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1 – 10 of 39Hugo Skaalsvik and Bjørn Olsen
– The purpose of the paper is to examine the service branding process of the historic tourist attraction, the Norwegian Coastal Voyage (Hurtigruten).
Abstract
Purpose
The purpose of the paper is to examine the service branding process of the historic tourist attraction, the Norwegian Coastal Voyage (Hurtigruten).
Design/methodology/approach
A qualitative design guided the research and the research instrument employed was semi-structured in-depth interviews with service employees employed in the shipping line Hurtigruten ASA.
Findings
The research shows that the long history of the Hurtigruten, the role of leadership and culture, organising principles and analytical orientation were influential factors to the branding process on the Hurtigruten and that determined the key characteristics of the process, that of a structured process.
Research limitations/implications
Although, the study is innovative in its orientation, the research findings are restricted to the research context: on the Hurtigruten. However, the inductive approach makes it possible to conduct follow-up studies including more cruise line carriers.
Practical implications
A set of advices is provided which is beneficial in making the Hurtigruten an even stronger brand. One advice is to develop brand messages to be used in market communication which is built on attractive values to tourists such as Norwegian sea man skills, safety, reliability, comfort and exoticness.
Social implications
One important social implication is the suggestion to integrate the service employees in branding processes which may have consequences for employees’ brand commitment and loyalty.
Originality/value
In the research literature, more research on services branding is called for. Thus, the study contributes to the extant knowledge on an interesting research field and the value of the study lies in its in-depth exploration of an important management process, that of services branding.
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Ana Cristina Paixão Casaca and Dimitrios V. Lyridis
The development of the current European economic area maritime cabotage market occurred when, at a policy level, the European Union forced the opening of its member-states…
Abstract
Purpose
The development of the current European economic area maritime cabotage market occurred when, at a policy level, the European Union forced the opening of its member-states cabotage markets to Community shipowners and extended this openness, in 1997, to the european free trade area countries. A two-tier cabotage market emerged, where a European economic area legislative framework co-exists with the legislative acts of each member-state. With such a unique background, this paper aims to investigate both the European economic area member-states and the rest of the world cabotage regimes and identify a list of reasons and policy measures used to implement cabotage policies.
Design/methodology/approach
By means of a desk research methodological approach, this paper analyses, from a geographical perspective, different countries’ cabotage policies and classifies them, and identifies in a systematically way a set of reasons and policy instruments that support each of chosen policies approach.
Findings
The outcome indicates that only a few countries promote free liberalised cabotage services and that most countries favour protectionist cabotage policies, whose governments can control the number of foreign vessels participating in these trades. Cabotage regimes have been categorised and the reasons behind both policies and respective policy instruments have been identified.
Originality/value
Quite often, researchers only focus on the cabotage policies of the European economic area countries, the USA, Australia, Japan and South Korea. This paper value rests on its ability to incorporate cabotage policies from other African, Asian and Latin American countries and to update existing information on the subject. Overall, this paper paves the way to broaden the cabotage knowledge.
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Endre Sjøvold and Odd Arne Nissestad
Officers in post-cold war military operations frequently encounter situations that are not easily handled through central control and chain of command, but demand a more flexible…
Abstract
Purpose
Officers in post-cold war military operations frequently encounter situations that are not easily handled through central control and chain of command, but demand a more flexible leadership style and the ability to yield some control to subordinates. This study aims to investigate what it takes to train military leaders to master such Maneuver Warfare skills in a culture that still, unconsciously, fosters a chain of command structure.
Design/methodology/approach
Using a quasi-experimental pre-post design, the authors studied 30 teams of naval cadets (n = 228) in three separate Leadership Development Programs, each of 12 months full time duration. In the three otherwise identical programs, the authors varied one of the major exercises (sailing) both in duration and degree of structure and challenge. Parameters of team interaction were measured using the Systematizing the Person-Group Relation method and summarized in a construct labeled synergy.
Findings
One of the cohorts showed a significant positive effect. This cohort sailed a barque for ten weeks, crossing the Atlantic during winter storms. Apart from the clear mission of sailing the ship safely back to its home haven, they received no further instructions or training. Although the duration and the challenge likely count for part of the result, the authors argue that the lack of initial structure combined with a shared mission were more important.
Research limitations/implications
Because of the cost and time involved in each program, it was not possible to independently vary duration, structure and mission. As a result, conclusions as to the reason for the greater positive effect seen in one of the programs cannot be definitively determined.
Originality/value
The study contributes to the understanding of the effect of unstructured situations on building Maneuver Warfare skills.
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The cruise sector promotes itself as a responsible steward of the ocean environment and claims its policies and practices protect the marine ecology. As such, it would argue that…
Abstract
The cruise sector promotes itself as a responsible steward of the ocean environment and claims its policies and practices protect the marine ecology. As such, it would argue that its activities do not significantly contribute to global warming and climate change. However, there is disconnect between what the cruise sector says it does and what cruiseships actually do in relation to the environment. This chapter looks at the sector's environmental practices and how it contributes to climate change. This is both directly through greenhouse gases and indirectly through degradation of the marine environment, as well as the prospects for the sector to voluntarily take responsibility for its part of the problem. Despite a poor record on voluntary efforts, the chapter calls on the cruise sector to embrace initiatives that bring its behavior in line with its public pronouncements about environmental responsibility.
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Maneerat Kanrak, Yui-yip Lau, Xavier Ling and Saksuriya Traiyarach
The rapid growth in cruise shipping coupled with increasing public awareness of climate change has led to increasing concerns about the impact cruise shipping poses on the…
Abstract
Purpose
The rapid growth in cruise shipping coupled with increasing public awareness of climate change has led to increasing concerns about the impact cruise shipping poses on the environment, especially regarding air emissions. This study analyses the cruise shipping network of ports in and around the emission control areas (ECAs) to understand the structural properties of the network and ports.
Design/methodology/approach
A complex network approach was used to analyse the network data of 239 voyages serviced by 14 international cruise lines, visiting 127 ports across 44 countries in the Caribbean Sea.
Findings
It is found that the network has a small-world property with a short average path length and a high clustering coefficient. The regulations affect connections among ports, in which most ports in ECAs have lower connections than ports outside ECAs. A few ports in ECAs play important key roles, but many ports outside ECAs play a more important role in the network because the regulations are barriers for cruise ships entering the ports.
Originality/value
The findings of this study have drawn useful guidelines for cruise lines and port authorities to improve their operations. Constrictive recommendations are suggested to policymakers for designing reasonable regulations to attract more cruise shipping to travel in ECAs.
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