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This chapter reviews and analyses the contemporary development of liner shipping, port development and competition. It begins with a comprehensive review on the latest developmental trends of liner shipping and business strategies, as well as their impacts on port development and competition. Then, it discusses the responses of ports, past, present and (likely) future, in addressing these new demands and challenges. A very important point from this analysis indicates that, in the past decade, port development and competition have gradually evolved from being individual, technical efficiency-oriented to become more regional, economic efficiency-oriented. At the same time, ports have also moved out of their rather passive positions and undertaken positive steps to avert the traditionally strong bargaining power of shipping lines. This illustrates that port development and competition is a continuous morphological process which can change dramatically within a rather short period of time. This chapter provides a new perspective on port development and competition and a decent platform for further research.

The rapid change in technology has begun to influence the maritime sector with the effect of globalization. The impact of technologies is increasing in shipping management; on the other hand, the importance of the human element has also increased. International Maritime Organization has introduced regulations governing the training and social rights of seafarers. MLC 2006 has been an important improvement for the social rights of seafarers. Preventive measures for workplace bullying were started on ships. The safety regulations of STWC Manila 2010 have brought some improvements in the industry. The maritime industry will face some absolute changes brought by Industry 4.0 such as IoT, artificial intelligence, cloud technology and blockchain, although it is unclear yet what sort of changes will occur in manpower labor markets. There are some countries that carry on projects regarding unmanned ships presently. For example, Norway has realized several trial voyages, as well as some other projects, which were carried on by Finland and the EU. In spite of all these changes, seafarers obviously will be needed in the maritime industry. The main purpose of the study is to determine how, from where and how many seafarers will be demanded onboard in the future. Prospects, futurists’ approaches, opinions of sector representatives and research reports are evaluated, and the future of seafarers is discussed in this study.

We develop the concept of the slave-trade balance of payments and generate its table for the United States for 1790–1860. In the process, we construct new data for the slave trade, including both the physical movement and revenue figures, and we analyze these numbers. The balance of payments includes slave imports, carrying trade in slaves, purchases of slaves that fail to be imported, outfitting and provisioning slave ships, and slave-ship sales. The slave-trade balance is integrated into the standard balance of payments. Among the findings are the following: slave imports were dominated by natural growth except for one decade; US ships had the greater role than foreign ships in the import trade, but were of small—and eventually nil—consequence in the carrying trade; federal and state laws to prohibit the slave trade in all its aspects were generally effective; and the slave-trade balance of payments was a small component of the overall balance.

Globalization has created conditions in which business has become increasingly global. The combined effect of global business, intense competition, weakening of labor unions, and the inability of national governments to control the negative effects of globalization has created immense difficulties in the formulation and implementation of global labor standards. This research takes an ancient industry with a long tradition of international features and regulations, that is, the maritime industry, as a case study to understand the dynamics associated with the regulation of a global industry. The study argues that J. R. Commons' works at the turn of the century not only give us excellent insights into the creation of global markets and the need for global labor rights protection but also provide us with a solution, that is, the creation of an “authoritative commission.” Finally, the study suggests that there is a need to enhance the role of ILO as a global “commission” to regulate the industry. Presently, the ILO does not have the essential features for becoming such a commission. Therefore, ILO should develop three important characteristics: ability to include new emerging actors, decision-making based on consensus and dialogue, and sanction power to implement its standards. Based on the above principles, ILO can work as the center of a global regulatory regime in the maritime industry. Through its power of sanction, it will implement its standards mainly through states. But, at the same time, it will network with unions and NGOs and all other important actors in the industry at local, national, and global levels to detect and eradicate substandard shipping.

US Navy warships are capital-intensive national defense assets that require periodic depot and intermediate level maintenance availabilities (periods). Oftentimes, ship maintenance is deferred or forgone altogether due to geopolitical strife or fiscal challenges. The impacts of missed maintenance are not only a burden on ships’ crews, but they also have a deleterious effect on current and future readiness. It is a difficult task to strike a balance between current and future readiness when insufficient resources are available to sustain a fleet of warships. This paper draws from multi-attribute utility theory (MAUT) to develop a ship maintenance decision-making model that considers attributes from the current and life cycle readiness cohorts. Using the current maintenance plans for two DDG 51-class ships entering availabilities in same fiscal year, this model determines which ship is more capable of absorbing a loss of maintenance and planned modernizations relative to the context of the decision environment. Five attributes are considered for the overall decision: mandatory maintenance, non-mandatory maintenance, mission impact from maintenance, mission impact from planned modernizations, and maintenance backlog. The model presented here is generalizable to a number of U.S. Navy ships and watercraft and can be used to inform decision-makers of the short- and long-term impacts of deferring critical maintenance.

This study explores whether the implementation of Management Control Systems (MCS) by the Greek shipping companies influences the adoption of their performance measurement systems and the implication of this choice on organizational performance. The study uses data collected from semi-structured interviews and a survey instrument addressed to shipping companies located in Greece. The paper finds evidence that MCS are defined in terms of the informational purposes these MCS fulfill. Analysis of responses to the questionnaire results that the choice of MCS is contingent upon the strategy pursued by the shipping companies. In addition, evidence suggests that shipping companies with an optimal fit between their strategy and their MCS experience superior performance and higher perceived usefulness of MCS. Moreover, it is concluded that Greek shipping companies adopt subjective performance measures irrespective of the MCS they implement and that this choice leads to enhanced perceived performance.

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.