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Significant research has shown that gender and social class relationships can be problematic within the context of water-based leisure activities such as surfing, windsurfing, and sailing (Olive et al., 2016; Wheaton, 2003). More specifically, it has been argued that sailing is traditionally practiced and dominated by upper-class males who can determine social codes that exclude and devalue others (Créac'h & Sébileau, 2004). We develop these critical ideas about broader water sport activity through the lens of family involvement within the context of an international comparative qualitative study of sailing projects based within secondary schooling sites in California and France. A key line of analysis involved investigating how various forms of capital (Bourdieu, 1979) were reproduced through gendered and social class hierarchies. We found that parents played key roles in reinforcing gendered stereotypes and divisions that were operating in youths' daily practices and competitions (middle school and high school). Additionally, our data show that sailing was regularly utilized by families to maintain upper-class values and distinctive social status (Friedman, 2013). Thirty interviews and 113 hours of field observations with stakeholders such as coaches, teachers, youths (14 to 17 years old), and their parents frame these various lines of analysis around sailing activity.

This paper aims to examine containership routing and speed optimization for maritime liner services. It focuses on a realistic case in which the transport demand, and consequently the collected revenue from the visited ports depend on the sailing speed.

The authors present an integer non-linear programming model for the containership routing and fleet sizing problem, in which the sailing speed of every leg, the ports to be included in the service and their sequence are optimized based on the net line's profit. The authors present a heuristic approach that is based on speed discretization and a genetic algorithm to solve the problem for large size instances. They present an application on a line provided by COSCO in 2017 between Asia and Europe.

The numerical results show that the proposed heuristic approach provides good quality solutions after a reasonable computation time. In addition, the demand sensitivity has a great impact on the selected route and therefore the profit function. Moreover, the more the demand is sensitive to the sailing speed, the higher the sailing speed value.

The vessel carrying capacity is not considered in an explicit way.

This paper focuses on an important aspect in liner shipping, i.e. demand sensitivity to sailing speed. It brings a novel approach that is important in a context in which sailing speed strategies and market volatility are to be considered together in network design. This perspective has not been addressed previously.

The objective of this research is to examine the performance of weather routing service in the North Pacific Ocean based on a global container shipping company.

The data comprise two passages: one that departs from the port of Taipei to the port of Los Angeles (TPE-LAX) and another that departs from the port of Tacoma to the port of Kaohsiung (TCM-KSG). A weather routing service was utilized to compare the differences of the distance, sailing time and fuel consumed among different voyages.

Results indicated that the average speed of vessel in winter is faster than in summer. The vessels consumed much more fuel in the winter than they did in the summer. In terms of the distance of the passage, the results show that the ships' sailing distance across the North Pacific Ocean in the summer was shorter than it was in the winter.

Due to the difficultly of practical data collection, relatively few sailing records were employed in this study. It is suggested that additional sailing records should be collected, which adopt weather routing recommendations, to more comprehensively analyze sailing performance in future research.

The study's findings offer valuable guidance to different stakeholders in the maritime industry (e.g. seafarers, marine hull and machinery companies, Protection and Indemnity Club (P&I), ocean container carriers and freight forwarders) to clarify their responsibilities in order to achieve desired sailing outcomes.

To the best of the authors' knowledge, the current study is the first research to utilize practical sailing data to provide objective evidence of sailing performance based on a weather routing service, which can assist various stakeholders to make optimal decisions.

The Rolex Middlesea sailing event takes place in Malta on an annual basis. The race forms part of a number of new tourism initiatives supported by the Maltese Government. These aim to diversify the Maltese tourism economy from reliance on mass tourism to more niche or specialist forms based, for example, upon the “Blue Economy”. The purpose of this paper is to focus on the impact and future of sailing events using the Rolex Middlesea sailing event as a specific case. In turn it evaluates current and future contributions to both the Maltese tourist economy and broader experiences and lessons of such events for other regional destinations. Consideration is given to the overall impact of the Rolex race for Maltese tourism; how the event can be improved to enhance its contribution to Maltese tourism; and what challenges the event faces in promoting Malta as an “alternative” tourism destination. Conclusions assess the benefits and barriers for developing maritime events and for sailing and yachting sectors as an alternative tourism option for Malta. In turn, it provides a specific and unique case that reviews implications for such events and, at a broader policy context, lessons for developing niche event markets for tourism destinations generally.

