Legal and Economic Analysis of Tramp Maritime Services
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Shipbuilding & Ocean Development Business Operation
Shipbuilding & Ocean Development Business Operation June 4, 2009 Shiro Iijima Director, Executive Vice President, General Manager, Shipbuilding & Ocean development Headquarters 1 Contents 1. FY2008 Overview -3 2. Shipbuilding & Ocean Development - 4 Business Environment 3. FY2009 Earnings Outlook -7 4. Outline of FY2009 Measures -8 5. Company-wide Special Measure -9 “Challenge 09” 6. Restructuring of Business Strategies -10 (Headquarters Business Plan) 2 1. FY2008 Overview Order Receipt Net sales Operating Profits • After Lehman shock, no ・Ship deliveries: 23 (+1 YoY) • Bottom line improved, new orders for Car carrier: 10 but profits were eroded commercial-use ships LNG carrier: 5 by provision for losses LPG carrier: 1 in ordered work arising • Public-sector orders held at normal level Container carrier: 2 from yen appreciation Patrol boat: 2 and higher prices for • Ships ordered: 18 (-14 YoY) Ferry: 1 steel, and other materials. 1H: 16 Others: 2 2H: 2 (public sector) ・Sales o par with previous 5-yr average Initial FY2008 target Previous 5-yr average: 320.4 JPY240.7 billion (JPY billion) (2003~2007) Decline in orders for (JPY billion) (JPY billion) commercial ships 353.6 271.3 283.9 240.1 4.0 1.6 2007 2008 2007 2008 2007 2008 3 2. Shipbuilding & Ocean Development Business Environment Lehman shock has caused major changes in marine transport and shipbuilding industries. 1) Marine transport industry <Seaborne cargo volume (actual and forecast)> 100億トン million ton <Before Lehman shock> 140 ・Increased seaborne cargoes ⇒ Tonnage shortages -
Potentials for Platooning in US Highway Freight Transport
Potentials for Platooning in U.S. Highway Freight Transport Preprint Matteo Muratori, Jacob Holden, Michael Lammert, Adam Duran, Stanley Young, and Jeffrey Gonder National Renewable Energy Laboratory To be presented at WCX17: SAE World Congress Experience Detroit, Michigan April 4–6, 2017 To be published in the SAE International Journal of Commercial Vehicles 10(1), 2017 NREL is a national laboratory of the U.S. Department of Energy Office of Energy Efficiency & Renewable Energy Operated by the Alliance for Sustainable Energy, LLC This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications. Conference Paper NREL/CP-5400-67618 March 2017 Contract No. DE-AC36-08GO28308 NOTICE The submitted manuscript has been offered by an employee of the Alliance for Sustainable Energy, LLC (Alliance), a contractor of the US Government under Contract No. DE-AC36-08GO28308. Accordingly, the US Government and Alliance retain a nonexclusive royalty-free license to publish or reproduce the published form of this contribution, or allow others to do so, for US Government purposes. This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. -
Chapter 17. Shipping Contributors: Alan Simcock (Lead Member)
Chapter 17. Shipping Contributors: Alan Simcock (Lead member) and Osman Keh Kamara (Co-Lead member) 1. Introduction For at least the past 4,000 years, shipping has been fundamental to the development of civilization. On the sea or by inland waterways, it has provided the dominant way of moving large quantities of goods, and it continues to do so over long distances. From at least as early as 2000 BCE, the spice routes through the Indian Ocean and its adjacent seas provided not merely for the first long-distance trading, but also for the transport of ideas and beliefs. From 1000 BCE to the 13th century CE, the Polynesian voyages across the Pacific completed human settlement of the globe. From the 15th century, the development of trade routes across and between the Atlantic and Pacific Oceans transformed the world. The introduction of the steamship in the early 19th century produced an increase of several orders of magnitude in the amount of world trade, and started the process of globalization. The demands of the shipping trade generated modern business methods from insurance to international finance, led to advances in mechanical and civil engineering, and created new sciences to meet the needs of navigation. The last half-century has seen developments as significant as anything before in the history of shipping. Between 1970 and 2012, seaborne carriage of oil and gas nearly doubled (98 per cent), that of general cargo quadrupled (411 per cent), and that of grain and minerals nearly quintupled (495 per cent) (UNCTAD, 2013). Conventionally, around 90 per cent of international trade by volume is said to be carried by sea (IMO, 2012), but one study suggests that the true figure in 2006 was more likely around 75 per cent in terms of tons carried and 59 per cent by value (Mandryk, 2009). -
Team Tankers Management AS
