS version 25.0. [ABSTRACT FROM AUTHOR]

Effectively implemented maritime education and training (MET) is essential to improve the competence of Indonesian seafarers in the international arena. This research examines the influence of STIP cadets' soft skills competencies. The two methods used were surveys and interviews with respondents from foreign shipping companies and maritime agents. These companies expect cadets who graduate from STIP as officers to be not only experts in hard skills competencies, but also capable of soft skills, which include the ability to manage crew, adaptability, problem solving and communication skills, as well as the ability to make presentations and give good explanations in English as communication skills. The research method used was a quantitative approach. It was found that adaptability 4,583 and teamwork 4.419 played a big role compared to problem solving 4.360 and communication 4.272. Changes in the adaptation of habits and daily activities in English in the STIP campus environment to support MET improvement are expected to increase the absorption of STIP cadets in international shipping companies. [ABSTRACT FROM AUTHOR]

Marine transportation is pivotal in the rapid development of global trade, significantly enhancing international economic and trade connectivity and impacting the sustainable development of the global economy. In this study, we developed a novel technical framework based on the Laplacian matrix to evaluate the node significance and edge connectivity of the global shipping network using 2019 vessel schedule data from the top 30 liner shipping companies, as ranked by Alphaliner. Our analyses were conducted in both L-space, characterizing the connectivity function, and P-space, characterizing the transfer function. The findings indicate the following. (1) There is no consistent relationship between node significance and centrality for most ports. Ports with high node significance are mainly located in the Asia–Pacific region, with Singapore Port being the port with the highest node significance in L-space and Shanghai Port being the port with the highest node significance in P-space. (2) In L-space, the structures with significant improvements in edge connectivity in the shipping network have at least one port node that exhibits both low degree centrality and low betweenness centrality; these are primarily found on East African routes. (3) In P-space, the structures with significant improvements in edge connectivity in the shipping network are more complex but are notably linked to the ports of Assaluyeh and Bandar Abbas in Iran. The proposed node evaluation and edge addition strategy effectively analyze port significance and edge connectivity, providing decision-making support for optimizing port layouts, supporting container route planning, and enhancing the overall performance of the shipping network. [ABSTRACT FROM AUTHOR]

For the past several decades, the container shipping industry has grown rapidly. As a result, container shipping companies (CSCs) play a vital role in the global cargo transportation market. Thus, measuring the efficiency of CSCs is a primary concern of managers and practitioners. When the COVID‐19 pandemic broke out, the industry was severely disrupted and presented with unprecedented challenges. For this reason, evaluating how CSCs performed and learning the practices they took to achieve successful business results during this period have become necessary. To serve that purpose, this article used a hybrid method that combined data envelopment analysis Malmquist index with window analysis to analyze the world's nine leading CSCs' performance over time and their efficiency relative to each other, using data collected within a 5‐year period from 2016 to 2020. Our findings revealed different characteristics and trends in efficiency among these CSCs in terms of technical efficiency change, technological change, and total productivity change. Then, managerial implications were discussed to understand the best practices of successful CSCs as well as the circumstances in which some of them underperformed during this time. In closing, the study summarized a fact‐based guideline CSCs could take as management reference should a similar crisis occur. [ABSTRACT FROM AUTHOR]

Strict regulatory requirements supporting environmental sustainability are consistently promoted for the shipping sector, including the IMO 2050 framework to reduce greenhouse gas implications by 50% and CO2 emissions by 70% compared to respective 2008 levels. These requirements bear critical implications for vital investment, financing, and operational decisions of shipping company management teams. Empirical evidence, furthermore, indicates growing investor preferences in favor of companies promoting ESG (environmental, social, governance) good practices. This study develops an innovative methodology to construct an integrated ESG Index tailormade to shipping idiosyncrasies. The ESG Index offers support to shipping company sustainable policies, standardizes and facilitates materially the ESG reporting process, and promotes the comparative evaluation of ESG rating between companies as well as market segments. ESG reporting and rating are constructed in a robust dynamic framework to deliver useful feedback to shipping company sustainability prospects, promoting informed managerial, stakeholder, financier, and regulatory decisions. [ABSTRACT FROM AUTHOR]

