Suchergebnisse

In the fight to reduce CO2 emissions from international shipping, a bunker-levy is currently under consideration at the International Maritime Organization (IMO). Faced with the inability of the IMO to reach an agreement in the short term, the European Commission is now contemplating a unilateral measure of a speed limit for all ships entering European Union (EU) ports. This paper argues that this measure is counterproductive for two reasons. Firstly, because it may ultimately generate more emissions and incur a cost per ton of CO2 which is more than society is willing to pay. Secondly, because it is sub-optimal compared to results obtained if an international bunker-levy was to be implemented. These elements are illustrated using two direct transatlantic services operated in 2010.

Piracy in its various forms has posed a threat to trade and shipping for millennia. In the 1970s, a steady rise in the number of attacks ushered in the present phenomenon of modern piracy and not many parts of the world's seas are free from piracy in one form or another today. This paper reviews the historical and geographical developments of piracy in shipping, with a discussion on contentious issues involved in defining piracy. Using data available on piracy acts collected from the IMB related to 3,957 attacks that took place between 1996 and 2008, we shed light on recent changes in geography and modi operandi of acts of piracy and investigate how poverty and political instability may be seen as the root causes of piracy.

Piracy in its various forms has posed a threat to trade and shipping for millennia. In the 1970s, a steady rise in the number of attacks ushered in the present phenomenon of modern piracy and not many parts of the world's seas are free from piracy in one form or another today. This paper reviews the historical and geographical developments of piracy in shipping, with a discussion on contentious issues involved in defining piracy. Using data available on piracy acts collected from the IMB related to 3,957 attacks that took place between 1996 and 2008, we shed light on recent changes in geography and modi operandi of acts of piracy and investigate how poverty and political instability may be seen as the root causes of piracy.

Piracy in its various forms has posed a threat to trade and shipping for millennia. In the 1970s, a steady rise in the number of attacks ushered in the present phenomenon of modern piracy and not many parts of the world's seas are free from piracy in one form or another today. This paper reviews the historical and geographical developments of piracy in shipping, with a discussion on contentious issues involved in defining piracy. Using data available on piracy acts collected from the IMB related to 3,957 attacks that took place between 1996 and 2008, we shed light on recent changes in geography and modi operandi of acts of piracy and investigate how poverty and political instability may be seen as the root causes of piracy.

The succession of maritime accidents in the last decades of the 20th Century caused a strong political and public outcry for more stringent maritime safety regulations and measures. One of the most significant developments in this regard was the establishment of several regional agreements on Port State Control (PSC) with the specific objective of fighting substandard shipping through coordinated and harmonised inspection procedures. This article is based on results from 32,206 PSC inspections carried out by the European Union and European Free Trade Association Member States within the Paris MoU region from 1 January 2014 to 31 December 2015 to assess whether discrepancies among Member States exist after the entry into force of Directive 2009/16/EC and the introduction of the New Inspection Regime. Further, the study proceeds by investigating whether PSC team composition and inspector's background influence inspection outcomes. The study has identified that differences in detecting at least one deficiency and/or detaining a vessel are significant among Member States. With regard to team composition and background, it appears that the former correlates to the number of deficiencies and detentions and the latter, though the significance is not always consistent, to detecting a certain type of deficiencies according to the specific inspector's backgrounds.

The succession of maritime accidents in the last decades of the 20th Century caused a strong political and public outcry for more stringent maritime safety regulations and measures. One of the most significant developments in this regard was the establishment of several regional agreements on Port State Control (PSC) with the specific objective of fighting substandard shipping through coordinated and harmonised inspection procedures. This article is based on results from 32,206 PSC inspections carried out by the European Union and European Free Trade Association Member States within the Paris MoU region from 1 January 2014 to 31 December 2015 to assess whether discrepancies among Member States exist after the entry into force of Directive 2009/16/EC and the introduction of the New Inspection Regime. Further, the study proceeds by investigating whether PSC team composition and inspector's background influence inspection outcomes. The study has identified that differences in detecting at least one deficiency and/or detaining a vessel are significant among Member States. With regard to team composition and background, it appears that the former correlates to the number of deficiencies and detentions and the latter, though the significance is not always consistent, to detecting a certain type of deficiencies according to the specific inspector's backgrounds.

The succession of maritime accidents in the last decades of the 20th Century caused a strong political and public outcry for more stringent maritime safety regulations and measures. One of the most significant developments in this regard was the establishment of several regional agreements on Port State Control (PSC) with the specific objective of fighting substandard shipping through coordinated and harmonised inspection procedures. This article is based on results from 32,206 PSC inspections carried out by the European Union and European Free Trade Association Member States within the Paris MoU region from 1 January 2014 to 31 December 2015 to assess whether discrepancies among Member States exist after the entry into force of Directive 2009/16/EC and the introduction of the New Inspection Regime. Further, the study proceeds by investigating whether PSC team composition and inspector's background influence inspection outcomes. The study has identified that differences in detecting at least one deficiency and/or detaining a vessel are significant among Member States. With regard to team composition and background, it appears that the former correlates to the number of deficiencies and detentions and the latter, though the significance is not always consistent, to detecting a certain type of deficiencies according to the specific inspector's backgrounds.

The succession of maritime accidents in the last decades of the 20th Century caused a strong political and public outcry for more stringent maritime safety regulations and measures. One of the most significant developments in this regard was the establishment of several regional agreements on Port State Control (PSC) with the specific objective of fighting substandard shipping through coordinated and harmonised inspection procedures. This article is based on results from 32,206 PSC inspections carried out by the European Union and European Free Trade Association Member States within the Paris MoU region from 1 January 2014 to 31 December 2015 to assess whether discrepancies among Member States exist after the entry into force of Directive 2009/16/EC and the introduction of the New Inspection Regime. Further, the study proceeds by investigating whether PSC team composition and inspector's background influence inspection outcomes. The study has identified that differences in detecting at least one deficiency and/or detaining a vessel are significant among Member States. With regard to team composition and background, it appears that the former correlates to the number of deficiencies and detentions and the latter, though the significance is not always consistent, to detecting a certain type of deficiencies according to the specific inspector's backgrounds.