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In the aftermath of the financial crisis, flagging behaviour exhibits different features than before. The purpose of this paper is to examine the current ship registration situation and particularly the impact of the 2008 financial crisis on flagging behaviour in light of national characteristics.

The paper provides an overview of ship registration over the past 14 years and picks up new trends in the changing global economy. Moreover, a panel data analysis is applied to examine flagging in/out on a state by state basis.

The clear‐cut distinction between national registration and open registration has been diminishing and a convergence has been observed between the two flag types. The sovereignty of states creates a set of regulatory niches. The panel data results show that the flagging behaviour varies from nation to nation. A shipowner's view on choice of flag might be affected by national characteristics, and different continents and ship types tend to exert different influences on flagging out.

It is an oversimplification to assume the downfall of regulation and the rise of liberal deregulation, as different nations have different roles to play in this globalised maritime arena. At some point, an equilibrium may be established whereby the ratio of flagging out would reach a stable plateau within each nation.

This paper identifies the new features of ship registration after the financial crisis. Whereas flagging behaviour has been examined before from many different perspectives, this study approaches the issue from a macroeconomic viewpoint and further elucidates the impact of national states on the globalised phenomenon of the shipping world.

The purpose of this paper is to explore the lessons of globalization from the standpoint of Norwegian seafarers' career experiences. An isolated and multicultural shipboard social milieu provides a unique context for examining the challenges and impacts associated with globalized work.

Descriptions of the historical contexts of globalization, Norwegian shipping and seafaring are followed by the use of on‐line qualitative methodology to access globally dispersed and mobile informants.

By studying the historical development of globalization and analyzing seafarers' accounts, the “material realities” of global impacts may be better understood.

The shipboard context provides scholars and practitioners with an opportunity to learn lessons about the economic/social/historical values of certain occupations. Globalization has rendered multicultural workforces both at sea and on land. Seafarers have knowledge claims about managing and working technologically advanced and diverse work environments. “Male‐only” seafarer respondents limit understanding about the availability of Norwegian women seafarers to meet the recruitment and retention challenges faced by the shipping industry.

The IMO has stressed that the human element, seafarer response and cooperation, is critical to the effectiveness of global maritime security initiatives. Norwegian seafarers believe that policy‐makers tend to make decisions that reflect misguided assumptions and age‐old myths about sailors and shipboard organizational life. The paper raises awareness about the “business of seafaring”; which Tony Lane, UK seafarer turned sociologist, once argued is quite different from the “business of shipping”.

Exploration in a maritime context provides information of original value unavailable from other types of organizations.

Basic research can make the difference between a successful sponsorship association and a significant marketing failure. In this paper, the importance of using benchmarking is discussed in order to help determine the likely success or failure of any particular sponsorship. It is suggested that between one and two per cent of the total sponsorship budget should be spent on research. The value of such research is demonstrated by a case study of Green Flag's sponsorship of the England national soccer team.

The purpose of this paper is to discuss financial fraud and exploitation against seniors relating to wills, trusts and guardianship. The paper describes how this fraud affects its victims, points out red flags and makes recommendations that may help control this pervasive type of fraud.

Information from a range of different sources, such as journal publications, law textbooks, law enforcement websites and estate planning cases are used as a basis to provide information about how fraudsters are committing this type of fraud, which red flags to watch out for and how to prevent this fraud from occurring.

Fraud relating to wills, trusts and guardianship is oftentimes difficult to detect and continues to be a grave threat to its victims. While this fraud will likely never be eradicated, specific efforts have been put into place to track financial exploitation. Further steps presented in this paper can be deployed to help rein in these fraud schemes.

The paper provides useful information about frauds related to wills, trusts and guardianship for stakeholders. This includes, but is not limited to, anyone whose work is related to seniors, such as accountants, lawyers, regulators, bankers, financial planners, law enforcement personnel, academics, medical professionals, caregivers, family members and ethicists. These stakeholders can use this information to help combat this fraud and prevent not only financial losses of seniors but physical harm as well.

Decreasing financial exploitation of seniors will not only improve their financial position and may reduce their reliance on Medicaid but will also improve their mental and physical well-being and save lives.

