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Bangladesh is home to one of the world's leading ship breaking and recycling industries. Whilst these industries are booming in Bangladesh, it is not safe for workers or the environment. According to International Maritime Organization's (IMO) regulations, Bangladesh is lacking in a number of areas such as having a safe recycling plan and environmental protections reviewed by a competent authority. There is a need to develop safer working conditions, more stringent regulation and corporate responsibility programmes towards protecting human health and the environment. Possible solutions require stakeholders (industry, governments and the IMO) to work together in order to develop sustainable practice. This research contributes by taking a step forward by focussing on the implementation of sustainable practices in the supply chain of global shipping industries in a developing country. Using stakeholder theory, this research offers insight into the need and barriers to implementing social sustainable initiatives.

Conventional international business (IB) theories generally view multinational corporations (MNCs) as agents of economic exchange and as ethically benign or neutral. This article explores a darker side of IB, with numbers of IB firms involved in activities that could be considered unethical or illegal, or both. Drawing on a taxonomy of ‘black international business’ (black IB), and both historic and recent examples, this article outlines such MNC activities. It explores impacts of these activities on stakeholders, including nation-states, businesses and individuals. The authors call for academics within the field of organizational studies to create awareness and understanding of such activities.

Purpose – The shipping industry is generally recognised as having better fuel efficiency than other transport modes. In many regions of the world, therefore, policy has promoted shipping as the preferred freight transport mode of choice. In recent years, however, environmental problems associated with shipping have emerged. Several influential analyses have revealed the impact of shipping on air quality, particularly in the form of emissions of sulphur, nitrogen oxides and particulate matter, all of which have adverse consequences for human health.

Methodology/approach – An extensive environmental profile of shipping is provided, focusing specifically on the atmospheric pollution that is directly attributable to shipping operations.

Findings – It is important, however, to place the environmental profile of the shipping industry into the context of exactly how much transport work it does. This makes it clear that where shipping is a viable modal alternative then, in relative terms and most contexts, it still retains significant environmental advantages over other modes. The industry and its regulators have been slow, however, to improve its environmental profile and maintain its inherent advantage. Technical and operational measures which the industry may implement unilaterally are analysed, but these are deemed insufficient to stem the adverse tide of environmental concerns. Regulation is a necessity. Recently implemented regulatory measures are analysed, together with possible scenarios for the future regulation of greenhouse gas emissions. The IMO approach of global regulation is supported in preference to regionally based regulatory policies. There is also a danger that regulatory intervention may distort mode choice contexts.

Originality/value – The provision of an extensive environmental profile of shipping and an examination of this profile in relation to the importance of this transport mode to the global economy.

Awareness of gender perspectives in the maritime sector has been growing in recent years. The International Maritime Organization (IMO) adopted the World Maritime Day 2019 theme of ‘empowering women in the maritime community’, inspiring maritime stakeholders to respond to this global initiative. The maritime sector has been traditionally characterised as male-dominated and women represented only 1.28 per cent of the total seafaring population in 2021. The majority of women seafarers work in catering and hotel sections on cruise ships and ferries, where women are stereotypically considered to be more suited than working in technical and operational sections on board ships. Despite the political and legal will to promote women in the maritime sector, this figure has not changed over the last 30 years. This chapter provides an overview of gender ratios in various maritime jobs which are based at sea, in ports, and on shore. The chapter also offers an account of how various barriers impede the attraction, recruitment and retention, and leadership of women in the maritime sector. Women working in the maritime sector may face sexual harassment and discrimination at training as well as in the workplace. Some shipping companies are hesitant to employ women as they perceive women as risk factors in a man’s world. In addition to cultural and legal barriers, there are structural barriers that de-value women as human capital through unequal investment and training opportunities. The chapter discusses the future of the maritime sector, in relation to automation, smart and green shipping, digitalisation and energy efficiency, and the challenges and opportunities this presents for women. Furthermore, the COVID-19 pandemic has significantly affected the sector and its workers. In order to build a transformative and resilient maritime industry, gender equality is the key to driving success in this transition and it is necessary to mainstream gender in every step of designing and implementing new processes for the future maritime sector.

This chapter discusses the concept of corporate social responsibility (CSR) within the context of the container liner shipping industry. It looks at the current practice of CSR in this industry and outlines the framework, the reasons and the drivers for companies to adopt and implement a CSR strategy. These include, among others, the increasing commitment to fostering CSR in the private sector at EU level, the changing expectations of customers — that is shippers — with regard to social and environmental standards of their contractors and suppliers, and the improving situation with regards to guidance and tools for adopting CSR and identifying and implementing the relevant measures (e.g. ISO 26000 and the European Commission's communication on CSR). The authors take the position that in an industry, which is as strongly consolidated as container liner shipping, the adoption and implementation of effective CSR strategies by a few companies at the top can have a profound impact on the industry as a whole. The Japanese NYK Group's CSR strategy is discussed in more detail to illustrate one of the best — if by no means perfect — examples in the current market. The chapter closes with a sector-specific definition of CSR for the container shipping industry.

Chester Whitney Wright (1879–1966) received his A.B. in 1901, A.M. in 1902 and Ph.D. in 1906, all from Harvard University. After teaching at Cornell University during 1906–1907, he taught at the University of Chicago from 1907 to 1944. Wright was the author of Economic History of the United States (1941, 1949); editor of Economic Problems of War and Its Aftermath (1942), to which he contributed a chapter on economic lessons from previous wars, and other chapters were authored by John U. Nef (war and the early industrial revolution) and by Frank H. Knight (the war and the crisis of individualism); and co-editor of Materials for the Study of Elementary Economics (1913). Wright’s Wool-Growing and the Tariff received the David Ames Wells Prize for 1907–1908, and was volume 5 in the Harvard Economic Studies. I am indebted to Holly Flynn for assistance in preparing Wright’s biography and in tracking down incomplete references; to Marianne Johnson in preparing many tables and charts; and to F. Taylor Ostrander, as usual, for help in transcribing and proofreading.