The shipping industry transports nearly 80% of the goods worldwide and requires large funding. The shipping industry shifted from debt to equity as the source of funding in the last decade. Because most shipping companies already had their initial public offering before 2013, these companies tend to engage in follow-on equity offerings (FPO). However, the challenge faced by the shipping companies is the lack of knowledge on successful FPO. The purpose of this study is to identify the most influential factors affecting shipping companies’ FPO from the investor perspective. This research applies a hybrid multiple-criteria decision-making model integrating the fuzzy-Delphi method and Decision-Making Trial and Evaluation Laboratory, processing survey responses covering four dimensions and 16 criteria from 33 investment experts. The results show that financial indicator is the primary cause affecting offering condition, technical indicators. An increase in earnings per share would help the financial performance of the shipping companies to appear most attractive to investors. [ABSTRACT FROM AUTHOR]

This study examined the effects of information systems on preventing marine pollution. In this study, 170 respondents from shipping companies in Lagos State were chosen, and a survey research design was adopted. A factorial analysis was adopted to examine factors influencing pollution in the Nigerian maritime industry. The findings demonstrated that four factors may explain 72.8% of the common variance shared by seven variables. This is the reflection of the KMO value, 0.717, which can be considered good and also indicates that factor analysis was useful for the variables. Furthermore, the result shows the rho values to be 0.759 at p equals to 0.000, which is less than 0.05; hence, there is a significant relationship existing between the examined variables, which are information systems and pollution prevention. It was concluded that the release of solid waste such as plastics, ballast water, oil spill gases, defecating in the sea, vessel collisions, and abandoned vessels are factors responsible for polluting the marine environment. It was recommended that vessels install technology to prevent the discharge of oil into the sea. [ABSTRACT FROM AUTHOR]

The present paper explores the role of Competitive Intelligence (CI) within the Shipping industry, focusing on strategic information gathering and analysis for decision-making and strategic planning. The study synthesizes insights from scholarly works and academic perspectives to highlight the transformative impact of CI practices on operational efficiency and competitiveness in shipping operations. Key themes include the integration of CI technology, such as Business Intelligence (BI) tools and data analytics, to optimize decision-making processes and enhance service quality in a dynamic global market. The research also underscores the significance of diverse intelligence sources, including industry associations, government agencies, financial data providers, and academic research, in shaping CI strategies for Shipping companies. Furthermore, the discussion emphasizes the convergence of CI with geopolitical and macroeconomic analyses to inform strategic decision-making and mitigate operational risks. Overall, the paper contributes to a comprehensive understanding of CI practices and their implications for sustainable growth and resilience within the Shipping industry. [ABSTRACT FROM AUTHOR]

This article examines colonial Italian menus used in interwar Ethiopia and Eritrea to understand how provide companies supported Fascism's imperial projects. Feasts celebrated battlefield victories, steamship journeys, and settlement soirees. Menus produced by shipping companies (Rex, Lloyd Triestino) and banks (Banca di Roma) for use by Italian colonists on Ethiopian settlements speaks to the economics of Fascism, demonstrating how private companies, used food to uphold and extend Fascist narratives of racial superiority. Herein lies a core contention of this article: the engine of fascist power lay in its financial supporters – that is, in industry. [ABSTRACT FROM AUTHOR]

As a process, containerization in Africa is still on-going. In the last decades, a number of new port projects have emerged in parallel with the reorganization of services by shipping companies. To reflect these changes, this paper studies several questions on the geographic differentiation of maritime connectivities across the continent as well as on the longitudinal trends in maritime connectivities in relation to evolving economic, trade and logistical contexts. To this end, we propose a synthetic visualization of the country-level containerized links using the Liner Shipping Bilateral Connectivity Indicator (LSBCI). The resulting graph, obtained through Multidimensional Scaling (MDS), shows that West Africa and East Africa appear as relatively separated subsystems, mediated by several countries in the Northern and the Southern parts of Africa. Between 2006 and 2016, West Africa, initially tied to Europe and America, is increasingly tied to Asia. Our results show major improvements in the maritime connectivity of Morocco, Djibouti and several West African ports. Conversely, most of mainland East African countries stagnate or decline. Connectivities have not converged across the continent. In some cases changes in maritime connectivity mostly result from variations in vessel size. We explore a method to identify these situations. [ABSTRACT FROM AUTHOR]

