Public Notice on Foreign Shipbuilding Worker Acceptance Program No. 1 Purpose in Order to Seize Rapidly Recovered Production
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Fact Sheet: Benefits of Hawaii's Tourism Economy
Fact Sheet: Benefits of Hawai‘i’s Tourism Economy Hawai‘i Tourism Industry in 20191 Tourism is the largest single source of private capital for Hawai‘i’s economy. In 2019, Hawai‘i’s tourism economy has recorded. Visitor Spending: $17.75 billion (+1.4%, +$244.4 million YOY versus 20182). Statewide: $48.6 million in average visitor spending daily: • O‘ahu: $22.4 million per day • Maui: $14.0 million per day • Island of Hawai‘i: $6.4 million per day • Kaua‘i: $5.2 million per day State Tax Revenue: $2.07 billion (+1.4%,+$28.5 million YOY versus 2018). Visitor Arrivals: 10,424,995 (+5.4% YOY versus 2018). On any given day were 249,000 visitors in the Hawaiian Islands. Jobs supported: 216,000 Air Seats: 13,619,349 (+2.9% YOY versus 2018). Opportunities for Continued Growth Increased arrivals during shoulder periods: April-May and October-November. Renovations, upgrades to Hawai‘i’s tourism product (hotels, attractions, natural resources). Increased distribution of visitors to the neighbor islands. TAT Collections FY 2018 TAT Distribution FY 2019 TAT Distribution ($ millions) ($ millions) Convention Convention Center Enterprise Center Enterprise Special Fund, Special Fund, Tourism $16.5 Tourism Special $26.5 Special Fund, Department of Fund, $82.0 $79.0 Land and Natural Department of Resources, Land and Natural $3.0 Resources, General Fund, $3.0 General Fund, Counties, $103.0 $315.2 Counties, $103.0 $340.0 Turtle Bay Conservation Turtle Bay Easement Conservation Fund, $1.5 Easement Fund, $1.5 Mass Transit Mass Transit Special Fund, Special Fund, $23.6 $57.4 FY 2017: The state collected $508.38 million in transient accommodations tax (TAT=9.25%). -
Oil Shale Economics Existing Analyses Do Not Measure Impacts of Commercial Development Adequately
Oil Shale Economics Existing Analyses Do Not Measure Impacts of Commercial Development Adequately Is oil shale economically viable? Even the federal government does not know. And yet, in making the case for accelerated commercial development of oil shale and tar sands resources in Colorado, Utah, and Wyoming, President Bush’s Departments of Energy (DOE) and the Interior (DOI) pointed to a range of macroeconomic, socioeconomic, and consumer benefi ts that would result. However, a close review of data and existing studies reveals far diff erent conclusions. What’s at Stake? Environmental quality is a As Colorado’s Governor, Bill Ritt er, has argued, oil shale critical economic force in leasing on top of the “existing network of energy develop- oil shale country and the environmental amenities provid- ment and changing land uses will put more pressure on an ed by public lands are an important economic driver. Areas already fragile ecosystem and public temperament.” proposed for oil shale development overlap with tourism, agriculture, and recreational opportunities. Older workers Th e federal and retirees, who are drawn to the region because of its What’s the Problem? government environment and quality of life, bring with them invest- has a poor understanding of the economic and socio- ment, retirement, and other non-employment income. economic impacts of commercial oil shale development. Despite DOI’s att empt to address the information defi cit What’s at Risk? Water demands for shale through the federal RD&D program, there are inextricable development will come at questions that need to be answered regarding how industrial the expense of local farms and ranches. -
Qualicum Beach Retail and Tourism Gap and Opportunity Analysis
Qualicum Beach Retail and Tourism Gap and Opportunity Analysis May 2009 Prepared for: Town of Qualicum Beach By: Coriolis Consulting Corp. RETAIL AND TOURISM GAP AND OPPORTUNITY ANALYSIS Table of Contents 1.0 Introduction ............................................................................................................ 1 2.0 Retail and Service Market Analysis ...................................................................... 2 2.1 Qualicum Beach’s Role in the Regional Retail and Service Market ................. 2 2.2 Trade Area Population Trends and Projections ................................................. 2 2.2.1 Existing Population and Recent Trends ................................................... 2 2.2.2 Population Projections ............................................................................. 4 2.3 Retail and Service Market Conditions in Qualicum Beach ................................ 4 2.3.1 Types of Businesses ............................................................................... 4 2.3.2 Vacancy .................................................................................................. 5 2.3.3 Recent Development ............................................................................... 6 2.3.4 Commercial Character ............................................................................. 6 2.3.5 Demand for Retail and Service Floor Space ............................................ 6 2.4 Economic Viability of Retail Development ........................................................ -
