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The purpose of this paper is to recount the history of the marketing of the maritime passenger industry (known today as the cruise industry). This is a unique industry that has survived and thrived for almost 175 years despite dramatic environmental changes. This history focuses on passenger shipping in and out of the USA first from/to European ports, later focusing on cruises from the USA to the Caribbean, today’s most popular cruise destination.

This study adapts the Hollander et al. (2005) approach and incorporates primary data such as fare lists, advertisements and promotional materials, as well as secondary data from a variety of expert works and government reports.

This study finds that the industry’s marketing history can be divided into six periods or phases: immigration and luxury (mid-nineteenth century to 1914); World War I (1914-1918); tourism, alcohol and luxury (1918-1939); World War II (1939-1946); jet age emergence (1946-1970); and cruising for all (1970 to the present day). Continuing industry growth; increasing focus on new geographic, and every-smaller demographic and psychographic markets; promotional emphasis on cuisine and activities; and positioning as a mass-consumed luxury are trends for the future.

Space constraints limit the information mostly to Europe-to-North America sailings of British and German transatlantic lines early in the paper, and to USA-to-Caribbean cruises in later phases.

This study illustrates how an industry can completely reinvent all elements of its marketing strategy in response to changing social and technological forces. It adds to a growing body of industry marketing histories.

Although much has been written about maritime history, no known work has examined the history of the marketing of the maritime passenger industry. It augments the growing body of industry-specific marketing histories.

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.

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.

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.

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.

The purpose of this paper is to analyse the types and the nature of innovations developed by small companies in a traditional service sector, as well as the ways that innovations impact their strategic capabilities.

The paper provides evidence from three case studies captured through a number of interviews with senior managers within the companies. The paper adopted a comparative analysis, selecting two cases that have managed this process with great success and one showing evidently less success.

Organisational and process innovations are critical aspects of a dynamic strategy in small service companies. Although a successful innovation strategy does not require the development of technological systems and knowledge intensive services, it does necessitate their sophisticated usage. Innovation enables the firms to access new markets and the reconfiguration of strategic capabilities in the long term.

The paper identifies the existence of strong linkages between organisational and process innovation and dynamic capabilities in the small companies in a traditional service sector. The research has used qualitative methods and a case study methodology. Further research (e.g. other service industries) and ideally statistical evidence are required to generalise these findings into the wider service sector.

This work calls for managers in small companies in a traditional service sector which wish to grow to pay more attention to their active involvement in organisational and process innovations and the sophisticated usage (or development) of knowledge intensive services.

The paper brings together a number of concepts from the innovation studies and the strategic management literature to investigate management practices and strategies of small companies in a traditional service sector, the tramp shipping sector.

The purpose of this paper is to verify the ability of our in-house solver naoe-FOAM-SJTU to solve the problem of exterior fluid field coupled with interior fluid field and discover the coupling effects between exterior field (ship motion) and interior field (sloshing tanks).

The solving equation is based on Navier–Stokes equation, by comparing two turbulence models [laminar model and Reynolds-averaged Navier–Stocks (RANS)], of which RANS model are chosen to do the simulation. A unified approach is adopted to simulate exterior and interior fields simultaneously, keeping the pressure and velocity the same in external and internal fields. By adding a new function of calculating forces on different patches, the inner sloshing moments and external wave exciting moments can be output.

The in-house solver naoe-FOAM-SJTU had the ability to simulate this problem and showed well agreement with experimental results. By considering ship motion with and without sloshing, it was figured that with the existence of sloshing tank, the ship natural frequency will be changed. When the two tank fillings are the same, there will be another roll peak appeared, which is natural frequency of sloshing tanks. Considering wave height and different filling influence, the nonlinearity of sloshing in tank may give non-proportional response to ship motion.

With the ability to simulate well, the reality reference in the progress of FPSO or FLNG operation is obtained.

The value of this paper is a fully coupled CFD method which is adopted to solve the coupling effects, showing the ability to do the work well. It gives a referenced detailed information of inner and outer fluid field. Meanwhile, it carried out the impact pressure and damping force around the ship, which indicates the practical information in operations.

The purpose of this paper is to explore the nature of marketing communications of British shipping lines in the period from c.1840 to c.1970 to establish the extent to which these outputs reflect extant scholarship which points to the lack of innovation as a key reason for the demise of these lines.

The research is built on a survey of >450 posters plotting the shifting nature of advertising messages over this long period in response to the market. This is supported by reading trade press contemporary to the period to establish broader trends in marketing and whether this product sector was aberrant.

What is revealed is a generally static response in the promotion of British shipping lines throughout the timeframe, at odds with trends elsewhere. What stands out is the widespread criticism of the time singling out the shipping poster. This suggests an advanced appreciation of the role of the poster and the effectiveness of promotional messages focussing on emotions- versus a product-centred approach.

