Large Shipping Companies Research Articles

A comprehensive assessment of the importance of the “Maritime Silk Road” route based on multi-dimensional data-driven approaches

Worldwide straits are crucial pathways for global trade and energy transportation, occupying key strategic positions. Therefore, this study utilizes automatic identification system (AIS) data and the structure of the maritime transportation network formed by ship navigation, combined with geospatial big data analysis, to fully consider factors including the natural navigational conditions of routes, the support capabilities of surrounding ports, the geographic advantages of neighboring countries, and the distribution of the shipping network importance in the CCAS evaluation model. To assess the navigability of maritime routes, a data-driven model was constructed using three layers of this model. Empirical analyses were conducted on 22 major routes along China's coast and the “Maritime Silk Road”. This method has significantly enhanced the accuracy and reliability of route assessments, and the improved assessment model demonstrated better navigational conditions in the South China Sea routes, identifying internal factors hindering the development of these critical maritime routes. The findings of this study provide a comprehensive assessment and analysis framework for global maritime transportation, offering crucial reference information for key stakeholders, including policy makers, port and berth infrastructure investors, maritime economists, and large shipping companies. Additionally, the study's results can be practically applied in the actual shipping trade, emphasizing the role of our framework in facilitating effective decision-making and strategic planning within the maritime industry.

Exploring the factors affecting the performance of shipping companies based on a panel data model: A perspective of antitrust exemption and shipping alliances

Globally, some large shipping companies have started large-scale joint ventures to seek future development and cooperation while seizing the opportunities of the times. Meanwhile, shipping alliances have become the main theme of the shipping market. To the best of our knowledge, it is the first that we use panel data models to analyze and explore the impact of the shipping alliance membership and antitrust exemption policies for the shipping industry on the performance of shipping companies. The results show that the shipping alliance membership and antitrust exemption policies have a significant positive effect on the performance improvement of shipping companies in European countries and USA, while there are no significant impacts in other countries. The antitrust exemption policies in the shipping industry have an undeniable effect on promoting the enhancement of the national shipping industry. This study offers relevant suggestions on the advancement of the China's antitrust exemption system.

Shipping Company Decision Analysis

This article analyzes the current state and trends of the shipping industry, the cost control methods of some large shipping companies, and helps a company consider whether it is more profitable to spend money on repairing an old ship or just operating a new one.

Effects of an on-board psychosocial programme on stress, resilience, and job satisfaction amongst a sample of merchant seafarers.

Seafarers are an occupational group amongst those at highest risk for stress, which may adversely affect their mental health. The primary aim of this study was to assess the effects of a psychosocial programme on perceived stress, resilience, and job satisfaction among a sample of merchant seafarers. Secondary data analysis was conducted using a work questionnaire administered by a large shipping company. The matched subjects technique and multivariate analysis of covariance were conducted using a theoretical model of the programme's effects on job satisfaction, resilience, and perceived stress. A significant interaction between programme participation and weeks on board indicated that the effects of weeks on board on perceived stress differed significantly for the intervention group and matched control group. Weeks on board had a significant effect for perceived stress for the control group (p = 0.02), but not for the intervention group (p = 0.857). These findings indicate that participation in the programme moderated the effects of weeks on board on perceived stress, suggesting that the programme may have safeguarded participants against the effects of weeks on board on perceived stress. Importantly, however, a work environment that is experienced as supportive, inclusive and just is necessary as a cornerstone for individually-focused psychosocial interventions to be optimally applied.