This research focusses upon an inductive approach using qualitative and case study research methodologies. Secondary data for events management, sports tourism sailing and yachting and niche market development provide a contextual framework. Primary research is used to collect qualitative data which are based on purposeful sample selection of interviews from professionals associated with Maltese maritime industries and key stakeholder groups. The data are analysed through discourse analysis techniques utilising grid matrices to evaluate and ascertain common themes and responses that occur from the discussions and questions asked.

Results point to lessons learnt and future policy directions for the Blue economy and sailing and yachting as drivers for change. Results show that the RMSR can clearly create opportunities for the establishment of new innovative tourism markets. In turn, it is also recognised that this can lead to a stronger sailing and yachting tourism industry not only within Malta but also help regenerate or sustain interest in maritime traditions and stimulate new opportunities for maritime tourism and broader opportunities for the growth of the “blue economy” agenda across the region and further afield.

This single case study can be best described as an “exploratory” study. It deals with how an event is structured, functions and performs particularly within the different inter-organisational partnerships. In this context, the research deals with the case study of a real-life event and therefore its academic value may tend to be rather specific and industry focussed. The empirical value of the enquiry, nonetheless, can provide a platform to draw more general assertions regarding the hosting of sailing and yachting events and consequences more broadly for events management theory and practice.

Evidence from the research also suggests that sailing and yachting has the capability of lending itself to many different areas of investment and new business development opportunities such as overwintering for yachts and corporate business event sponsorships linked to a growing MICE market. The need to engage with local communities at a local level is also recognised as a potential for building recognition and skill capacity. This, in turn, can assist local host communities to familiarise themselves with the discipline of sailing as a life skill simultaneously strengthening and encouraging maritime tradition and opening opportunities for social development, business and employment growth.

The RMSR demonstrates that such an event can assist local host communities to familiarise themselves with the discipline of sailing as a life skill simultaneously strengthening and encouraging maritime tradition and opening opportunities for social development, business and employment growth. The growth potential of the RMSR is thus broad and, in many ways, may continue to assist Malta in diversifying its traditional tourism markets, capitalising assets, developing opportunity for its local communities, encouraging business opportunity and assisting in developing a higher quality tourism focus for the Islands.

Detailed and insightful research on sailing and yachting in Malta remains fairly limited and there is little hard evidence to prove the value of such events since there is little available data on differential spending patterns and little cost/benefit analysis undertaken. The RMSR case provide unique research which sets out to explore the role of the RMSR to Malta’s tourism product, identify and evaluate factors for success, evaluate key contemporary issues and challenges in hosting the event, evaluate the future potential of such events for Malta’s tourism economy and draw broader benefits and lessons for hosting events of this nature.

There are different streams of research in the service marketing literature concerning value co-creation. Most of the research focuses on value co-creation for the benefit of the customer. However, value is also co-created for the benefit of the provider, especially in a business-to-business context. The purpose of this research is to understand (1) how value is co-created in a sport business-to-business context (i.e. sailing) and (2) how the prevailing value co-creation approaches explain value co-creation processes differently in a sport business-to-business context.

The research was contextualised within the Auckland sailing cluster. Primary data were collected via 27 interviews, as well as observations at events. Secondary data include 13 documents of organisational information and archival data. Data were analysed deductively and interpreted using two different theoretical lenses: service-dominant logic (SDL) and service logic (SL).

The value co-creation analysis of the sailing cluster permitted theorising about relationships in sport management at different levels of aggregation and abstraction. Every actor is embedded in a wider sport eco-system triggered by sport activities and always has a dual role as provider and beneficiary. Actors that are in control of specific sport activities are pivotal actors and provide a value network for others.

This research suggests that SDL and SL approaches to value co-creation are complementary and that further research is necessary to integrate and operationalise these approaches.

It helps practitioners to better understand how value is co-created in sport business-to-business contexts.