Research in the area of maltreatment and exploitation of older adults is still in its early stages, as knowledge of effective prevention, intervention and remediation practices are limited. This paper adds to the research in this arena by drawing on a unique set of resources that shed light on financial fraud commonly committed against seniors. This study also makes much needed recommendations that are aimed to prevent this threat related to wills, trusts and guardianship.

Globalization has created conditions in which business has become increasingly global. The combined effect of global business, intense competition, weakening of labor unions, and the inability of national governments to control the negative effects of globalization has created immense difficulties in the formulation and implementation of global labor standards. This research takes an ancient industry with a long tradition of international features and regulations, that is, the maritime industry, as a case study to understand the dynamics associated with the regulation of a global industry. The study argues that J. R. Commons' works at the turn of the century not only give us excellent insights into the creation of global markets and the need for global labor rights protection but also provide us with a solution, that is, the creation of an “authoritative commission.” Finally, the study suggests that there is a need to enhance the role of ILO as a global “commission” to regulate the industry. Presently, the ILO does not have the essential features for becoming such a commission. Therefore, ILO should develop three important characteristics: ability to include new emerging actors, decision-making based on consensus and dialogue, and sanction power to implement its standards. Based on the above principles, ILO can work as the center of a global regulatory regime in the maritime industry. Through its power of sanction, it will implement its standards mainly through states. But, at the same time, it will network with unions and NGOs and all other important actors in the industry at local, national, and global levels to detect and eradicate substandard shipping.

Examines measures taken within the European Union framework in order to keep high standards of safety in maritime and air transport. Looks first at maritime transport and ways in which vessels are monitored, minimum safety requirements, the carriage of dangerous goods, pollution, port control, inspectors and their rights, ferry safety and oil tankers. Considers also navigational equipment, transfer of ownership, safe sea policy and the training of seafarers. Addresses similar aviation control including a single aviation market, air traffic control, technical requirements, congestion, accident procedures and liabilities. Suggests that despite the many rules, there is a lack of compliance, detection and enoforcement.

The significance of operational human errors in shipping safety has widely been recognized. The accumulation of many shipboard operations on the bridge of the ship demands that a high level of efficiency must be ensured. Discusses the efficiency of the interface which depends on the success of incorporating the human factor in the engineering systems of ship control. At the time of diminishing crew quality, the bridge operator’s confidence, competence and communication capability must be in co‐ordination with the technology provided by these systems. Suggests that the areas of limitation in the bridge‐operator interface must be identified and the course of action for optimizing this critical relationship for safety must be determined.

While Germany’s employment relations are commonly seen as a high value added trust relationship built around the well publicised “new production concepts”, this paper aims to show that there is also another side to Germany’s ER. Using a detailed case study of the shipping industry, the authors show how the implementation of the International Ship Register during the late 1980s and 1990s challenged Germany’s traditional system of employment relations and regulatory framework. The authors conclude that evidence from the shipping industry illustrates a strong departure from Germany’s long‐established employment relations, where deregulation of shipping and labour law has led to the adoption of a “low road” approach.

The purpose of this paper is to examine the impacts of the ongoing freight market deregulation in the European Union (EU). Specifically, this case study focuses on cabotage penetration rates in Germany, the largest logistics market in Europe. In light of the upcoming trade barriers, we intend to move this topic forward by emphasising its interdisciplinary nature.

Based on the analysis of Eurostat data, expert interviews and a review of related literature, we elaborate and discuss four propositions related to the factors affecting cabotage penetration, future cabotage levels and the effects on modal split and empty runs.

We found that cabotage in Germany plays a more important role than officially reported and has increased drastically since 2008. Given our analysis, increased cabotage penetration seems to thwart efforts within the EU to promote a modal shift from road to rail and increased national empty runs are the future outcome of current regulations. In Germany, the cabotage share is likely to reach 16% in the next five years.

This paper highlights the need for incorporating a more contextual understanding in freight carrier selection theory development in general as well as country-specific investigations in particular.

Logistics managers and policymakers looking at future strategies are advised to take the ongoing deregulation trend into consideration. European freight movement using cabotage operators may represent significant cost savings; however, these cost savings come at an environmental and social sustainability price as the modal shift to rail and fill rates suffer.

This paper represents an empirical and unbiased point of view, in contrast to the reports of the European Commission (pro-deregulation) or the reports of the haulage associations and labour unions (anti-deregulation).