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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 examine the ways in which workers employ rule breaking, rule bending and deviations from management defined norms in the workplace and the impact this has on their occupational health and safety (OHS) experiences.

The paper uses qualitative semi-structured interviews conducted with 37 seafarers working on board four vessels engaged in international trade. The data were recorded, transcribed and thematically analysed using NVivo software.

The findings indicate that seafarers utilised workplace fiddles – which included rule breaking, rule bending and deviating from management defined norms – in order to engender a workable system in which they could remain safe but also profitable to those who controlled their labour. Moreover, the findings suggest that shore-side management deflected the responsibility for rule violations by deferring many of the decisions regarding features of life on board – such as the scheduling of work hours – to the senior officers on board.

The paper sheds light on where, in practice, responsibility for OHS lies in the international shipping industry, an industry in which workers experience relatively high rates of work-related fatalities, injuries and mental health conditions.

Ports are a significant link in a global supply chain and an economic entity that contributes to the country's economy. India has around 200 ports along its coastline of about 8,000 Km, yet none of them perform at par with many Asian ports. In the Indian port system, cargo throughput and the turnaround time (TAT) of ships calling at ports constitute the most significant performance measures. These performance metrics do not integrate sustainability measures such as emission levels and energy consumed. The draft is a constraint in many ports and ships visit with less than full shipload cargo. The TAT for such vessels may be lower, but the emission per ton of cargo carried is higher compared to a ship with full shipload cargo. Many ports have old or poorly maintained equipment. This state of equipment increases pollution and consumption of energy. In this paper, an attempt has been made to address the issue of undesirable and right outputs simultaneously in an Indian port system. This paper proposes a framework to ensure zero defects in Indian port operations and a port-sustainability-index to measure sustainable services in Indian ports.

The authors used data envelopment analysis (DEA) to show that all private terminals did not perform efficiently and contradicted the notion of Indian policymakers that privatization will lead to an increase in performance levels. A literature review was carried out to identify the dimensions and factors that affect ports' performance. A case study of a major port in India and expert group discussion was done to ascertain the views of stakeholders on deficiencies in the system. The authors complemented this approach with sentiment analysis of opinions expressed by stakeholders over a while, using SentiStrength analysis software (Thelwell, 2010, 2012). The authors used the combined findings to develop the port-sustainability-index (PSI), identify the research question, and develop an ontology of the port system. The authors use the concepts of ontology-design-pattern (ODP) and logistics-service-map (Glöckner et al., 2014; Glöckner and Ludwig, 2016, 2017), opinion mining (Pang and Lee, 2008) and competency questions (Glöckner and Ludwig, 2017) to develop a port system map followed by the identification of critical elements; and the flows (physical and information flow) that gets disrupted due to defects in the system. The ontology led to the identification of competencies and capabilities a port needs to possess. Based on these identification process competency questions were drawn, and the authors identified the plausible defects that port may encounter. The authors suggested the sustainability metrics for monitoring port performance and policy changes based on the competency questions, defects, and mitigation plans.

The authors introduced four KPIs, namely, port-sustainability-index (PSI), load factor (l_x and l_y), draft ratio (d_r), and turnaround-time ratio (TATR). The authors suggested significant policy changes for Indian ports. These included –(1) Introduction of virtual arrival (VA) policy, reducing randomness in the system by pre-scheduling arrivals and activities. (2) Redefining economic life of equipment and machinery in terms of expenditure, income and desired levels of output. (3) Pricing port charges based on stakeholders’ ability and willingness to pay. The port needs to declare its productivity levels and frame their charges accordingly. (4) The ports need to frame an output-oriented privatization policy where it specifies the growth of the port. (5) Framing vessel pricing policy where a vessel may pay tax for the use of non-clean fuel or a get discount for bringing higher parcel load. (6) Levy lower port charges for the shipper for transporting cargo by rail and barges. (7) Introduce a differential pricing system where port levies lower charges for export cargo compared to import load.

The research work can be extended to develop a simulation model to carry out policy experimentations concerning the improvement of performance and carry out sustainable operations. Alternatively, researchers may develop a multi-criteria optimization model to determine the best course of action, keeping the objective function as minimization of PSI value.

This paper provides the means to the Indian ports to remain competitive, lower emission levels and energy consumption, and optimize emission per ton of cargo handled in the port.

Society significantly benefits from this study as it recommends ways to minimize pollution that has a significant impact on human lives. Besides, the measures suggested in the paper will lower the cost of exports and imports, enhancing the real income of consumers.

The area of sustainable port operations has previously been under-researched in the Indian context. Authors contribute to the sustainable port operation literature by suggesting a port-sustainability-index, a framework to assess the defects in port operation and development of a port-ontology for further research in the area of a port system.

Cruise tourism is a dynamic, growing segment of tourism that has long ceased to represent a mere niche and is slowly but steadily entering the domain of mainstream tourism. Yet, cruise tourism represents a minor fraction of tourism-related literature and research (Papathanassis and Beckmann, 2011). This study aims to examine the main trends and state-of-the-art developments in cruise tourism. The intension is to provide a starting point, a basis for non-specialists in this area, for further interdisciplinary research.

Using the author’s previous research and expertise over the past decade, this paper aims at providing a concise overview of the key perspectives and concepts in cruise tourism, whilst highlighting the current and future challenges faced by the sector and its stakeholders.

In this context, the potential of information and communication technologies for cruise tourism development and research (e-cruising) is underlined.

Finally, this paper offers a comprehensive systemic definition of cruise tourism and the corresponding Cruise Entities, inter-Relationships and Themes (CruisERT) framework, highlighting relevant areas and questions for further research.

Shipping is perhaps the most internationally recognized of all the world's great industries – and one of the most dangerous. It has always been accepted that the best way of improving safety at sea is by developing international regulations that are followed by most shipping nations. Since 1993, the International Maritime Organization (IMO) has adopted the International Safety Management (ISM) Code as a minimum statutory requirement for ship operating companies to establish, implement and maintain their safety management systems (SMS). This paper compares the ISM Code with the requirements of the ISO 9001:2000 quality management system and the OHSAS 18001:1999 Occupational Health and Safety Standards. It reviews the SMS registration process and discusses the problems and difficulties commonly faced by ship operating companies in the process. A 15‐step implementation strategy for SMS registration is presented. The model provides ship operating companies with a practical reference to manage the SMS registration in compliance with the statutory requirements of the IMO.

This paper focuses upon the common law and developed legislative position to the ostensible ownership problem whereby a non‐owner in possession of a motor vehicle purports to pass a good title in favour of an innocent purchaser. It is argued that the traditional conflict of principle between the nemo dat doctrine and the civilian possession vaut titre approach cannot provide a satisfactory ex post solution to the ostensible ownership problems that arise in the motor vehicle and more general asset finance context. What is advocated is an ex ante solution, namely, a notification mechanism which could resolve the current legal dilemma of determining where the loss should fall.

The purpose of this study is to identify the critical success factors to international ship finance centre (ISFC) and to understand the reasons behind ship financing decision by shipowners and their views on the potential of Shanghai to become an ISFC in the near future.

Survey questionnaire and follow-up interviews were conducted. The survey of this study was conducted by firstly sending online questionnaire with interview questions via email and then carrying out interview either on telephone or in-person with the interview questions to collect factual data and views from individual interviewees.

This study identified governmental support and stable policy, sound and favourable legal system, advanced maritime cluster and dynamic source of finance as critical success factors which can help Shanghai to evolve into an international maritime centre with dual function as an ISFC which is a synthesis with the maritime sector of an international finance centre.

This paper is known to be the first to link international maritime centre with ISFC.