Maritime shipping is a crucial method of transporting goods internationally and is vital in supporting global trade. However, due to its global scope, the international shipping market is susceptible to political and economic disturbances. The recent escalation in the Israeli–Palestinian conflict has severely impacted the international shipping market, particularly in the tense Red Sea region. Previous research has neglected the significance of evaluating international shipping companies, particularly their origins, within their evaluation frameworks. A fuzzy multi-attribute decision-making (MADM) approach is necessary to address the complexity of evaluating shipping companies with unclear criteria and uncertain expert opinions. Symmetry is crucial in various mathematical fields, with recent applications in hesitant fuzzy sets (HFSs) and neutrosophic sets (NSs), which are frequently employed to solve complex MADM problems. The consideration of symmetry in decision-making processes can enhance the robustness and fairness of evaluations, ensuring a balanced and unbiased approach. The neutrosophic–hesitant fuzzy set (NHFS) considers both the uncertainty of membership degrees of elements (hesitancy in HFSs) and the performance of membership degrees in the true, false, and neutral aspects (the ternary relation in NSs). NHFSs can be seen as a generalization of HFSs and NSs, providing a flexible mathematical framework to more effectively describe and analyze the uncertainties, hesitancies, and fuzziness involved in MADM problems. This study presents single-valued neutrosophic power Hamy mean (SVNPHM) operators and single-valued neutrosophic weighted power Hamy mean (SVNWPHM) operators, which are derived from power aggregation operators (AOs) and the Hamy mean (HM), within the framework of single-valued neutrosophic sets (SVNS). Some properties were investigated via these operators. Furthermore, SVNWPHM operators were employed to address single-valued neutrosophic MADM issues. The proposed methodology was validated by conducting a case study on international shipping provider selection, showcasing the methodology's relevance and efficiency. [ABSTRACT FROM AUTHOR]

This teaching case describes, based on publicly available material, the transition of the A. P. Moller Maersk shipping company from a logistics-based organization to an information and technology-based organization. Multiple digital technologies, including distributed ledger, robotic automation, digital platforms, and big-data analytics offered opportunities for Maersk. Although the company was a relatively late starter in digital transformation, its journey so far has been successful. The challenge is how to enact sustained digital transformation in an environment of rapid technology change. Some theoretical lenses are offered to assist with analyzing and framing Maersk's digital strategy, including business models, organizational ambidexterity, and dynamic capabilities. [ABSTRACT FROM AUTHOR]

This paper explores the supply chain and logistics industry's pre-COVID-19 situation as well as its pandemic-induced transformations and post-pandemic resiliency from the lens of business and non-business frameworks and theories. Using various business frameworks such as the PESTEL and Business Environment Frameworks, the paper delved into the details of (1) the pre-COVID industry trends, (2) the effect of the pandemic on the industry's growth, and how the industry adapted to the pandemic; and (3) the postpandemic changes on parts of the industry and the effect of the more recent global economic shocks on the industry. The strategies and factors extracted from the aforementioned categories are mapped out by adapting a Structure-Antistructure-Anastructure framework that represents the three business states in the transformation process. In furtherance, the paper looked into the actions taken by Maersk, a global shipping company and industry leader, as a use case for the framework. The paper concludes with a suggestion to use the framework as a transformation model to guide the organization across various stages of its business lifecycle. Since the framework is limited to a reactionary approach, a fourth resulting business state - called the Restructure - is introduced on which concepts of "First Principles Thinking" and "First Mover Advantage" are grounded. [ABSTRACT FROM AUTHOR]

The intensive development of the cruising market in the last decade has had an adverse impact on the natural environment of destinations visited. Cruise ships moored at the quays close to city centres make a significant nuisance for local communities; with their engines running they make vibrations and noise in the ports and pollute the air by generating smog, and their fuel combusted contaminates the port waters and the atmosphere. Thousands of passengers going on trips cause congestion and traffic jams, generate noise and produce litter in the cities. Global cruise shipping companies treat care of the environment seriously. On the one hand, this is enforced by restrictive international regulations, national but also local ones, depending on the area of operation. However, on the other, this results from corporations who care about their image, and develop internal strategies and sustainable development policies, in particular, to reduce the emissions of harmful substances into the atmosphere and the environment. This article aims to identify and assess actions taken by cruise shipping companies for sustainable development. The results of the research can provide cognitive material for entities involved in the coastal area sustainable development, including local authorities, port authorities and cruise line operators. [ABSTRACT FROM AUTHOR]