Responsible for CO2 emissions of the order of 1 Gt, about 2-3 % of the global total, the shipping sector is part of the challenge to reduce emissions, in order to avoid dangerous climate change. Aiming to inform the sector’s response to the challenge, this research addresses two knowledge gaps. Current methods of estimating carbon emissions from shipping are subject to large uncertainties and lacking with respect to a set of greenhouse gas accounting criteria. Based on Automatic Identification System (AIS) data, a new methodology is developed to monitor fuel consumption and ensuing carbon emissions around the globe. Results from applying the method to a sample fleet of 13 vessels and validating it against fuel consumption records covering a time interval of one year demonstrate that, for the first time, estimating shipping emissions from individual ship AIS movement data has become possible at the global scale. Lacking information on the performance of carbon abatement technologies is the second knowledge gap. Due to its geographical and temporal variability, wind power technology is particularly dependent on a transparent assessment to exploit its carbon saving potential as a freely available and renewable energy source. Numerical performance models of two wind power technologies - a Flettner rotor and a towing kite - are combined with wind velocity data from a weather model to calculate their propulsive power contribution. Average results along five analysed sample routes range between 0.3 MW and 1.0 MW for a single Flettner rotor andbetween 0.1 MW and 0.9 MW for the modelled towing kite. Both methodologies are ready for further use. Applying the AIS-based method to data covering the world fleet may provide a concise, up-to-date view of greenhouse gas emissions from shipping when and where they take place. The wind power technology model can be applied to any shipping route around the world. Next steps towards fully exploring and optimising the potential of wind power technology are outlined. A better understanding of greenhouse gas emissions from shipping and of mitigation options gained from applying the models may, in turn, contribute to the sector’s successful response to the climate change challenge.

This dissertation examines the scope and limitations of port state jurisdiction with respect to the enforcement of international conservation and management measures established under international and national instruments. The current fisheries regulatory regimes rely primarily on flag states to enforce these measures against foreign vessels. The aim of this dissertation is to recommend an expansion of port state enforcement jurisdiction over foreign vessels when fishing in the high seas. The expansion of port state jurisdiction supplements the role of flag states in enforcing the provisions of international conventions and agreements applicable in the high seas and also fills in where flag of convenience fishing vessels have failed to do so. To support this view, the dissertation will compare the issue of illegal unreported unregulated fishing with the issue of marine pollution. The significance of this comparison is to show how provisions in regard to marine pollution, have legitimized the expansion of port state jurisdiction to the extent that port states have enforcement jurisdiction over foreign flagged vessels which violate the provisions of LOSC relating to marine pollution in the high seas.

90% of global trade is transported by cargo ships, with fossil fuel being the dominant energy source used. As global trade increases, shipping will be in greater demand resulting in increased emissions of carbon dioxide and other pollutants negatively impacting the environment and human health. Carbon dioxide (CO2), our area of interest, is the number one contributing gas to global warming. We, therefore, examine the role of the International Maritime Organization (IMO) in reducing CO2 emissions from shipping, and determine the progress made so far. Our research reveals that progress in this area is on a slow trajectory. The current IMO regulations focus solely on energy efficiency measures that do not appear to be as successful as envisioned in reducing CO2 emissions. In addition, the concept of decarbonization of the sector, which would lead to zero emissions, is delayed. With this in mind, we provide recommendations regarding future IMO actions.

A contract of carriage by sea evidenced inter alia by a bill of lading or charter-party governs and regulates the relations between the parties to whom it applies. As in any other contract, the parties have certain duties and obligations provided for by the contract whether expressly or by implication. This paper focuses on the effects of a breach of such a contract, in particular when such a breach is a fundamental breach or is a geographical deviation made by the carrier. The effect of an exclusion or limitation clause contained in a contract, in the event of such breaches will also be considered. There exists no jurisprudence in South African shipping law dealing with a fundamental breach or a deviation and thus in terms of s6(1) of the South African Admiralty Jurisdiction Regulation Act no. 105 of 1983, English law is the law applicable should a South African court be faced with a situation involving a fundamental breach or geographical deviation. The doctrines of deviation and fundamental breach will be examined from the moment of their inception to arguably their disintegration. Exclusion, exception and exemption clauses are all those clauses which exclude a party who has committed a breach from liability, and limitation clauses are those limiting liability. How these have been affected by the doctrines of deviation and fundamental breach as well as the survival of these doctrines will now be seen