СИНТЕЗ СИСТЕМЫ УПРАВЛЕНИЯ ФЛОТОМ МАЛОЙ СУДОХОДНОЙ КОМПАНИИ

Within the framework of the methodological support being developed for the planning and management of the fleet of a small shipping company, the task of synthesizing a management system has been solved. The structure and parameters of the system are determined based on the specified requirements for the conditions of its operation, as well as ways to ensure the goals of the functioning of the fleet management system of a small shipping company. The concept of a small, medium or large shipping company is defined by the number of vessels under operational management. It is noted that due to the variability of the economic situation in the transportation market in modern market conditions, permanent "rigid" connections between the elements of the transport system are not formed and the problem of coordinating the work of these elements exists only at the level of operational planning and regulation for small shipping companies. Therefore, it is necessary and sufficient to limit the system under study to the framework of flight planning. The fleet management system at this level in trump shipping traditionally consists of two consecutive subprocesses: the formation of vessel traffic patterns and the assignment of specific vessels to these schemes. The main result of the study is that a new management system structure was formed on the basis of a system analysis of processes in the conditions of working with a small fleet and identified addition-al tasks and requirements for the system. Distinctive features of the new structure from the prototype: the process of arranging transport vessels has been replaced by the process of determining the optimal composition of the leased fleet; two auxiliary subprocesses have been added to manage additional operations if necessary to unload cargo on an unequipped shore.

The Decline of Dialogue: The Rise of Caucus‐Only Mediation And the Disappearance of the Joint Session

It had been a very painful dispute and then lawsuit. Now a mediation was ahead. The inside counsel to a large shipping company enjoyed the train ride to Boston from New York City, filled with the expectation that an emotionally wrenching, vicious and troubling conflict might get resolved in mediation.

Early Observations on the Steamer Bengala (Formerly Named Mecca and Livorno) Sunk off Capo Rizzuto (Crotone, Italy) in 1889

In the waters of the Calabrian Ionian Sea, off Isola di Capo Rizzuto (Crotone, Italy) and at a depth of 26–29 m, lies the wreck of Bengala, an iron screw-steamer foundered in 1889. She was built and launched in 1871 in Sunderland (Great Britain) in the yards of Iliff, Mounsey, and Co. (Sunderland), with the name of Mecca and her British owner was Mr. Ralph Milbanke Hudson Junior. In 1872 she was sold to the Lloyd Italiano company and was rechristened as Livorno. In 1876 her ownership changed once more and she became part of the fleet of the Genoese shipping company Rubattino and Co. with the name Bengala. The steamer was sold for the last time at the launch of the Navigazione Generale Italiana in 1881, one of the largest shipping companies in Europe. Until now, no scientific study has been dedicated to this topic and the few references in the literature are often incorrect. For this reason, in the pages that follow, a broad historical account of the events concerning the steamer is offered for the first time, linking them to the complex events of the Italian merchant navy of that period. This is followed by the analysis of underwater archaeological evidence, with a view to carrying out more detailed investigations in the near future.

Identifying Predictors of Stress and Job Satisfaction in a Sample of Merchant Seafarers Using Structural Equation Modeling.

Background: Seafarers are amongst occupational groups with the highest risk for stress, a factor known to impact on mental health. Psychological issues such as depression, anxiety, suicide, and alcohol or drug dependence are recognized health problems within the maritime sector. The primary aim of this study was to identify which individual and occupational factors, known to impact on psychological functioning across the maritime industry and other sectors, best predict perceived stress and job satisfaction among a sample of merchant seafarers.Methods: Secondary data analysis was conducted using a work experiences and attitudes questionnaire administered by a large shipping company to seafarers within their organization. Structural equation modeling was conducted using a proposed theoretical model of perceived stress and job satisfaction in a sample of merchant seafarers.Results: While the structural equation model produced acceptable fit to the sample data according to numerous goodness-of-fit statistics, the comparative fit index and Tucker-Lewis index results indicated less than satisfactory model fit. The model explained 23.8% of variance in the criterion variable of perceived stress, and the strongest predictive effect was for dispositional resilience. The model explained 70.6% of variance in the criterion variable of job satisfaction, and the strongest predictive effect was for instrumental work support.Conclusion: When addressing the psychosocial well-being of merchant seafarers, findings of this study suggest that dispositional resilience may be a particularly important factor with regards to perceived stress, while instrumental work support appears to be a critical factor in relation to job satisfaction. Importantly, however, an overall work environment that is perceived by employees as supportive, equal and just is a cornerstone for the psychosocial well-being of seafarers.