New Insurance for Newbuildi
The Swedish Club Letter 2–2006 Insurance New Insurance for Newbuildi ■■ The Swedish Club is one of very few marine insurance companies that offer a range of products Tord Nilsson broad enough to cover most of the needs of ship- Area Manager owners. Team Göteborg I We will soon complement the products we have by adding an insurance that specifi cally targets the needs of shipowners with newbuildings on order. Our fi rst contact with owners has traditionally been when they have started to look for suppliers of H&M, P&I Cover for liabilities in respect and FD&D insurances. We do in some cases cover FD&D for newbuildings and of superintendents and for the crew whilst travelling to and from the shipyard just prior to delivery. We feel that owners need to start looking at their insurable interests long other shipowners’ personnel before delivery, as there are risks relating to the newbuilding that could affect attending at newbuildings owners adversely. Only a few owners currently do this. Our Newbuilding Risks Insurance is one product and it encompasses three areas: 1. Cover for liabilities in respect of superintendents and other shipowners’ ■■ personnel attending newbuildings. The P&I cover 1that can be offered by a This insurance includes liabilities under the terms of the employment contract to club in the Internatio- Annica Börjesson pay damages or compensation for personal injury, illness or death of the superin- nal Group is ultimately Claims Executive tendent whilst attending the NB site or travelling to and from the site. regulated by the Poo- Team Göteborg I < Hospital, medical, repatriation, funeral or other expenses necessarily incurred ling Agreement, “the in relation to the superintendent whilst attending the NB site. -
Visualitza/Obre
HOW THE INDUSTRY 4.0 COULD AFFECT THE SHIPBUILDING WORLD Rodrigo Pérez Fernández, [email protected], correspondence author SENER, Madrid/Spain. C/ Severo Ochoa, 4 - 28760 Tres Cantos - Madrid (Spain) Abstract The marine structures are developed with Computer Aided Design (CAD) platforms, but every day we are looking for integrated development of the product involving all its Life Cycle. CAD system integrated with Product Lifecycle Management (PLM) and from the PLM we can conceive all the design but also control the production and include the use of the vessel. The PLM can contain information of all systems of the vessel and also all its components. If the components are designed for the Internet of Ships (IoS) it will have technology that allows to share their situation, diagnosis, functionality with the PLM system which distributes the initial design. The PLM system can use this information for knowing whether they are working properly or if we can improve its performance. It is also possible to identify whether it is necessary to make maintenance of the object or if it is necessary to replace it because its life ends or because it's working wrongly. It will be possible to determine and evaluate its performance comparing to other similar components or comparing to it different operating periods. It will also be possible to know how their performance affects the functioning of the whole product, i.e., the vessel. Furthermore, if the connection of the objects is realized with its PLM, it would be possible to record their history status, make change tracking, and know what is its function or its performance after realizing programmed maintenance. -
Tar and Turpentine
ECONOMICHISTORY Tar and Turpentine BY BETTY JOYCE NASH Tarheels extract the South’s first industry turdy, towering, and fire-resistant longleaf pine trees covered 90 million coastal acres in colonial times, Sstretching some 150,000 square miles from Norfolk, Va., to Florida, and west along the Gulf Coast to Texas. Four hundred years later, a scant 3 percent of what was known as “the great piney woods” remains. The trees’ abundance grew the Southeast’s first major industry, one that served the world’s biggest fleet, the British Navy, with the naval stores essential to shipbuilding and maintenance. The pines yielded gum resin, rosin, pitch, tar, and turpentine. On oceangoing ships, pitch and tar Wilmington, N.C., was a hub for the naval stores industry. caulked seams, plugged leaks, and preserved ropes and This photograph depicts barrels at the Worth and Worth rosin yard and landing in 1873. rigging so they wouldn’t rot in the salty air. Nations depended on these goods. “Without them, and barrels in 1698. To stimulate naval stores production, in 1704 without access to the forests from which they came, a Britain offered the colonies an incentive, known as a bounty. nation’s military and commercial fleets were useless and its Parliament’s “Act for Encouraging the Importation of Naval ambitions fruitless,” author Lawrence Earley notes in his Stores from America” helped defray the eight-pounds- book Looking for Longleaf: The Rise and Fall of an American per-ton shipping cost at a rate of four pounds a ton on tar Forest. and pitch and three pounds on rosin and turpentine. -
