The Experts below are selected from a list of 312 Experts worldwide ranked by ideXlab platform

Sandra Lielbarde - One of the best experts on this subject based on the ideXlab platform.

José-benito Pérez-lópez - One of the best experts on this subject based on the ideXlab platform.

  • The influence of economic barriers and drivers on energy efficiency investments in maritime shipping, from the perspective of the principal-agent problem
    Sustainability, 2020
    Co-Authors: Ángeles Longarela-ares, Anxo Calvo-silvosa, José-benito Pérez-lópez
    Abstract:

    Maritime transport stands out as a strategic sector; the increasing trend in maritime traffic makes it essential to reduce energy consumption and emissions through investment in energy efficiency. However, investments can be hindered by barriers, and drivers are necessary to reduce or overcome them and promote investment. Consequently, the purpose of this study is to analyze what factors influence investment decisions—and how they do so—when there are principal-agent problems in the Shipowner–charterer relationship. The methodology is based on the following process: model and hypotheses formulation, variable definition, the creation of a study sample and statistical treatment through a descriptive analysis of variables and a binomial logistic regression model, all based on a state-of-the-art application. The results corroborate the hypotheses and indicate that principal-agent problems and split incentives, especially in time charter contracts, and a lack of verified information make the Shipowners less likely to invest. Moreover, energy efficiency measures are less likely to be implemented in older vessels, possibly due to the difficulty associated with recovering the investment; they are more likely in larger and newer vessels, and regulation encourage their adoption. Furthermore, investment is more likely in vessels with verified information and high levels of both activity and harmful emissions. Improved knowledge in this field could help businesses and governments to act in a more sustainable manner, without detriment to an innovative and competitive sector.

Alkis John Corres - One of the best experts on this subject based on the ideXlab platform.

  • Chapter 7 Greek Maritime Policy and the Discreet Role of Shipowners’ Associations
    Research in Transportation Economics, 2007
    Co-Authors: Alkis John Corres
    Abstract:

    Abstract The success of Greek Shipowners in merchant shipping has created a cloud of mystery about the reasons behind this phenomenon. The most frequently suggested reason is the natural flair of the Greek officers and seamen, which has developed over the centuries of living next to the sea. Though the drive and talent of the Greek seamen is not disputed, there are obviously other factors at play when it comes to explaining this success. The question asked in this chapter is, what the Shipowners’ associations’ roles in Greece have been and how influential these stakeholders’ interest groups have been in shipping policy formation. This chapter attempts to examine several aspects of the above question, aiming to shed light on the success of Greek owners in merchant shipping. Though the title of this chapter focuses on the role of the Shipowners’ associations, discussion is not solely limited to their roles. With this opportunity, the analysis provides an insight of what has been going on in the various sectors of Greek-owned shipping, thus adding to the analyses undertaken in other relevant chapters of this book.

Massimiliano Musi - One of the best experts on this subject based on the ideXlab platform.

  • The Compulsory Insurance of Shipowners for Maritime Claims: the Strange Case of the Implementation of the Directive 2009/20/EC in Italy and its Impacts on the Shipowner’s Limitation of Liability.
    2019
    Co-Authors: Massimiliano Musi
    Abstract:

    Over the last century, legislative measures that impose mandatory insurance in the field of maritime navigation have been introduced with increasing frequency, both on national and international basis. The outcome of this regulatory process is represented by the introduction of a system of rules aimed at ensuring better protection to injured parties and restoring competition among economic operators, providing measures to limit the presence of ships that do not comply with adequate standards. The set of such regulatory instruments is called «Third Maritime Safety Package» and the Directive 20091201 EC, on the insurance of Shipowners for maritime claims, is included as integral part thereof, being applied to ships of 300 gross tonnage or more and providing for the obligation for Shipowners to take out adequate insurance covering their ships. The choice of introducing legislation by means of a Directive has led to differences in the implementation process of the individual Member States, raising some issues mainly linked to the identification of the subjects, risks and type of ships that should fall within the scope of the Directive . In this context, as the fulfilment of the obligations imposed by the Directive is under each State 's competence, the article will analyze the approach adopted by the Italian Legislator through the Legislative Decree no. 11112012 which introduced rules aimed at complying with the «new» insurance regime and unfortunately led to sorne inconsistencies in the ltalian legal framework in the sector, especially in relation to the discipline concerning the Shipowner 's limitation of liability.