Perceptions of Well-Being, Resilience and Stress Amongst a Sample of Merchant Seafarers and Superintendents

Significant changes in the seafaring industry have increased occupational demands at sea, challenging the psychosocial well-being of seafarers. The primary aim of this study was to explore perceptions and experiences of well-being, resilience and stress amongst a sample of merchant seafarers and superintendents. Exploring perceptions of well-being, resilience and stress amongst this sample is required to inform organisational policies in the interest of improving working and living conditions for maritime workers. Semi-structured interviews (n = 11) and one focus group (n = 13) were conducted with superintendents, officers and ratings/crew of a large shipping company to explore their perceptions of well-being, resilience and stress. Analysis was conducted using descriptive and interpretive qualitative methods. Findings were interwoven by two critical themes. The first, recent changes, was expressed by participants in relation to fewer opportunities to relieve stress in recent years due to reduced socialisation and shore leave. The second, organisational justice, was indicated by participants regarding the importance of a just work environment. Although depression and other forms of psychosocial distress may be experienced individually, their causes are multifaceted and cannot be addressed only at the level of individual functioning. We must address causes of perceived injustice at the organisational and industry levels, alongside supporting the capacity of individuals to cope with challenging situations. A working environment that is experienced as supportive and just is therefore crucial for individually focused psychosocial interventions to be optimally applied.

Risk perception affecting the performance of shipping companies: the moderating effect of China and Korea

ABSTRACTRisks in the shipping industry have been highlighted and have attracted significant attention, especially following the bankruptcy of Hanjin in 2017. Due to the decrease in container volume, the business environment for large shipping companies in China has deteriorated. Therefore, major large shipping companies have implemented mixed ownership reform, which provides more opportunities for large Korean shipping companies to enter the Chinese shipping industry. This study first identifies risk perception, specifically focusing on the moderating effect of Chinese and Korean shipping companies, and then demonstrates the impact of these risks on shipping company performance. The results show that market, operational, and technical risks have a negative influence on Chinese shipping companies, whereas market, policy, financial, operations, and technical risks have a negative influence on Korean shipping companies. This study contributes to the fundamental understanding of the effect of risk perception on performance among shipping companies in both countries and calls for further research on risk management plans based on the risk factors identified herein. On a practical level, this study provides an important reference for operators and investors who seek to enter strategic alliances or joint venture in Chinese shipping industry.

CYBERSECURITY IMPLEMENTATION ASPECTS AT SHIPPING 4.0 AND INDUSTRY 4.0 CONCEPTS REALIZATION

Last few years took place true jump in approaches to developing, control and exploitation of different complex technical systems. In industry, transport, energetic and so on data exchange technologies, based on Industry 4.0, IoT, IIoT, Shipping 4.0, etc. concepts are implementing very actively. In maritime branch information technologies became inextricably linked to the classical approaches and allow to perform intelligent remote control and create fully unmanned objects and complex technical systems.
 So, some companies have founded Unmanned Cargo Ship Development Alliance; newly developed Distributed Intelligent Vessel Components software, which provides new protocol for devices connecting and data transferring; recently created Advanced Autonomous Waterborne Applications Initiative autonomous ship research project and Maritime Autonomous Surface Ships direction.
 It's possible to highlight following ship automation levels.
 1. Ship can be controlled remotely.
 2. Ship may work in unmanned mode partly or periodically.
 3. Ship may perform self-driving with operator help, if necessary.
 4. Additionally to the level 3, self-driving possible without operator's intrusion.
 5. Fully unmanned ship with the same functionality and possibilities as classic ship.
 But complexity and vulnerability for external intrusion of such ships is also growing enormously. So, in 2017 and 2018 years at least two large shipping companies were attacked by hackers and had to stop significant part of business activity and lost huge amounts. That's why the task of cybersecurity providing, including highly productive firewalls implementing, is very actual.
 Ways of modern concepts and technologies implementing in maritime branch are briefly analyzed. Possible levels of ships' autonomy and automation with most modern technical decisions are shown. Existing problems and vulnerabilities of highly automated ships are described. Approach on vulnerabilities influence minimizing with firewalls using is proposed.