Whilst there is an established literature which suggests that the British merchant marine was hamstrung by a pattern of family ownership making adaptation slow, no research to date has expressly read marketing as a window onto that culture. This paper shows that whilst there may have been change within the sector which these British shipping lines responded to, when it came to presenting themselves in public via their communications strategy, they adopted a staid, conservative approach. British shipping lines, throughout the period, had a very fixed idea about who they were and what best represented their business irrespective of dramatic shifts in attitudes concerning how best to reach consumers. Interrogating promotional material, and particularly the ubiquitous shipping poster, provides another insight into the conservative and debilitating corporate culture of British shipping.

The purpose of this paper is to explore the lessons of globalization from the standpoint of Norwegian seafarers' career experiences. An isolated and multicultural shipboard social milieu provides a unique context for examining the challenges and impacts associated with globalized work.

Descriptions of the historical contexts of globalization, Norwegian shipping and seafaring are followed by the use of on‐line qualitative methodology to access globally dispersed and mobile informants.

By studying the historical development of globalization and analyzing seafarers' accounts, the “material realities” of global impacts may be better understood.

The shipboard context provides scholars and practitioners with an opportunity to learn lessons about the economic/social/historical values of certain occupations. Globalization has rendered multicultural workforces both at sea and on land. Seafarers have knowledge claims about managing and working technologically advanced and diverse work environments. “Male‐only” seafarer respondents limit understanding about the availability of Norwegian women seafarers to meet the recruitment and retention challenges faced by the shipping industry.

The IMO has stressed that the human element, seafarer response and cooperation, is critical to the effectiveness of global maritime security initiatives. Norwegian seafarers believe that policy‐makers tend to make decisions that reflect misguided assumptions and age‐old myths about sailors and shipboard organizational life. The paper raises awareness about the “business of seafaring”; which Tony Lane, UK seafarer turned sociologist, once argued is quite different from the “business of shipping”.

Exploration in a maritime context provides information of original value unavailable from other types of organizations.

The importance of family firms for the development of capitalism, both past and present, has in recent years become widely recognized. Today there is a fast increasing body of literature about forms of family business and variations in family capitalism. Despite this new interest, few of these studies have made the family itself the focus of enquiry – and how different types of family structures and cultural traditions may influence the strategies and development of the family firm. Such connections are explored by comparing and discussing two cases of family firms and their history, set in Norway and Italy, respectively. It is argued that these two cases may be seen as examples of quite different ‘modes of familism’, with different implications for the running of an economic enterprise. These differences concern, first and foremost, cultural conceptions of gender, forms of inheritance, and the role of marriage in constituting the family firm.

Much has been written about the behaviour of muntinational corporations (MNCs) and their relations with the nation state. However, there seems room for closer examination of the dynamics of such relations between developing economies and MNCs operating in sectors of strategic importance to the developing economy. The research reported here examines relations between international shipping companies and Bangladesh. The paper starts by reflecting on the growth and influence of the MNC, and the varied ways that such influence is manifest. This provides a backdrop against which to examine relations between shipping MNCs and Bangladesh. Following this review, the research design is sketched out, as a study of relations between Bangladesh as an emerging economy and shipping MNCs in pursuit of their business objectives. The study finds that regardless of political ambitions by the host economy, and regardless of the ethical proclamations of MNCs, it is the everyday challenges and opportunities of doing business that shapes ethical practices. Corporate officers, in dealing with local officials, take a pragmatic approach to achieving business objectives, while being fully aware that such pragmatism is often at odds with corporate moral intention. The study also finds that what counts as corporate socially responsible behaviour is politically defined.

Proposes the establishment of a management information system (MIS) for the promotion of safety in shipping. Considers the information technology in shipping to be the combination of satellite systems and computers onboard and ashore. In this combination, which enables the provision of an optimum selection and management of data for automatic or human decision making, the role of satcoms is information transfer and that of computers is information processing. Acknowledges the importance of the human factor in shipping safety. Human decisions affecting shipping safety often depend on the quantity and quality of the available information. In the proposed MIS the need to improve the limited ability of humans to receive, store, process and interpret information, which is usually vast and complex, is acknowledged and fulfilled. Among the available maritime satcom systems and computer services, the proposal reveals those services which satisfy the criteria of useful, interactive, flexible, fast, reliable and low‐cost transfer and management of information in support of safety‐oriented decision making in shipping operations. The proposed MIS integrates the information resources of shipping office(s), the ship(s) and the maritime‐related industry as a whole and provides the shipping company with the capability to document, monitor and control the safety‐critical aspect of “technical reliability” towards promotion of safety in shipping and compliance with the International Safety Management Code.