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The increase of containership sizes driven by the need to create greater economies of scale seems to be an endless process. Vessels of more than 21,000 TEU are presently on order. The purpose of this paper is to question whether a positive effect still remains at present mega ship sizes and, even if this was the case, whether such presumably small effect would be outweighed by costly operational impacts for the lines and the ports out of the huge ship sizes.

The effect of increasing ship sizes on the three major cost items in container shipping have been investigated by extrapolating founded regression curves, applying respective physical laws and referring lumpsum crewing cost (as the major part of the vessel’s running costs) to various ship sizes.

In this paper, it is shown that further effects of lower slot costs lessen while ships get larger. Hence, a further increase in ship sizes would not significantly reduce transport costs anymore. In contrast, the necessary efforts to prepare the ports for ships of ever-increasing size are growing over proportionally with every additional metre of draught and/or beam. It is shown that an ongoing increase of containership sizes, e.g. in the Europe-Far East trade, does not bring any further benefit, neither for the ports and their terminals nor even for the lines itself and not even for the shippers! It is an amazing mechanism that all stakeholders act rationally on their own, but the overall effect for all of them (including the public) has turned into negative.

The results may pave the way for a closer cooperation among ports, e.g. within the Hamburg-Le Havre range. Ports and terminals may see the opportunity to escape the spiral of ongoing efforts for deepening and widening the fairways and installing ever-bigger gantry cranes by agreeing on a joint policy with regard to maximum ship size.

In this study we confirm the often assumed but largely untested belief that entrepreneurs think and behave differently than others. We examine a group of more than 700 nascent entrepreneurs and 400 nonentrepreneurs. We determine the entrepreneurs’ cognitive style propensity for problem solving (Innovator versus Adaptor); we compare their expectations; and, we examine the outcomes (performance and start-up) of their ventures. We find that nascent entrepreneurs are more likely to be overly optimistic Innovators, most people are Adaptors, and oneʼs cognitive style can indeed play a role in the initial development and outcome for the venture, but not always as expected.

Many entrepreneurs want to reach high to the heavens to achieve unlimited success. These hardworking, often underappreciated, venturers often crave fame and fortune as they strive to create their personal business legacy. One strategic path many have wandered down is that of the Initial Public Offering (IPO), whereby shares of the company are sold to the public. The IPO has many strong attractions. Large amounts of capital can be brought into the company.The company's stock can be used as currency to acquire other companies. Early investors realize a good ROI. Employees can perceive real value in their stock options. Customers, banks, vendors, and other stakeholders pay more respect to the company. Is this truly the entrepreneurʼs nirvana? Or is it a case of “Be careful of what you wish for because it may really come true?” Read on.

David Hartstein started KaBloom in 1998 with the goal of creating “the Starbucks of Flowers.” He successfully built brand recognition for the gardenlike shops, but problems plagued the young organization. Nearly three years and one recession later, KaBloom failed to live up to Hartsteinʼs forecast of exponential growth. This case has been designed for a graduate-level course in entrepreneurship/innovation. Students can compare franchising with other business models, examine the impact of organizational structure and leadership styles on business effectiveness, relate issues of supply chain management and logistics to environmental changes, and recognize the impact of innovation on business sustainability.

To reminisce about my entrepreneurial career with appropriate self-importance, I might note that I have helped create companies and jobs. This contributes in a small way to economic growth. Economic growth is, however, an often illusive concept to characterize. Job growth is an essential component of a dynamic, innovative process. In the late 1970s jobs growth research suggested that the vast majority of new jobs are created by small business formation. Such empirical research is difficult to support with theoretical constructs. Classic macroeconomics analysis discounts size-offirm as irrelevant. Entrepreneurial contribution is therefore difficult to assess.

This study aims to explore the viability of using C-17 reduced-engine taxi procedures from a cost savings and capability perspective.

This study model expected engine fuel flow based on the number of operational engines, aircraft gross weight (GW) and average aircraft groundspeed. Using this model, the research executes a cost savings simulation estimating the expected annual savings produced by the proposed taxi methodology. Operational and safety risks are also considered.

The results indicate that significant fuel and costs savings are available via the employment of reduced-engine taxi procedures. On an annual basis, the mobility air force has the capacity to save approximately 1.18 million gallons of jet fuel per year ($2.66m in annual fuel costs at current rates) without significant risk to operations. The two-engine taxi methodology has the ability to generate capable taxi thrust for a maximum GW C-17 with nearly zero risks.

This research was limited to C-17 procedures and efficiency improvements specifically, although it suggests that other military aircraft could benefit from these findings as is evident in the commercial airline industry.

This research recommends coordination with the original equipment manufacturer to rework checklists and flight manuals, development of a fleet-wide training program and evaluation of future aircraft recapitalization requirements intended to exploit and maximize aircraft surface operation savings.

If implemented, the proposed changes would benefit the society as government resources could be spent elsewhere and the impact on the environment would be reduced. This research conducted a rigorous analysis of the suitability of implementing a civilian airline’s best practice into US Air Force operations.