Ship financing in Italy in the first half of the twentieth century

This article traces the history of shipping and shipbuilding finance in Italy during the first half of the twentieth century, a period in which the Italian merchant fleet grew into one of the world’s largest, was mostly destroyed during the Second World War and then was rapidly reconstructed. This history is divided into four periods. Prior to the First World War the maritime sector lacked specialist sources of funding and relied on the country’s main banks, referred to here as ‘universal’ banks due to their engagement in both commercial and investment banking. During the war their monopoly was broken by the establishment of two bodies under the control of the Bank of Italy and the largest shipping company in the country, a situation which lasted until the late 1920s. After 1928, and throughout the 1930s, the banks were largely ousted from shipping finance by the State-controlled Istituto per il Credito Navale, created by Alberto Beneduce on the orders of Benito Mussolini. Finally, in 1940 this institution was dissolved and its functions taken over by the Istituto Mobiliare Italiano, which between 1945 and 1954 presided over a rapid reconstruction of the fleet. There is a rich literature on the construction and navigation bounties, mail subventions, subsidies of the main national and international lines, but little is known about ship financing in Italy in the first half of the twentieth century. This article aims to illuminate this important facet of Italian maritime industry.

Evaluation of M&A Effects in Japanese Shipping Companies: Case Study of NYK & Showa Line and OSK & Navix Line

In shipping industries, M&A (Mergers and Acquisitions) has been brisk around large shipping companies since the mid to late 1990s. M&A strategy has attracted a lot of attention recently as a plan to improve profitability of shipping companies and to streamline their management, due to shipping economic depression. In this situation, it is necessary to plan strategies to evaluate properly M&A effects of shipping companies and to achieve successful M&A.This study aims to investigate the backgrounds and purposes of M&A in Japanese shipping companies and evaluate M&A effects from long-term business performance analysis and synergy effects analysis, using EVA (Economic Value Added). The cases in the study verified the rise of market power and turnover. The companies accomplished the improvement of their financial safety and profitability through the mergers. And, the cases imply that positive synergy effects are able to be created by effective utilization of managerial resources and investing activities in post-merger.

Managing the it Alignment Gap in Turbulent Times — An Inside View

In this paper the CIO of a large shipping company describes the challenge of IT-alignment in turbulent years from 2004 to 2010. Our research questions are; how should the CIO relate to a dynamic alignment gap where the business environments are turbulent. How should the CIO understand and manage the IT alignment gap when there is a difference between the espoused and real business strategy? Our framework addresses the interplay of business strategy and IT alignment in four generic types. Through our longitudinal case we show how the framework allows for a deeper analysis of some fundamental challenges for the CIO in turbulent times. We argue that the CIO never should take the business strategy for granted, and we discuss implications for future research. We also present practical implications for the CIO, and a set of recommendations for business management on how to close the gap.

부산항만공사 설립 전과 후의 고객만족 연구

본 연구는 부산항만공사 설립 전과 후에 대하여 항만의 주요고객인 선사(대형선사, 피더선사)와 터미널 운영사를 중심으로 컨테이너 터미널이용에 대한 고객만족 요인을 연구하는 것을 연구의 목적으로 하였으며, 연구결과 고객유형별로 만족도가 다르며, 고객의 니즈가 환경변화에 따라 변하고 있음을 확인하였다. 즉, 대형선사는 터미널 선석 수에, Feeder선사는 연계운송수단의 편리성과 예정된 시간의 입출항을, 터미널 운영사는 고객유치활동에 있어서 만족에 대한 인식차이가 큰 것으로 나타났다. 따라서 목표고객을 선정한 후 목표 고객에 맞는 서비스 전략을 수립해 나가야 할 것이다. The aim of this study is to identify the difference of the customer satisfaction before and after establishment of Busan Port Authority with focus on container terminals in Busan Port. As a result, the customer satisfaction varies according to customer types, and it has been changed followed by container port environment. Therefore suitable strategies have to establish, i.e. berth number for large shipping company, connectivity for feeder company, and activity of customer attraction for terminal operating company.

