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The purpose of this paper is to focus on shipyard supply chains in order to identify the processes that take place and evaluate the risks associated with suppliers.

For this analysis two methodologies are applied. The first is the understand, document, simplify, optimize, where the first two steps are used for analysing the processes and the documentation of the best practices, which take place in the daily operations. The second tool is Kraljic’s matrix, which is applied for the identification of supplier selection and associated risks.

The analysis shows that strategic co-operations between shipyards suppliers are essential for improved supply chain performance since supplier improvement in terms of lead times and product quality are achieved. It is also seen that the shipyard supply chain performance can be improved by adjusting the best practices to the needs dictated each time by the project’s specifications.

The findings provide valuable insights for practitioners, as well as academicians, policy makers and also integrate supplier selection under the supply chain. Managers can acquire reliable information about those suppliers who exhibit best practice.

A number of key processes and best practices have been identified, which are essential for the upstream and downstream coordination of the shipyard supply chain. The present work is an approach to evaluating the risks associated with the shipyard’s suppliers and assists in benchmarking their risk profile.

The main objective of this paper is to analyse the roles of the artists’ collective in the creation of socially shared knowledge, concerning Gdansk Shipyard's heritage protection during the urban regeneration process over last ten years, since 2002.

The empirical section of the paper is based on a single case study concerning the artists collective’ ability to build a complex network of social relations, to research cultural heritage of the Gdansk Shipyard, to translate this knowledge into symbolic languages through art-based work and to transmit knowledge to the wider public with an aim to engage in an open dialogic public communication.

The case study draws on insights from participant observation carried out on the premises of the Gdansk Shipyard between years 2000 and 2008 and interviews with individual artists from the collective, conducted between years 2004 and 2006. Data was also drawn from archival research. The exposure in public media was also examined over last ten years, including Internet websites as well as newspapers and magazines’ content.

The case study research indicates that methods and techniques applied by the artists’ collective in researching the shipyard's historical heritage and communicating their findings to the wider public have been more effective than the official planning methods of expert-led post-industrial urban regeneration. Over the last ten years, the artists have succeeded to transform the negative perceptions about the values of the shipyard's cultural heritage and engaged local citizens in the preservation of the historical identities of the place. In 2012, the Mayor of Gdansk has invited representatives of the artists’ collective to the newly established Young City Stakeholders’ Board in order to utilize their knowledge of the shipyard's cultural heritage and their capacity to mediate between various groups involved in urban regeneration planning process as well as to communicate with the wider public.

Despite persistent views in literature that equate public engagement in the planning process of urban regeneration with a kind of “modern utopia”, we argue that participatory process is not only possible in practice but also can be highly effective and democratically ethical.

This study aims to measure the productivity of 21 major shipyards in China, South Korea and Japan.

Data envelopment analysis was applied to measure the productivity of shipyards. The contemporaneous and intertemporal productivity scores of each shipyard were measured. Additionally, the technical gaps among shipyards in China, South Korea and Japan were measured and compared.

The results indicate that Japan led the global shipbuilding industry in 2014 and South Korea dominated in 2015. Additionally, from 2014 to 2015, shipyards in South Korea and Japan maintained their levels of productivity. Comparatively, major shipyards in China made substantial progress from 2014 to 2015, revealing their strong ambition to improve productivity.

This study first used a metafrontier framework to measure the technical gap of shipyards among major shipbuilding countries. The model and approach objectively analyze the productivity of major shipyards and considers their nationalities. Additionally, this study is the first to measure changes in the productivity of shipyards. By decomposing the metafrontier Malmquist productivity index, major shipyards were categorized into eight sets. The results of this study can provide a clear direction for shipyards to improve their productivity.

The purpose of this paper is to describe the different design approaches architects take towards the adaptive reuse of small-scale shipyards. Thereby giving a proposition for future projects by giving insight in how others preceded and showcasing different possibilities.

The research is based on a literary review in combination with a case study, following one main question: What architectural approaches do architects employ in redesigning nineteenth- and twentieth century dockyards in Northern Europe and how do these approaches consider the history of building and context? First, this paper researches the history of adaptive reuse. Additionally, the historical and cultural context of shipyards is researched. Finally, a case study is done linking theory with practice. Selected cases are: Kromhout shipyard in Amsterdam, Verftet Ny-Hellesund in Ny-Hellesund and the Maritime Museum in Helsingør.

Four approaches to adaptive re-use were distinguished in the cases: differentiation, continuation, cultivation and optimisation. Each has its own implications for the design and the chosen approach is ultimately related to the important heritage values of each individual shipyard. Heritage professionals proved to have a great say, in the early stages of the adaptation process, in which the adaptive reuse approach was chosen.

This comparative research enables an in-depth analysis and comparison and thorough qualitative understanding. It however limits the insight in the representativeness of these cases.

This paper compares the adaptive reuse of small-scale shipyards in an international perspective. It offers insight into the patterns, principles and context of the architectural reuse of this underexposed industrial heritage.

The purpose of this research is to identify the effective criteria and determine the required infrastructure for the repair of drilling rigs.

The research was carried out through questionnaires and interviews with experts, including consultants, contractors and operators. A long list of the required infrastructure, dividing into three groups of vital, necessary and support, was prepared and compared with the productivity criteria.

The results show that it is better to prepare and upgrade the vital, necessary and supportive equipment in the shipyards, including refrigeration workshop, cofferdam for repairing spudcans and residential and educational places.

These results are helpful for the industries working on jack-ups and the countries having similar conditions to enable them to use their assets in an optimum way.

