Receipt from Office for Supplying Water to Shipping

https://digitalcommons.salve.edu/goelet-personal-expenses/1001/thumbnail.jp

A model assessing cost of operating marine systems using data obtained from Monte Carlo analysis

This article presents a methodology for analysing the cost of operating marine systems under varying conditions. Data obtained from a previously developed Monte Carlo analysis are applied to assess the operational costs for various maintenance and inspection policies. The concept of total insured value is also applied to determine the cost attributed to risk. The aim is to show that Monte Carlo analysis can be adapted to provide information on various factors affecting operational costs to be used for decision-making to optimise the efficiency of marine systems. A method of modelling the effects of lead times due to un-stocked items has also been included to increase the scope of the analysis

Letter from Hudson Forwarding & Shipping Co. to M. Stansfield

https://digitalcommons.salve.edu/goelet-personal-expenses/1320/thumbnail.jp

Letter from Hudson Forwarding & Shipping Co. to Robert Goelet

https://digitalcommons.salve.edu/goelet-personal-expenses/1321/thumbnail.jp

Sea ice decline and 21st century trans-Arctic shipping routes

The observed decline in Arctic sea ice is projected to continue, opening shorter trade routes across the Arctic Ocean, with potentially global economic implications. Here we quantify, using CMIP5 global climate model simulations calibrated to remove spatial biases, how projected sea ice loss might increase opportunities for Arctic-transit shipping. By mid-century for standard Open Water vessels, the frequency of navigable periods doubles, with routes across the central Arctic becoming available. A sea ice – ship speed relationship is used to show that European routes to Asia typically become 10 days faster via the Arctic than alternatives by mid-century, and 13 days faster by late-century, while North American routes become 4 days faster. Future greenhouse-gas emissions have a larger impact by late-century; the shipping season reaching 4-8 months in RCP8.5, double that of RCP2.6, both with substantial inter-annual variability. Moderately ice-strengthened vessels likely enable Arctic transits for 10-12 months by late century

‘Is it essential that a steamship company’s posters must have a ship?’ The shortcomings of British shipping posters c.1840 to c.1970

Purpose: The purpose of this paper is to explore the nature of marketing communications of British shipping lines in the period from c.1840 to c.1970 to establish the extent to which these outputs reflect extant scholarship which points to the lack of innovation as a key reason for the demise of these lines. Design/methodology/approach: The research is built on a survey of >450 posters plotting the shifting nature of advertising messages over this long period in response to the market. This is supported by reading trade press contemporary to the period to establish broader trends in marketing and whether this product sector was aberrant. Findings: What is revealed is a generally static response in the promotion of British shipping lines throughout the timeframe, at odds with trends elsewhere. What stands out is the widespread criticism of the time singling out the shipping poster. This suggests an advanced appreciation of the role of the poster and the effectiveness of promotional messages focussing on emotions- versus a product-centred approach. Originality/value: Whilst there is an established literature which suggests that the British merchant marine was hamstrung by a pattern of family ownership making adaptation slow, no research to date has expressly read marketing as a window onto that culture. This paper shows that whilst there may have been change within the sector which these British shipping lines responded to, when it came to presenting themselves in public via their communications strategy, they adopted a staid, conservative approach. British shipping lines, throughout the period, had a very fixed idea about who they were and what best represented their business irrespective of dramatic shifts in attitudes concerning how best to reach consumers. Interrogating promotional material, and particularly the ubiquitous shipping poster, provides another insight into the conservative and debilitating corporate culture of British shipping

Resolutions adopted by the Committee on Shipping at its 14th Session = Rezolucije koje je Odbor za pomorstvo usvojio na 14. zasjedanju [1990.] : [translation, parallel texts]

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The Maritime Labour Convention, 2006 – Reflections on Challenges for Flag State Implementation

This paper begins by providing a brief overview of the International Labour Organization’s Maritime Labour Convention, 2006 (MLC, 2006), noting that this Convention, often called the “Seafarers’ bill of rights”, seeks to achieve both social and labour rights (“decent work”) for seafarers and fair competition (achieving a level-playing field) for shipowners. It has been described as the “fourth pillar” of the international maritime regulatory regime complementing the major International Maritime Organization conventions. The paper provides a brief update on international efforts to achieve the 30/33 formula needed to bring the Convention into force [at present, the tonnage element, 33% has been achieved already with coverage now at 54% of the world fleet (by gross tonnage), with 18 ratifications]. It then explores challenges faced by flag States in connection with capacity to implement the ship inspection and certification system under the MLC, 2006 and other difficulties with respect to legal implementation by the flag States. The paper also comments on some challenges in connection with port State, coastal State and labour-supplying State responsibilities. The paper points out that the MLC, 2006 is a comprehensive code that covers diverse issues and a wider range of both ships and seafarers than previous conventions. It often requires interdepartmental cooperation to implement its requirements at the national level. The paper concludes that, despite the slower pace of ratification in some regions, largely because of the recent economic and other crises, it appears that many actors in the maritime sector are already actively engaged in MLC, 2006 implementation, often ahead of governments. The question is not “if” but “when” the formula will be achieved to allow the MLC, 2006 to enter into force

Ocean governance in Bangladesh: Necessities to implement structure, policy guidelines, and actions for ocean and coastal management

After the permanent demarcation of Exclusive Economic Zone boundaries with Myanmar and India through the International Tribunal for the Law of the Sea and the United Nations Convention on the Law of the Sea, Bangladesh has exclusive rights to exploit and to explore marine resources across 118,813 km(2) in the Bay of Bengal. To reap economic benefits from maritime space, the government of Bangladesh recently emphasized the development of a blue economy. Maritime economic activities, including shipping, trade, fishing, fishing industries, mineral extraction, exploitation of hydrocarbons, salt production, production of renewable energy, and marine and coastal tourism, are key elements of the maritime interests of policymakers. However, the safety of maritime activities also raises concerns that include shipping accidents, smuggling, and illegal fishing, which pose threats to maritime interests. Enhancing blue economic growth and protecting marine and coastal environments are essential to ensure maritime security. Therefore, in the framework of a comprehensive ocean governance approach, we suggest establishing a separate Ministry of Ocean Affairs with essential functions to formulate an integrated coastal and marine strategy, to address the policy guidelines, and to implement action plans for coastal management in Bangladesh. (C) 2021 Elsevier B.V. All rights reserved.Peer reviewe