Future Strategies for Promoting Tourism and Petroleum Heritage in Khuzestan Province, Iran
Future strategies for promoting tourism and petroleum heritage in Khuzestan Province, Iran Sahar Amirkhani, Neda Torabi Farsani and Homa Moazzen Jamshidi Abstract Sahar Amirkhani and Purpose – Industrial tourism not only strives to preserve industrial heritage, but can also be a strategy for being Neda Torabi Farsani are both familiar with the history of industry and attracting tourists to new destinations. This paper examines the issue of based at the Department of promoting petroleum industrial tourism in the case of Khuzestan, Iran. The research aims at determining Museum and Tourism, Art appropriate strategies for promoting petroleum industrial tourism. University of Isfahan, – Design/methodology/approach The data were analysed through a strengths, weaknesses, opportunities, Isfahan, Iran. and threats (SWOT) model. Homa Moazzen Jamshidi is Findings – The results revealed the competitive strategy as the best. Lastly, strategies such as: concentric based at the Department of diversification, joint venture strategy, conglomerate diversification and horizontal diversification were proposed Economics and Arts as key solutions. The results support the view that establishing an exploratory ecomuseum in the territory of Entrepreneurship, Art Khuzestan Province can be a suitable concentric diversification strategy towards petroleum industrial sustainable tourism in the future. University of Isfahan, Originality/value – The main originality of this paper includes linking tourism with the petroleum (oil and natural Isfahan, Iran. gas) industry -
Shipbuilding
Shipbuilding A promising rst half, an uncertain second one 2018 started briskly in the wake of 2017. In the rst half of the year, newbuilding orders were placed at a rate of about 10m dwt per month. However the pace dropped in the second half, as owners grappled with a rise in newbuilding prices and growing uncertainty over the IMO 2020 deadline. Regardless, newbuilding orders rose to 95.5m dwt in 2018 versus 83.1m dwt in 2017. Demand for bulkers, container carriers and specialised ships increased, while for tankers it receded, re ecting low freight rates and poor sentiment. Thanks to this additional demand, shipbuilders succeeded in raising newbuilding prices by about 10%. This enabled them to pass on some of the additional building costs resulting from higher steel prices, new regulations and increased pressure from marine suppliers, who have also been struggling since 2008. VIIKKI LNG-fuelled forest product carrier, 25,600 dwt (B.Delta 25), built in 2018 by China’s Jinling for Finland’s ESL Shipping. 5 Orders Million dwt 300 250 200 150 100 50 SHIPBUILDING SHIPBUILDING KEY POINTS OF 2018 KEY POINTS OF 2018 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Deliveries vs demolitions Fleet evolution Deliveries Demolitions Fleet KEY POINTS OF 2018 Summary 2017 2018 Million dwt Million dwt Million dwt Million dwt Ships 1,000 1,245 Orders 200 2,000 m dwt 83.1 95.5 180 The three Asian shipbuilding giants, representing almost 95% of the global 1,800 orderbook by deadweight, continued to ght ercely for market share. -
Facilitating Music Tourism for Scotland's
Facilitating Music Tourism for Scotland’s Creative Economy AHRC Creative Economy Engagement Fellowship Report Dr Matthew Ord Dr Adam Behr Contents Table of Contents Acknowledgements ................................................................................................................... i List of Abbreviations ............................................................................................................... ii Executive Summary ............................................................................................................... iii Summary of Key findings .............................................................................................................. iii Key recommendations ..................................................................................................................... v Further research .............................................................................................................................. vi Introduction: music tourism in Scotland ............................................................................... 1 What is music tourism? What is a music tourist? ........................................................................... 3 Methodology ................................................................................................................................... 4 Chapter 1. Connecting music and tourism: knowledge and networks ............................... 5 Introduction .................................................................................................................................... -
SOUVENIR MARKETING in TOURISM RETAILING SHOPPER and RETAILER PERCEPTIONS by KRISTEN K