Oil drilling rigs' repair and maintenance (R&M) services are essential because of affecting the economy. Furthermore, about 25% of Iran’s oil drilling rigs are jack-up, needing overhauls every five years. Other research has investigated how to repair jack-ups, their incidents, their R&M industry market and, only in some cases mentioned, cost and time criteria. Therefore, it is necessary to identify the criteria and study the infrastructures in the shipyards.

The purpose of this paper is to investigate the impact of shipyard and shipowner heterogeneity on the price formation for individual newbuilding contracts.

The model controls for the shipbuilding market cycle, input costs, firm size, yard experience and contract-specific variables and captures the impact of yard and owner heterogeneity in fixed-effects regressions. The data sample contains contract information on 3,759 tankers, bulkers and container vessels constructed at 77 shipyards between 1990 and 2014.

Although the newbuilding price benchmarks (market conditions) and gross domestic product per capita (salary costs) are influential covariates, the main conclusion is that shipyards and, particularly, shipowners play an influential role on the US$ per Compensated Gross Tonnage price level in individual contracts.

The paper represents the first study of the impact of buyer and seller heterogeneity at the micro level in the shipbuilding market.

The purpose of this study is to review whether organization identification has a role of mediation and whether emotional intelligence (EI) has a role of moderating in the relationship between organizational justice perception (OJP) and organizational citizenship behavior (OCB).

In order to achieve the aim of the research, the data obtained from 388 employees of six shipyards in Yalova-Altinova Shipyards by survey technique were analyzed. To test the research hypotheses, SPSS (v22) PROCESS macro (v3.4) plugin developed by Hayes (2019) and Model 4 and Model 5 were used via the Bootstrap 5,000 sampling technique.

This study found that OJP impacts organizational identification (OI) and OCB. In addition, the research findings indicate that OI positively impacts OCB. This research reveals that OI played a mediating role in the relationship between OJP and OCB. However, the authors do not find support for the hypothesis that direct effect of OJP on OCB differs depending on the level of EI level.

The major limitation of this study is its sample that included only employees in shipyards. The results of this study will hopefully offer important insights into understanding and directing the human resources in shipyards conducting activities of construction, manufacturing, maintenance on the ships available at the center of maritime transportations.

This study draws attention to the causal relationships between the perception of OJP, OCB, OI and EI, which affect the organizational attitudes and behaviors of employees.

The purpose of this paper is to present a method for generating a set of feasible, optimized production schedules for the erection process of compact shipyards building complex ship types.

A bi-objective mathematical model is developed based on the process constraints. A Pareto front of possible erection schedules is created using a the Non-dominated Sorting Genetic Algorithm II with a custom heuristic fitness function and constraint violation.

It was possible to consistently generate a wide variety of production schedules with superior performance to those manually created by shipyard planner in negligible computational time.

The set of optimized production schedules generated by the developed methodology can be used as a starting point by existing shipyard planners when drafting the initial erection planning for a new project. This allows the planners to consider wider variety of options in less time.

No other published approach for the automatic generation of optimized production schedules of the erection process is specifically tailored to the construction of complex ships.

Engineer-to-order (ETO) supply chains involve multiple companies for performing complex projects. The ability to effectively coordinate cross-business activities is essential to avoid delays, cost overruns and quality problems. Coordination is related to a number of contingent factors that need to be better comprehended. The purpose of this paper is to highlight such contingent factors and to analyse their effect on the occurrence of project delays.

A multiple case study is used to investigate the moderating factors affecting coordination in projects carried out in an ETO supply chain. Such factors are examined through a cross-analysis of six shipbuilding projects based on data from interviews, project documentation and clips from the media press.

In ETO supply chains, the engineering and production activities involve mutual interdependences that need to be coordinated. The findings suggest that both the integration of engineering and production and the production capability are the most critical factors influencing coordination in an ETO supply chain.

The study was carried out within shipbuilding projects as a setting to represent the ETO domain. To extend the findings, further research can examine other types of projects, such as: oil and gas, construction, military and aerospace.

In practice, there is no “one-fits-all” solution for coordination. Each project represents a unique context which has specific objectives, actors and constraints. From that perspective, this study provides a basis to comprehend coordination in a complex setting.

This study builds knowledge upon coordination by generating a number of propositions regarding the effectiveness of coordination on avoiding delays in complex projects carried out in ETO supply chains. Focusing on the engineering and production activities, the authors extend the existing theory by demonstrating that coordination can vary according to the level of several moderating factors.

Over the past few decades, academic debates on small- and medium-sized establishments (SMEs) have focused on the challenges of globalisation, especially for the independent small producers outside the niche markets. However, the purpose of this paper is to highlight the limits of these sorts of evaluations arguing that globalisation can also provide opportunities for the valuable contributions of such enterprises.

Drawing on an ethnographic case study in Turkey, inquiries in the paper are essentially predicated on unstructured conversations with the owner/manager of a shipyard investigated, workplace observations and supplementary conversations with employees as well as elite interviews with the Portal Authorities. Additional interviews were also conducted with the owner/managers of three other shipyards.

The evidence suggests that the opportunities of globalisation can be consolidated with certain HRM strategies including a tailored demarcation of work-life balance, strategized retention for skills shortage, individualised grievance resolutions, employees-led work design, team work, “in-turn” and “mobile” employment. Likewise, logistic management strategies such as downsizing, investment diversification, “queasy-niche” production, use of communication technologies, networking and opening up to global markets may prove highly useful. Even so, the sustainability of independent smaller businesses requires responsive trade regulations about, for instance, tender offers, fair competition and the conflict of interests in addition to “tough-love policies” to protect employment rights.

The paper rectifies the lack of systematic research into the implications of globalisation for the SMEs in shipbuilding industry and their managerial responses.