Team Tankers Management AS Formerly Eitzen Chemical ASA Annual Report 2014 Table of Contents Description of the Company ................................................................................................................................... 4 Introduction to the chemical tanker market .......................................................................................................... 9 Board of Directors’ report .................................................................................................................................... 14 Statement of responsibility .................................................................................................................................. 22 Consolidated Income Statement .......................................................................................................................... 23 Consolidated Statement of Comprehensive Income ............................................................................................ 24 Consolidated Statement of Financial Position ...................................................................................................... 25 Consolidated Cash Flow Statement ...................................................................................................................... 26 Consolidated Statement of Changes in Equity ..................................................................................................... 27 Notes to the Financial Statements ...................................................................................................................... -
Volume Contracts of Affreightment – Some Features and Principles
Volume Contracts of Affreightment – Some Features and Principles Lars Gorton 1 Introduction ………………………………………………………………….…. 62 1.1 General Background ……………………………………………………… 62 1.2 Some Contractual Points …………..……………………………………... 62 1.3 Frame Agreements ………………………………………………………... 64 1.4 Some General Points Related to Distributorship Agreements and Volume Contracts ………………………………………. 66 1.5 Some Further Overriding Points ……………………………………….…. 67 2 Contract Forms ………………………………………………………………… 68 3 Law, Contract and Terminology ……………………………………………… 69 4 The SMC Rules on Volume Contracts ……………………………………..…. 70 5 Characteristics of COA’s ……………………………………………………… 71 6 The Generic Nature of the COA ………………………………………………. 72 7 Some of the Parameters of the COA ………………………...……………….. 76 7.1 The Ships Involved Under the Volume Contract ………………………… 76 7.2 Time Elements in Connection with COA’s ………………………………. 76 7.3 Cargo and Cargo Quantity and Planning of Voyages ………………….… 77 8 Breach and Consequences of Breach …………………………………………. 78 8.1 Generally, Best Efforts and Cooperation …………………………………. 78 8.2 Consequences of the Owners’s Breach …………………………………... 78 8.3 Consequences of the Charterer’s Breach …………………………………. 78 9 Some Comparisons with Distributorship Agreements in English Law ….…. 78 10 Some COA Cases Involving “Evenly spread” ……………………………….. 82 10.1 “Evenly spread” …………………………………………………………... 82 10.2 Mitigation of Damages …………………………………………………… 85 11 Freight, Demurrage and Similar ……………………………………………… 88 11.1 General Points ………..…………………………………………………... 88 11.2 Freight Level …………………………………………………………….. -
1Judge John Holland and the Vice- Admiralty Court of the Cape of Good Hope, 1797-1803: Some Introductory and Biographical Notes (Part 1)
1JUDGE JOHN HOLLAND AND THE VICE- ADMIRALTY COURT OF THE CAPE OF GOOD HOPE, 1797-1803: SOME INTRODUCTORY AND BIOGRAPHICAL NOTES (PART 1) JP van Niekerk* ABSTRACT A British Vice-Admiralty Court operated at the Cape of Good Hope from 1797 until 1803. It determined both Prize causes and (a few) Instance causes. This Court, headed by a single judge, should be distinguished from the ad hoc Piracy Court, comprised of seven members of which the Admiralty judge was one, which sat twice during this period, and also from the occasional naval courts martial which were called at the Cape. The Vice-Admiralty Court’s judge, John Holland, and its main officials and practitioners were sent out from Britain. Key words: Vice-Admiralty Court; Cape of Good Hope; First British Occupation of the Cape; jurisdiction; Piracy Court; naval courts martial; Judge John Holland; other officials, practitioners and support staff of the Vice-Admiralty Court * Professor, Department of Mercantile Law, School of Law, University of South Africa. Fundamina DOI: 10.17159/2411-7870/2017/v23n2a8 Volume 23 | Number 2 | 2017 Print ISSN 1021-545X/ Online ISSN 2411-7870 pp 176-210 176 JUDGE JOHN HOLLAND AND THE VICE-ADMIRALTY COURT OF THE CAPE OF GOOD HOPE 1 Introduction When the 988 ton, triple-decker HCS Belvedere, under the command of Captain Charles Christie,1 arrived at the Cape on Saturday 3 February 1798 on her fifth voyage to the East, she had on board a man whose arrival was eagerly anticipated locally in both naval and legal circles. He was the first British judicial appointment to the recently acquired settlement and was to serve as judge of the newly created Vice-Admiralty Court of the Cape of Good Hope. -
FREIGHT TRANSPORT by ROAD Session Outline