This research shows the complementarity of two differing theoretical approaches to explain value co-creation in sport business-to-business settings.

In socio-technical transition theory, resistance by existing technology and regime resistance plays a key role. The resistance is in the form of intentional improvements; eventually, the regime destabilizes and adopts the new technology, referred to as the sailing-ship effect. Researchers used a structural view and examined it as a strategic action and its relationship with new technology (competitive/symbiotic) in non-fast-changing sailing systems. This study uses a microlevel view and examines it in a fast-changing where products/services are developed by integrating existing technology with new product innovations; their success depends on addressing technical/market uncertainty. This study examines the sailing-ship effect in a fast-changing system and contributes to the socio-technical transition theory.

The authors need to examine the phenomena of the sailing-ship effect in its setting, and a case-study method is appropriate. The selected case provided diverse analytic and heuristic perspectives to examine the phenomena; therefore, it was a single case study.

In an IT scenario, the strategic actions decide and realize agility and competitive advantage by formulating appropriate goals with required budgets and coevolutionary changes to resources at product, process and organizational levels, addressing technical/market uncertainty. Moreover, the agility displayed by strategic actions determines the relationship with new technology, which is interspersed. Finally, it provided insights into struggle, navigation and negotiations, forming strategic actions to display the sailing-ship effect.

The study selected a Banking Financial Services and Insurance product of an IT Services company. As start-ups exhibit inherent (emergent) agility, the authors can examine agility as a combination of emergent and strategic actions by selecting a start-up.

The study highlights the strategic actions specific to an IT services company. It developed its product and services by steering clear from IT innovations such as native cloud and continuous deployment. It improved its products/services with necessary organizational changes and achieved the desired agility and competitive advantage. Therefore, organizations devise appropriate strategic actions to combat the sailing-ship effect apart from setting goals and selecting IT innovations.

The study expands the socio-technical transition theory by selecting a fast-changing system. It provided insights into the relationship between existing and new technology and the strategic actions necessary to manage technical and market uncertainty and achieve the desired competitive advantage, or the sailing-ship effect.

During April-July 2013 the sailing cargo vessel Okeanos conducted a transport research project in Fiji. The vessel sailed regularly between Gau, Suva and Kadavu where transport data were collected. The purpose of this paper is to investigate the transport need in the islands and how a smaller, cheap sailing vessel would perform and meet that need and if it can be economically sustainable.

Maritime Safety Authority of Fiji and the Ministry of Public Utilities, Transport and Works, issued a temporary safety certificate and verbally agreed on Okeanos working in a non-commercial capacity for four months. The preparations allowed for 31 days continuous traffic in Kadavu and Lomaiviti area.

–Okeanos carried 22 tons cargo and 55 passengers during 31 days. The trial shows that sailing time affects the running costs and make route planning essential for a sailing vessel. The results indicate that a sailing operation can be economically sustainable for routes that allow at least two return sails a week. To expand the operation to tourist-passengers willing to pay higher fees would be a more sustainable alternative. Simulations in the appendix with fictive values for transporting goods and passengers illustrate the feasibility of various options.

Limited permits and licenses allowed only for a short trial. Permits also prohibited the trial to engage in full commercial capacity.

The study provides a transport trial with measurable outcomes. It can justify further and more extensive trials with alternative transport methods to remote islands and villages.

The shipper selects a suitable shipping route and plans for a voyage in order to import and export cargo on the basis of published sailing schedules. The reliability of the sailing schedule will influence the shipper’s logistics expense, which means that the logistics costs will depend on the reliability of schedules published by container shipping companies. Therefore, it is important to consider factors which can cause delays would for container ships sailing on sea routes. The reliability of published sailing schedules can be affected by a number of different factors. This study adopts the multi-criteria decision making (MCDM) method to estimate the importance of the delaying factors in a sailing schedule. In addition, the consistent fuzzy preference relations (CFPR) method is applied to identify the subjective importance (weights) of the delaying factors. The entropy weight method combined with the actual performance of the container shipping company are both used when estimating the objective importance (weights) of the delaying factors. According to the analysis results, the criteria can be divided into four quadrants with different management implications, which indicate that instructions for chase strategy, sailing schedule control, fleet allocation, transship operation arrangement and planning for ports in routes are often ignored by container shipping companies. Container shipping companies should consider adjusting their operational strategies, which would greatly improve their operational performance.

