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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.

Early twentieth century transatlantic migration was both a massive transoceanic population transfer and a complex travel business. The successful growth of this multinational commerce was based not on fare reductions, but on risk management strategies. Shipping lines provided costly carrying capacity sufficient to accommodate severely fluctuating demand for transatlantic migration, and did so in a manner which improved the reliability and quality of travel for migrants.

We present a continuous time series on first cabin passenger fares for ocean travel from New York to the British Isles covering nearly a century of time. We discuss the conceptual and empirical difficulties of constructing such a time series, and examine the reasons for differences between the behavior of advertised fares and those based on passenger revenues. We find that while there are conceptual differences between these two measurements, as well as differences in the average values, the two generally moved in parallel, which means that the advertised fare series can serve as a reasonable proxy for movement of the revenue-based fares. We also find that advertised fares declined over time, roughly paralleling the drop in freight rates for US bulk exports, until around 1890, but thereafter increased while freight rates continued to decline. We propose several hypotheses for this divergent behavior and suggest lines of future research.

To examine the EU ‘Short Sea Shipping’ (SSS), its ‘motorways of the sea (MoS)’ and green ports, within short sea maritime logistics.

To present past research and report recent developments speculating on future trends.

The dominance of SSS over road is questioned; as road transport has expanded, hubs are expected to become larger and fewer with feeders. Road transport is not certain to follow SSS and its four motorways. This result was responsible for the relocation of industry from West to East and North–East inter-port competition.

The SSS ship size and port are undefined; specific data on these concepts are unavailable.

‘Door-to-door’ services are highly sought after in this sector, but difficult to establish.

The green element introduced here, mainly for ports, will dominate future discussions because of the high importance given to climate change.

This chapter outlines for the first time the development of the policy on EU Eco-ports, the relocation of industry, the West–East port competition, the MoS and the long-term deterioration of SSS logistics which is likely to persist in the future.

Long haul freight transport imposes huge negative environmental externalities on society. Although these can never be entirely eliminated, they can be reduced. The purpose of this chapter is to analyse some of the many mitigating measures, or interventions, that can be used.

The approach used in this chapter is to review the literature and provide an overview of the main theoretical and practical mitigation measures available to transport operators.

There are literally thousands of possible mitigation measures and combinations that can be used by operators to reduce their environmental footprint. Each of these measures warrants a separate chapter. This chapter can only present an overview of the principle available measures. Although some mainland European examples are used, it is acknowledged that the examples used are somewhat skewed towards the United Kingdom.

The value of the chapter is in bringing together some of the many measures and approaches that can be used to reduce the environmental externalities of long haul freight transport. Much of the information on such interventions is based on industrial and EU project sources rather than purely academic research and so is less likely to be found in academic journals.

A trend in modern supply chain management has been to substitute information for inventory. In this chapter, an approach to how information and communication technology can be used to achieve this in a maritime logistics context is outlined and described based upon a bulk shipping case.

The approach used is based on data-driven modeling and analysis, in which current logistics and commodity storage costs are benchmarked against a “best possible solution.”

To make a new solution operative, a change should be made based upon an analytical decision-making approach, ICT infrastructure development, and inter-organizational development. Thus, the proper use of analytical and transactional information and communication technology in maritime logistics would enable logistics chain stakeholders to track stock levels and ultimately allocate vessels to move cargo when that is logistically most cost effective. Further, this could support a development in the contractual relationships between producer and shipping line changing from a Contract of Affreightment to a Service Level Agreement relationship.

There is room for enhanced use of information and communication technology to provide decision and operational support at strategic, tactical, and operational levels within maritime logistics. This chapter explains some of the driving forces for this, together with a tested approach and method for this, given into a specific, practical case.

The environmental consequences of international trade and transport have gained importance as a result of the current climate debate. Products are increasingly being produced in one part of the world, transported to another country and then redistributed to their final country of consumption. Since more than 80% of world trade tonnage measured in metric tons is carried by seagoing vessels, maritime transport will continue to be a core part of most supply chains while rail and road mainly are used for hinterland transport and to and from ports. This chapter presents a methodology for assessing the environmental impact of maritime transport and transport in general, with a specific focus on greenhouse gas emissions. The first section gives an introduction to why Green Maritime Logistics and Sustainability are important topics, while the second offers a framework for measuring greenhouse gas emissions (GHG) for transport systems. The third section presents a model for measuring seaborne transport and its greenhouse gas emissions, and in the fourth section we compare greenhouse gas emissions from different modes of transportation.

This study aims to critically review and analyse the classification of supply chain risks and disruptions and thereby suggest a suitable method for classifying maritime risks. It aims to discuss the propagation effects of port disruption on the supply chain and mitigation strategies.

In addition to secondary research, six semi-structured interviews were conducted with the management personnel of two terminal operators, two shipping lines and two insurance companies.

When a port disruption happens, the most immediate impact is the adverse effects on terminal operations. It also leads to a domino effect on other parties in the supply chain including shippers and consignees, shipping companies, inter-modal transport providers and other ports. Proper risk management needs to be embraced by the supply chain members. However, there is very little or no such collaboration between the supply chain members in practice.

This article proposes a more integrative approach in assessing various kinds of risks, and more research in this area to be done for Asia.

Risk management has been the concern for many stakeholders ranging from industry practitioners to the people who are affected by the maritime business throughout the world. The maritime industry should look into risk management in the maritime logistics and supply chain context instead of dealing with risk in isolation.

There is a serious lack of research for analysing supply chain disruptions with ports as a focal point. The paper contributes by filling the research gap.