East‐End Warehouse: a case study of ‘organisational capture’ and cultural conflicts

This case study is about a warehouse in London’s Dockland with predominantly local staff. It stored and distributed food and drink for contractors. Its market was expanding; the site well positioned. Nonetheless, since takeover by a large shipping company, contracts went unrenewed, ‘stock shrinkage’ mounted, losses increased. The author, part of a small team of consultants, was hired ‘to study and advise’. Customer intrusions are normal in service organisations. But here conflicting and group‐based short‐term interests inhibited staff co‐ordination: serial crises involved ad hoc responses. Fieldwork entailed charting work flows, administering an attitude survey, conducting a census and assessing both the workforce’s collective East‐End culture and top management’s culture: their values conflicted. In Dockland, kinship and neighbourly obligations were strong. Obtaining and distributing pilfered goods reflected this; they celebrated group enterprise, collective support and autonomy – values evident in the warehouse that we made integral to proposals for reorganisation. This paper thus addresses intrusions: from customers – evident in disruptive work flows; two externally derived and opposed cultures and the culture of consultants.

Day-to-Day Challenges of a Shipping Company From the Technical Department’s Point of View: Lessons Learned

Working for one of the largest shipping companies in Greece is not an easy task. The challenges from the day-to-day vessel operation never stop and the maritime environment, which grows more challenging by the day, demands that the technical department is on a constant state of alert. The paper discusses the lessons learned from the many years of the authors' combined experience in the technical departments of a bulk carrier operator and of its tanker counterpart. The most interesting and diverse cases are outlined together with the conclusions and the necessary alterations to the procedures and work practices established as a result of the experiences gained. The following cases are examined:propeller damage on a Capesize bulk carrier from inherent casting defects,main engine camshaft problems originating from initial poor design,cracking of main engine bedplate bearing girders on a very large crude carrier (VLCC) attributed to unauthorized repairs and casting defects,failure cases of fitted bolts in marine applications,premature failure of main engine piston crowns, andsea chest ballast valve problems on a VLCC attributed to poor detail design.

戦間期における企業の自主性と郵商提携問題

This paper deals with the plans for a merger between the N.Y.K. and the O.S.K. and the effects that the failure of the negotiations had on N.Y.K. management. Japan's large shipping companies were relatively independent of the zaibatsu to which they belonged. However, in the late 1920s and early 1930s several forces prompted Mitsubishi to take a more ieterventionist policy toward the N.Y.K. These forces included N.Y.K. managerial dissension and the financial problems of the depression. In particular Mitsubishi favored N.Y.K.-O.S.K. cooperation because it had developed close financial ties with the O.S.K., which had become a major market for its ships. Kagami Kenkichi, the leading financial executive within the Mitsubishi zaibatsu, tried to implement cooperation and merger with the O.S.K. during the early years of his tenure as N.Y.K. president. The principal focus of this paper is Kagami's attempt to negotiate this merger and the opposition that arose against it from “mainstream” N.Y.K. executives, that is, managers who had spent their whole careers with the company. These managers were more concerned with obtaining government subsidies and preserving the identity of their firm than with negotiations for the merger. Their successful opposition strengthened the forces of company autonomy.

大阪商船の労務対策と経営者

O.S.K. (Osaka Shosen Kaisha), a small shipping company covering only the Inland Sea of Japan, was established in 1884. And it has been one of the two large shipping companies (O.S.K. and N.Y.K.) having the regular ocean routes since 1909.As compared with N.Y.K. (Nihon Yusen Kaisha), O.S.K. has achieved a great expansion under the good labor management and active strategies of leading executives.This article tries to clarify why O.S.K. could catch up with N.Y.K.. From the viewpoint of the labor management, there are four reasons : First, after Tokugoro Nakahashi took office as the fourth president of the company in 1898, he employed many talented college graduates as staff members. Second, the employees were well treated even in extreme depression. Third, this company had a more adequate system of Yobiin (the seamen reserved for sailing the regular ocean routes) than N.Y.K. did. Fourth, since captains and engineers of superior ability were promoted to executives, the labor and the management cooperated well with each other.This article emphasizes the last two of them : one is Yobiin system, the other is the good labor-management relations in O.S.K..

The freight transport problems of a large shipping company by example of the Colkswagenwerk AG

The freight transport problems of a large shipping company by example of the Colkswagenwerk AG