Emissions produced by oceangoing vessels not only negatively affect the environment but also may deteriorate health of living organisms. Several regulations were released by the International Maritime Organization (IMO) to alleviate negative externalities from maritime transportation. Certain polluted areas were designated as “Emission Control Areas” (ECAs). However, IMO did not enforce any restrictions on the actual quantity of emissions that could be produced within ECAs. This paper aims to perform a comprehensive assessment of advantages and disadvantages from introducing restrictions on the emissions produced within ECAs. Two mixed-integer non-linear mathematical programs are presented to model the existing IMO regulations and an alternative policy, which along with the established IMO requirements also enforces restrictions on the quantity of emissions produced within ECAs. A set of linearization techniques are applied to linearize both models, which are further solved using the dynamic secant approximation procedure. Numerical experiments demonstrate that introduction of emission restrictions within ECAs can significantly reduce pollution levels but may incur increasing route service cost for the liner shipping company.

Two mixed-integer non-linear mathematical programs are presented to model the existing IMO regulations and an alternative policy, which along with the established IMO requirements also enforces restrictions on the quantity of emissions produced within ECAs. A set of linearization techniques are applied to linearize both models, which are further solved using the dynamic secant approximation procedure.

Numerical experiments were conducted for the French Asia Line 3 route, served by CMA CGM liner shipping company and passing through ECAs with sulfur oxide control. It was found that introduction of emission restrictions reduced the quantity of sulfur dioxide emissions produced by 40.4 per cent. In the meantime, emission restrictions required the liner shipping company to decrease the vessel sailing speed not only at voyage legs within ECAs but also at the adjacent voyage legs, which increased the total vessel turnaround time and in turn increased the total route service cost by 7.8 per cent.

This study does not capture uncertainty in liner shipping operations.

The developed mathematical model can serve as an efficient practical tool for liner shipping companies in developing green vessel schedules, enhancing energy efficiency and improving environmental sustainability.

Researchers and practitioners seek for new mathematical models and environmental policies that may alleviate pollution from oceangoing vessels and improve energy efficiency. This study proposes two novel mathematical models for the green vessel scheduling problem in a liner shipping route with ECAs. The first model is based on the existing IMO regulations, whereas the second one along with the established IMO requirements enforces emission restrictions within ECAs. Extensive numerical experiments are performed to assess advantages and disadvantages from introducing emission restrictions within ECAs.

Disruptions at ports may destroy the planned ship schedules profoundly, which is an imperative operation problem that shipping companies need to overcome. This paper attempts to help shipping companies cope with port disruptions through recovery scheduling.

This paper studies the ship coping strategies for the port disruptions caused by severe weather. A novel mixed-integer nonlinear programming model is proposed to solve the ship schedule recovery problem (SSRP). A distributionally robust mean conditional value-at-risk (CVaR) optimization model was constructed to handle the SSRP with port disruption uncertainties, for which we derive tractable counterparts under the polyhedral ambiguity sets.

The results show that the size of ambiguity set, confidence level and risk-aversion parameter can significantly affect the optimal values, decision-makers should choose a reasonable parameter combination. Besides, sailing speed adjustment and handling rate adjustment are effective strategies in SSRP but may not be sufficient to recover the schedule; therefore, port skipping and swapping are necessary when multiple or longer disruptions occur at ports.

Since the port disruption is difficult to forecast, we attempt to take the uncertainties into account to achieve more meaningful results. To the best of our knowledge, there is barely a research study focusing on the uncertain port disruptions in the SSRP. Moreover, this is the first paper that applies distributionally robust optimization (DRO) to deal with uncertain port disruptions through the equivalent counterpart of DRO with polyhedral ambiguity set, in which a robust mean-CVaR optimization formulation is adopted as the objective function for a trade-off between the expected total costs and the risk.