SOUVENIR MARKETING IN TOURISM RETAILING SHOPPER AND RETAILER PERCEPTIONS by KRISTEN K. SWANSON, B.S., M.S. A DISSERTATION IN CLOTHING, TEXTILES, AND MERCHANDISING Submitted to the Graduate Faculty of Texas Tech University in Partial Fulfillment of the Requirements for the Degree of DOCTOR OF PHILOSOPHY Approved Accepted August, 1994 1 o t.i.H" ^b^/ •b C'J ® 1994 Kristen Kathleen Swanson ACKNOWLEDGEMENTS The researcher would like to thank Dr. Patricia Horridge, advisor and friend, for her guidance and support at Texas Tech University. Dr. Horridge continually gives of herself to encourage and inspire her students. Additionally, this researcher would like to thank Dr. Claud Davidson, Dr. linger Eberspacher, Dr. Lynn Huffman, and Dr. JoAnn Shroyer for allowing this exploratory research to take place, and keep the study grounded. Each committee member took time to listen, evaluate and strengthen this study. Thank you to Tom Combrink, Arizona Hospitality Research and Resource Center, Northern Arizona University, for assisting with the statistical analysis. Further, this researcher would like to thank all of the graduate students who came before her, for it is by their accomplishments and mistakes that the present study was enhanced. The researcher would like to thank her husband James Power, her parents Richard and Bonnie Swanson, and Bill and Ruby Power, and special friends Chris and Judy Everett for their constant support in accomplishing this study and the degree which comes with the work. 11 TABLE OF CONTENTS ACKNOWLEDGEMENTS ii ABSTRACT vii LIST OF TABLES ix CHAPTER L INTRODUCTION 1 Theoretical Framework 2 Statement of Problem 3 Purposes of the Study 6 Research Objectives and Questions 7 Research Objectives 7 Research Questions 8 Limitations 9 Definition of Terms 9 II. -
Asian Shipbuilding: a Dynamic Market
SPONSORED STATEMENT ASIAN SHIPBUILDING: A DYNAMIC MARKET Asia will remain at the heart of the global shipbuilding industry for the foreseeable future, although the relative strength of its key players will alter, writes Sumanta Panigrahi, Managing Director and Head – Asia Pacific, Export & Agency Finance, Treasury and Trade Solutions at Citi. he global shipping and offshore – and therefore the foundations for Asia’s For example, in South Korea energy equipment industry has success – are identical. Each requires shipbuilding is concentrated among shifted unequivocally towards steel: rapid growth in steel production the chaebol (industrial conglomerates), Asia. South Korea, Japan and capacity in Japan, South Korea and such as Samsung Heavy Industries and China now dominate with China facilitated the growth Hyundai Heavy Industries, which receive around 80% of orders: of of shipbuilding in these markets. strong support from policy banks and a the 134 liquefied natural gas Shipbuilding also requires skilled significant proportion of South Korea’s (LNG) tankers built since 2009, 133 were labour: ship manufacturing is both export credit agency (ECA) funding. Tbuilt in Asia: 100 in South Korea, 20 in complex and competitive. Labour Similarly, in Japan, ECAs make buyer China and 13 in Japan, according to costs are a significant component of financing available and facilitate low cost IHS Maritime. vessel costs, and low costs in China – working capital for shipyards (which While domination by Asian estimated to be between a 10th and a is crucial given the three to four-year manufacturers is expected to continue, 15th of OCED countries’ – have helped shipbuilding timeframe). In China, it is important to recognise that each its shipbuilding grow. -
Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress
Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress September 16, 2021 Congressional Research Service https://crsreports.congress.gov RL32665 Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress Summary The current and planned size and composition of the Navy, the annual rate of Navy ship procurement, the prospective affordability of the Navy’s shipbuilding plans, and the capacity of the U.S. shipbuilding industry to execute the Navy’s shipbuilding plans have been oversight matters for the congressional defense committees for many years. In December 2016, the Navy released a force-structure goal that calls for achieving and maintaining a fleet of 355 ships of certain types and numbers. The 355-ship goal was made U.S. policy by Section 1025 of the FY2018 National Defense Authorization Act (H.R. 2810/P.L. 115- 91 of December 12, 2017). The Navy and the Department of Defense (DOD) have been working since 2019 to develop a successor for the 355-ship force-level goal. The new goal is expected to introduce a new, more distributed fleet architecture featuring a smaller proportion of larger ships, a larger proportion of smaller ships, and a new third tier of large unmanned vehicles (UVs). On June 17, 2021, the Navy released a long-range Navy shipbuilding document that presents the Biden Administration’s emerging successor to the 355-ship force-level goal. The document calls for a Navy with a more distributed fleet architecture, including 321 to 372 manned ships and 77 to 140 large UVs. A September 2021 Congressional Budget Office (CBO) report estimates that the fleet envisioned in the document would cost an average of between $25.3 billion and $32.7 billion per year in constant FY2021 dollars to procure.