  • the compulsory insurance of Shipowners for maritime claims the strange case of the implementation of the directive 2009 20 ec in italy and its impacts on the Shipowner s limitation of liability
    Revista de derecho del transporte: Terrestre marítimo aéreo y multimodal, 2019
    Co-Authors: Massimiliano Musi
    Abstract:

    Over the last century, legislative measures that impose mandatory insurance in the field of maritime navigation have been introduced with increasing frequency, both on national and international basis. The outcome of this regulatory process is represented by the introduction of a system of rules aimed at ensuring better protection to injured parties and restoring competition among economic operators, providing measures to limit the presence of ships that do not comply with adequate standards. The set of such regulatory instruments is called «Third Maritime Safety Package» and the Directive 20091201 EC, on the insurance of Shipowners for maritime claims, is included as integral part thereof, being applied to ships of 300 gross tonnage or more and providing for the obligation for Shipowners to take out adequate insurance covering their ships. The choice of introducing legislation by means of a Directive has led to differences in the implementation process of the individual Member States, raising some issues mainly linked to the identification of the subjects, risks and type of ships that should fall within the scope of the Directive . In this context, as the fulfilment of the obligations imposed by the Directive is under each State 's competence, the article will analyze the approach adopted by the Italian Legislator through the Legislative Decree no. 11112012 which introduced rules aimed at complying with the «new» insurance regime and unfortunately led to sorne inconsistencies in the ltalian legal framework in the sector, especially in relation to the discipline concerning the Shipowner 's limitation of liability.

Eddy Van De Voorde - One of the best experts on this subject based on the ideXlab platform.

  • Impact of investing in new port capacity from a shipper and a Shipowner perspective: The case of maasvlakte II
    Case Studies on Transport Policy, 2020
    Co-Authors: Edwin Van Hassel, Eddy Van De Voorde, Hilde Meersman, Thierry Vanelslander
    Abstract:

    Abstract In this contribution, the effect of implementing the Rotterdam Maasvlakte II terminal is researched both from a shipper and from a Shipowner perspective. More in particular, four scenarios are analysed: two scenarios in which the impact of opening Maasvlakte II is researched and two scenarios in which Maasvlakte II is assumed not to exist. In these latter two scenarios, the effect of potential congestion is calculated. For the calculations, we use a model which is able to calculate the total generalised chain cost for a supply chain. The calculations show that the impact on the total chain cost (the shipper’s perspective) of starting to use Maasvlakte II is rather limited. The congestion levels at Maasvlakte I (in 2012) were not so high that they caused a significant increase of the total chain cost. When it comes to the vessel cost in a port (the Shipowner’s perspective), the total vessel cost increases rapidly because not the cost per TEU is relevant but rather the total cost of the vessel. Shipowners design the loop in such a way that it can offer the smallest generalised chain cost to their customers (the shippers) and also allows minimising their own cost. If Maasvlakte II were not built, the container throughput of the port of Rotterdam would not have been able to increase, without having heavy congestion. The excess growth would then have been absorbed mainly by the port of Antwerp. Therefore, the investments into the new Maasvlakte II in Rotterdam, as well as other port investment projects, should be evaluated as (very) long run investments.

  • Using system dynamics in maritime economics: An endogenous decision model for Shipowners in the dry bulk sector
    Maritime Policy and Management, 2006
    Co-Authors: Steve Engelen, Hilda Meersman, Eddy Van De Voorde
    Abstract:

    In this paper, we consider the benefits of applying system dynamics in maritime economics. We build an endogenous Shipowners’ model for the dry bulk sector, incorporating both the decision process of individual Shipowners and traditional shipping market conditions. The aim is to arrive at a simulation tool that can be used for a variety of applications, both for teaching/learning and for research purposes. Within the endogenous shipping model, we can distinguish between the strategic and the tactical choices Shipowners face. As an application, we focus explicitly on a strategic decision-making process that is relevant to any Shipowner, i.e. the sale of a vessel. System dynamics seems to be a tool well-suited for the detailed modelling of strategic and operational behaviour in the maritime business.