FREIGHT TRANSPORT BY ROAD Session outline • Group discussion • Presentation Industry overview Industry and products classification Sample selection Data collection Pricing methods Index calculation Quality changes adjustment Weighting UK experience • Peer discussion Group discussion: Freight transport by road • What do you know about this industry? • How important is this industry in your country? • Is there any specific national characteristics to this industry (e.g. specific regulation, market conditions etc)? • What do you think are the main drivers of prices in this industry? Industry overview/1 • Main component of freight transport industry • Includes businesses directly transporting goods via land transport (excluding rail) and businesses renting out trucks with drivers; removal services are also included. • Traditionally, businesses focussed on road haulage only or having ancillary storage and warehousing services for goods in transiting Industry overview/2 • More differentiation now, offering a bundle of freight-related services or supply-chain solutions including: • Freight forwarding • Packaging, crating etc • Cargo consolidation and handling • Stock control and reordering • Storage and warehousing • Transport consultancy services • Vehicle recover, repair and maintenance • Documentation handling • Negotiating return loads • Information management services • Courier services Example - DHL • Major player in the logistic and transportation industry Definitions • Goods lifted: the weight of goods carried, measured in tonnes • Goods -
The Master's Degree Program in Technical Management Middle- Or Top-Level Technical Supervisors
ROBERT J. THOMPSON and ALEXANDER KOSSIAKOFF THE MASTER' S DEGREE PROGRAM IN TECHNICAL MANAGEMENT The JHU/ APL Technical Management Program is designed to help scientists and engineers become successful managers. Management is presented as an art that the student learns by solving problems in a simulated management role under the tutelage of experienced managers, as well as by lectures, reading, and class discussion. This article presents the curriculum and describes the distinctive features of the in structional approach. INTRODUCTION A graduate program in The Johns Hopkins Univer course is taught by two instructors and several guest lec sity G. W. C. Whiting School of Engineering leading turers, exposing the students to a broad range of ex to the degree of Master of Science in Technical Manage periences and iewpoints. ment is now in its ninth year at the JHU/ APL Educa The students are generally mature scientists and en tion Center. The program is also offered at the Uni er gineers who ha e fi e or more years of professional ex sity's new Montgomery County Center. Its objecti e is perience and who have recently made or expect to make to assist professional scientists and engineers, who ei the transition into management. They are drawn from ther have already assumed management responsibilities a broad cross section of the neighboring technical com or who aspire to a future career in management, in de munity and show considerable diversity in education, veloping their skills for effectively managing technical work experience, and viewpoint. projects and directing the efforts of technical profession als. -
Pricing and Hedging in the Freight Futures Market
Pricing and Hedging in the Freight Futures Market CCMR Discussion Paper 04-2012 Marcel Prokopczuk Pricing and Hedging in the Freight Futures Market Marcel Prokopczuk∗ April 2010 Abstract In this article, we consider the pricing and hedging of single route dry bulk freight futures contracts traded on the International Maritime Exchange. Thus far, this relatively young market has received almost no academic attention. In contrast to many other commodity markets, freight services are non-storable, making a simple cost-of-carry valuation impossible. We empirically compare the pricing and hedging accuracy of a variety of continuous-time futures pricing models. Our results show that the inclusion of a second stochastic factor significantly improves the pricing and hedging accuracy. Overall, the results indicate that the Schwartz and Smith (2000) two-factor model provides the best performance. JEL classification: G13, C50, Q40 Keywords: Freight Futures, Hedging, Shipping Derivatives, Imarex ∗ICMA Centre, Henley Business School, University of Reading, Whiteknights, Reading, RG6 6BA, United Kingdom. e-mail:[email protected]. Telephone: +44-118- 378-4389. Fax: +44-118-931-4741. Electronic copy available at: http://ssrn.com/abstract=1565551 I Introduction In a globalised world, efficient goods transport from continent to continent is an increasingly indispensable economic growth factor. More than 95 % of world trade (in volume) is carried by marine vessels. Transport volume has risen worldwide from 2800 Mio tons in 1986 to 4700 in 2005.1 The world relies on fleets of ships with a cargo carrying capacity of 960 million deadweight tons (dwt)2 to carry every conceivable type of product. -
CFCFA Recommendation Standard 001: Guidelines on the Preparation
