Introduction
Maritime trade and transport can be construed to be the oldest forms of globalisation and has since then grown into an industry. Currently over 90% of the world trade has been done by the maritime industry. Nations such as UK, US, China, Greece and the like have thrived on their maritime strength to become world powers.
In order to make the industry, with its large scale and complexity, as efficient as possible there is a necessity for policy and governance. The industry spans over multiple jurisdictions where each jurisdiction have their own impact on the industry. Therefore the requirement for regulations and governance pertaining to the markets, environment, safety, security and taxation is very high in order to reduce the cost burden. The advent of policies have made the shipping industry the most cost efficient method of transporting goods overseas.
Policy makers make policies keeping in mind the level at which and the context in which such should be made. A few of the important contexts kept in mind when doing so are as follows (Roe, 2002):
1. Economic: The general economic situation, changes in currency strengths, the impact of developing nations, economic policies developed in maritime nations, amongst many other examples provide several implications on the shipping policies being developed. The area is extremely broad but an important consideration when making policies
2. Legal: Legislation has always been an area of concern to policy makers. Vessels not only have to meet with legal requirements and regulation of the home countries but also with international and supranational law. Such as IMO regulations on 'safety, seafarer training and environmental protection' (Roe, 2002, p. 503). Other such e...
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...London: Informa Professional.
Roe, M. (2008). Safety, Security, The Environment And Shipping – The Problem Of Making Effective Policies. WMU Journal of Maritime Affairs, 263-269.
Sletmo, G. K. (2002). The Rise And Fall Of National Shipping Policies. In C. T. Grammenos, The Handbook of Maritime Economics and Business (pp. 472-473). London: Informa Professional.
Stares, J. (2010, 9 29). Georgia Loses STCW recognition. Llyod's List. Retrieved from http://www.lloydslist.com/ll/sector/regulation/article350939.ece
SteamshipMutual. (2010, July). Steamship Mutual - Amendments to STCW Convention and Code Adopted. Retrieved from http://www.simsl.com: http://www.simsl.com/Publications/Articles/STCWAmends0710.html
Veiga, J. P. (2001, January). A study of the implementation of STCW95 in the context of a safety culture in shipping. Thesis. Cardiff, Wales: Cardiff University.
Safety within SEA, as in any other organization, must start with commitment from the top. That begins with top level executives and stakeholders whom must share the same drive and commitment to safety as Steve does. Those upper management individuals must in turn ensure the performance of middle managers, the quality of...
Sharing borders with major maritime routes, Sweden also has important seaports. Its rich maritime history also facilitated the development of the Swedish shipbuilding industry. Sweden has the second largest shipbuilding industry in the 1960s and 1970s until Japan outperformed and surpassed Sweden. Various factors contributed to the decli...
Container shipping industry is kind of international trade and destined restricted by los of regulation, such as ocean environment law, nation’s imports & exports law.
The national transportation system was composed of relatively discrete units of rail, road and water transportation sub-systems, which interfaced by necessity rather than by design. Today, due to increasing cargo volumes and competition from other national port systems, the cornerstone of our national port and waterways system must be the recognition that intermodalism maximizes the efficiency of our system and provides the well marked pathways to future planning and development efforts. Intermodalism requires a seamless transportation system, which provides smooth transition of cargo from one transportation mode to the other. It also requires the recognition that the waterborne and land based infrastructure must develop with the needs of the users in mind. These developments must include developing technology in the areas of ship design and onboard equipment, vessels traffic systems, aids, and port access programs that efficiently link marine transportation systems to their rail and road links.
During the early part of the 20th century rules were drawn up by the International Law Association called the Hague Rules that aimed at regulating the obligations and the liabilities of those carrying the goods by sea.
By Article I (e): "'Carriage of goods' covers the period from the time when the goods are loaded on to the time when they are discharged from the ship", and by Article II: "... Under every contract of carriage of goods by sea the carrier in relation to the loading, handling, stowage, carriage, custody, care, and discharge of such goods, shall be subject to the responsibilities and liabilities, and entitled to the rights and immunities hereinafter set forth".
In the past two decades, transportation cost of cargo has decreased that has aided in improving productivity and economic growth. Nonetheless, the operations of the market forces and the rising cost of fuel as well as environmental concerns impact on the cost of transporting goods from one place to another. Subsequently, the high cost of moving goods will be felt throughout the economy affecting enter...
Transportation is a key element in todays business world. Along with the sale of goods one must ship them some how to the customer. In cases of international shipment there are many different rules and regulations that the shipper must follow in order to legally transport their goods. When a company ships their goods they generally ship by common carriers, in other words a carrier that transports more than parties goods. If however a party contracts to employ an entire vessel, then that is know as charterparty. The following paper focuses on the Common Carriage and aspects such as bill of lading, the carriers duties under a bill of lading, the carriers immunities, liability limit, time limitations, and third-party rights.
... The cruise ship pollution campaign has been strengthened by the cooperation among organizations that the Bluewater Network petition facilitated. Heightened public awareness, engendered by NGO campaigns, has pressured the U.S. government and the cruise ship industry to respond. If policy changes, such as those presented in the Clean Cruise Ships Act of 2004, occur, the activities of Conservation International may allow the cruise ship industry to comply with environmental regulations while maintaining high profits. The confluence of each NGO’s actions may provide the means necessary for a strong domestic ocean regime. In the absence of international cooperation, a strong American ocean policy is an important step in safeguarding the world’s oceans. Various strategies have allowed NGOs to highlight cruise ship pollution as an issue that can not longer be ignored.
The Hague Rules and subsequently the Hague Visby Rules are favourable to the carrier and bring the cargo owners in disadvantageous position. Most of the ships owning countries are the developed countries and the cargo owners are from the developing countries. The Hague Rules or the Hague Visby Rules become burdensome on the cargo owners. Again there arose the issue of the double insurance where the cargo owner was carrying insurance for liability which was really that of the shipowners. The difficulties faced by The Hague and Hague-Visby regimes set the international organizations in motion to bring a new convention on the Carriage of goods by sea.
The MGN 20 was issued on 1997 by the UK Maritime Safety Agency in order to promote and establish a safe working environment, safeguard the health of the employees involved in the shipping industry and protect the environment before the compulsory implementation of the ISM code on 1998.
Bowermaster, Jon. Oceans: The Threats to Our Seas and What You Can Do to Turn the Tide: A Participant Media Guide. New York: PublicAffairs, 2010. Print.
...easonable/fair conditions of employment, decent living and working conditions while on board, health care, health protection, social security and welfare services. It also protects the economic interests of ship owners through fair competition by providing a level playing field for ship owners who are committed to providing decent living and working conditions for seafarers.
Pandya, A., Herbert-Burns, R., & Kobayashi, J. (2011). Maritime Commerce and Security: The Indian Ocean. Washington, D.C.: Stimson.
One other peculiarity of a consecutive voyage charter is the time factor as it causes certain structural differences when it comes to costs and income. These contracts will contain bunker clauses or other clauses concerning cost