Shih Henry. / Title also in Chinese. / Abstract also in Chinese. / Thesis (M.B.A.)-Chinese University of Hong Kong, 1979. / Bibliography: leaves 75-76. / ABSTRACT --- p.ii / TABLE OF CONTENTS --- p.iii / LIST OF TABLES --- p.v / PREFACE --- p.vi / Chapter Chapter I --- INTRODUCTION --- p.1 / Chapter Chapter II --- COMPOSITION OF THE OCEAN FREIGHT INDUSTRY --- p.5 / Tankers and Bulk carriers --- p.5 / Trampers --- p.6 / Liners --- p.7 / Relationship of Trampers and Liners --- p.9 / Chapter Chapter III --- THE CONFERENCE --- p.11 / Loyalty Arrangements --- p.13 / Geographical Coverage --- p.14 / Membership --- p.14 / Competition from Non-conference companies --- p.15 / Courses of Action Against Competitors --- p.16 / Rate Wars --- p.16 / Selective Discounts to Shippers --- p.17 / Conciliation --- p.17 / Censure --- p.17 / Output Sharing --- p.18 / Revenue Pooling --- p.19 / Chapter Chapter IV --- SHIPPERS' SELECTION CRITERIA OF SHIPPING COMPANIES --- p.22 / Research Objectives --- p.22 / List of Hypotheses --- p.23 / Scope of Study --- p.23 / Research Design --- p.24 / Questionnaire Design --- p.24 / Sample Design --- p.25 / Method of Analysis --- p.26 / Pilot Test --- p.27 / Field Work --- p.27 / Limitation of Study --- p.28 / Chapter Chapter V --- FINDINGS AND ANALYSIS --- p.29 / Selection Criteria of Frequent versus Non-frequent Users --- p.29 / Regular and Frequent Sailings --- p.31 / Cheap Freight Rate --- p.31 / Efficient Service --- p.31 / Large Size Company --- p.32 / Information on Sailing Schedule --- p.32 / Freight Rate Negotiable --- p.32 / Container Service --- p.32 / Short Voyage Time --- p.33 / Low Risk of Bankruptcy --- p.33 / Users' Impression on Conference versus Non-Conference Shipping Companies --- p.34 / Regular and Frequent Sailings --- p.35 / Cheap Freight Rate --- p.35 / Efficient Service --- p.35 / Information on Sailing Schedule --- p.35 / Large Size Company --- p.35 / Freight Rate Negotiable --- p.36 / Container Service --- p.36 / Short Voyage Time --- p.36 / Low Risk of Bankruptcy --- p.36 / Importance-Impression Analysis --- p.38 / Correlation Analysis --- p.44 / Chapter Chapter VI --- CONCLUSION --- p.51 / APPENDIX --- p.54 / BIBLIOGRAPHY --- p.75

Purpose: The purpose of this thesis is to make a business analysis of the Global Shipping industry, using a sample of four shipping companies in Norway, in order to establish whether the profitability is prosperous and sustainable enough for future growth. Also which different factors have been affecting the profitability. Background: Both the International and the Norwegian Shipping industry has been seen as an fluctuating industry, characterized poor returns, short market cycles where market booms have caused extraordinary returns. Additionally the shipping industry has recently been seen as a non-sustainable industry, where the proportion of its actions has not covered its sustainability, where, for example the vessels internationally have been seen to release a great amount of greenhouse gases. Method: Annual reports from 1970 – 2009 have been used in order to establish the profitability and sustainability reporting within the Norwegian Shipping in-dustry, additionally interviews have been conducted in order to gather knowledge within Sustainability reporting and being Sustainable, as well as relevant journals have been gathered from diverse databases. Conclusion: The findings of this thesis present that the shipping industry has not been sustainable, and that its growth has been fluctuating. Thus the conclusion being that the shipping industry is a very fluctuating industry where each company is driven by profit maximizing and thinking of their survival in a short-term perspective, rather than a long-term perspective.

Thesis (M.B.A.)--University of Hong Kong, 1982.

No description available.

Thesis (M.S.)--Ohio University, August, 1987. / Title from PDF t.p.

No description available.