CAREC Federation of Forwarder and Carrier Associations CFCFA STANDARDIZATION INITIATIVE AND NEW DIRECTION 9th CFCFA Annual meeting 4 September 2018 | Ashkhabad , Turkmenistan 1 CFCFA Standardization Development Plan -1 Member Member Other associations Companies institutions As private sector representative to CFCFA CFCFA continues to play its provide dialogue and financing in Mandate role in CAREC2030 CAREC 2030 Regional Knowledge 3 working groups CCC platform CFCFA website Sharing Initiative Transport Coordination Standardization Regional Trade Group Professionals alliance Committee working groups CFCFA program (ADB TA)? CFCFA workplan CFCFA program (self funded)? 9th CFCFA9th CFCFA Annual meeting 4 September 2018 Ashkhabad , Turkmenistan CFCFA Standardization Development Plan -2 Importance of standardization to CFCFA and in promoting regional connectivity Development entity Currently CFCFA is in charge of proposing, development and management of standards. Proposed to develop a standardization coordination mechanism, participated by various national standardization institutions. Publication of standards CFCFA , CCC and CFCFA joint meeting Propose to establish a dialogue mechanism to cooperate with TSC and RTG 9th CFCFA9th CFCFA Annual meeting 4 September 2018 Ashkhabad , Turkmenistan CFCFA Standardization Development Plan -3 Service target To serve and integrate into the development requests proposed by CAREC countries, CITA 2030, RSAP2018-2020 and RTG, CCC and TCC. To serve and integrate with industry development Development direction -
Transport Document in Road Freight Transport – Paper Versus Electronic Consignment Note Cmr
The Archives of Automotive Engineering – Archiwum Motoryzacji Vol. 90, No. 4, 2020 45 TRANSPORT DOCUMENT IN ROAD FREIGHT TRANSPORT – PAPER VERSUS ELECTRONIC CONSIGNMENT NOTE CMR MILOŠ POLIAK1, JANA TOMICOVÁ2 Abstract The contract of carriage in road freight transport is regulated by the Convention on the Contract of Carriage in Road Freight Transport (CMR Convention). This Convention provides for a single accompanying document - the CMR consignment note. It is one of the most important documents in road freight transport. Since the adoption of the Convention, this paper document has accompanied the goods throughout the transport. Given that time goes on and everything is being modernized, digitized is no different in the case of a consignment note. In 2008, an Additional Protocol was adopted, which allows the use of an electronic consignment note instead of a paper consignment note. The aim of this paper is to analyze the most important document in road freight transport in its paper and electronic form. Another aim is to compare the paper and electronic consignment note, to explain the advantages of its introduction and also to explain why it is not widely used in modern times. The introduction to the article describes the benefits of adopting the CMR Convention. In the following chapters, the consignment note in paper and electronic form is described in more detail, their significance, and their course of use. The article also presents the main advantages of introducing an electronic consignment note and the reasons why the electronic consignment note is not used as much as paper consignment note. Keywords: road freight transport; CMR Convention; CMR consignment note; e-CMR 1. -
Shipping Management Simulation Game for Teaching and Learning in Higher Education: a Quasi-Experimental Study
Malaysian Journal of Learning and Instruction: Vol. 16 (No. 2) Disember 2019: 155-186 155 How to cite this article: Mohd Radzi, S. H., Tan, W. H., & Yusoff Shipping Management Simulation Game for Teaching and Learning in Higher Education: A Quasi-Experimental Study. Malaysian Journal of Learning and Instruction, 16(2), 155-186. SHIPPING MANAGEMENT SIMULATION GAME FOR TEACHING AND LEARNING IN HIGHER EDUCATION: A QUASI- EXPERIMENTAL STUDY 1Shanizan Herman Mohd Radzi, Wee Hoe Tan & Amri Yusoff School of Quantitative Sciences, Universiti Utara Malaysia, Malaysia 1,2&3Faculty of Art, Computing and Creative Industry Universiti Pendidikan Sultan Idris, Malaysia 1Coresponding author: [email protected] Received: 28/2/2019 Revised: 8/10/2019 Accepted: 15/10/2019 Published:24/12/2019 ABSTRACT Purpose – This study examines the effects of a simulation board game for teaching and learning shipping management in higher education. A framework of comprehensive shipping operations is developed according to the syllabus of the Shipping Management course at Universiti Utara Malaysia. The course core content in the game covers two main services—liner services and tramp services in the shipping industry. Methodology – A quasi-experimental research design was adopted to measure the effectiveness of the board game in giving students some understanding about shipping operations. Data were gathered from a sample of 73 undergraduate students enrolled in a Shipping Management course, using a non-equivalent control group design. The data were analysed using the McNemar Test to determine the level of understanding in shipping operations. Findings – It was found that using the board game in learning activities contributed to the improvement of students’ knowledge 156 Malaysian Journal of Learning and Instruction: Vol.