Purpose: Previous research identified a measurement gap in the individual assessment of social misconduct in the workplace related to gender. This gap implies that women respond to comparable self-reported acts of bullying or sexual discrimination slightly more often than men with the self-labeling as “bullied” or “sexually discriminated and/or harassed.” This study tests this hypothesis for women and men in the scientific workplace and explores patterns of gender-related differences in self-reporting behavior.

Basic design: The hypotheses on the connection between gender and the threshold for self-labeling as having been bullied or sexually discriminated against were tested based on a sample from a large German research organization. The sample includes 5,831 responses on bullying and 6,987 on sexual discrimination (coverage of 24.5 resp. 29.4 percentage of all employees). Due to a large number of cases and the associated high statistical power, this sample for the first time allows a detailed analysis of the “gender-related measurement gap.” The research questions formulated in this study were addressed using two hierarchical regression models to predict the mean values of persons who self-labeled as having been bullied or sexually discriminated against. The status of the respondents as scientific or non-scientific employees was included as a control variable.

Results: According to a self-labeling approach, women reported both bullying and sexual discrimination more frequently. This difference between women and men disappeared for sexual discrimination when, in addition to the gender of a person, self-reported behavioral items were considered in the prediction of self-labeling. For bullying, the difference between the two genders remained even in this extended prediction. No statistically significant relationship was found between the frequency of self-reported items and the effect size of their interaction with gender for either bullying or sexual discrimination. When comparing bullying and sexual discrimination, it should be emphasized that, on average, women report experiencing a larger number of different behavioral items than men.

Interpretation and relevance: The results of the study support the current state of research. However, they also show how volatile the measurement instruments for bullying and sexual discrimination are. For example, the gender-related measurement gap is considerably influenced by single items in the Negative Acts Questionnaire and Sexual Experience Questionnaire. The results suggest that women are generally more likely than men to report having experienced bullying and sexual discrimination. While an unexplained “gender gap” in the understanding of bullying was found for bullying, this was not the case for sexual discrimination.

Building on recent advances in inverse probability weighted identification and estimation of counterfactual distributions, the authors examine the history of wage earnings for women and their potential wage distributions in the United States. These potentials are two counterfactuals, what if women received men’s market “rewards” for their own “skills,” and what if they received the women’s rewards but for men’s characteristics? Using the Current Population Survey data from 1976 to 2013, the authors analyze the entire counterfactual distributions to separate the “structure” and human capital “composition” effect. In contrast to Maasoumi and Wang (2019), the reference outcome in these decompositions is women’s observed earnings distribution, and inverse probability methods are employed, rather than the conditional quantile approaches. The authors provide decision theoretic measures of the distance between two distributions, to complement assessments based on mean, median, or particular quantiles. We assess uniform rankings of alternate distributions by tests of stochastic dominance in order to identify evaluations robust to subjective measures. Traditional moment-based measures severely underestimate the declining trend of the structure effect. Nevertheless, dominance rankings suggest that the structure (“discrimination”?) effect is bigger than human capital characteristics.

The Maritime Labour Convention (MLC) embodies standards of existing international maritime labour conventions and recommendations, as well as the fundamental principles to be found in other international labour conventions. The aim of the convention is to address the employment standards of seafarers in the areas of fair wages, contractual terms, working and living conditions, as well as their health and safety on board ships. The purpose of this paper is to provide an in-depth study of MLC Regulation 3.1, specifically on the layout design of the accommodation spaces and possible solutions to meet the new demands as those will certainly affect the crew comfort, health and well-being on board ships.

The approach used includes a review of pre- and post-MLC conventions and regulations. This is then followed by looking at the impact of MLC Regulation 3.1 on new ship design. Possible solutions for new ship design are then proposed.

The findings from the paper were as follows: More flexibility in the form of non-mandatory guidelines and substantial equivalence under MLC. Under MLC, only Special Purpose Ship (SPS) is allowed to accommodate four persons in one room. The requirement for increased height and floor spaces would result in increased gross register tons (GT) for post-MLC built vessels. Impact due to post-MLC requirements would be more unfavourable for the design of smaller vessels below 500 GT than of bigger vessels of up to less than 3,000 GT. Possible solutions include applying for exemptions and substantial equivalents with flag states or registering with a non-ratifying flag state.

This paper has been based on a dissertation carried out for the partial fulfilment of a post-graduate degree. It has not been published in any journal.

The purpose of this paper is to review the development of registered seafarers working onboard Hong Kong ships.

Data obtained from the Marine Department showing the number of registered seafarers from 1960 to 2015.

The registered seafarers can be observed in three different stages, namely, the peak stage from 1960 to 1982, the declining stage from 1983 to 1996 and the reforming stage from 1997 to 2015.

Very few papers can be found in Hong Kong to review the development of registered seafarers from 1960 to 2015.