By K. M. Gwilliam (auth.), K. M. Gwilliam (eds.)
Current matters in Maritime Economics encompasses a collection of the papers awarded at a global convention held in Rotterdam, June 1991. The e-book includes eleven papers from many international leaders in maritime fiscal research and should be of curiosity to transport professsionals in addition to to scholars of the sector.
Current concerns in Maritime Economics addresses 3 significant parts of curiosity. First, participants talk about the swiftly altering overseas context. moment, the connection among marketplace constitution and the workability of festival is analyzed. the ultimate sector issues the choice techniques of enterprises within the altering transport global. separately those papers may have chanced on their means into volumes on topics as disparate as company finance, commercial constitution, mathematical modelling or political philosophy. jointly they provide a large illustration of either the problems and the fashion of study followed by way of some of the world's best maritime economists.
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Extra resources for Current Issues in Maritime Economics
The modal split of the respective fleet up to the year 2000 could be 23 % full container vessels, 26% semi-container ships, and 51 % ro/ro tonnage. Turning now to bulk traffic, European coastal shipping is likely to see only moderate growth rates in future. This applies in principle to nearly all bulk, including ore, crude oil, agricultural products etc. 8% annual growth for the rest of bulk commodities. Ferry traffic plays an important and continually growing role, especially in the Baltic region and in the UK/Ireland traffic.
Britain may have been the first example in history, but Japan, Singapore, Korea, Taiwan and Hong Kong are all areas combining insignificant natural endowments with rates of economic growth that have been both high and sustained. The last five countries have had consistently active governmental policies eg in respect of education and training. It is arguable that Britain would have done much better if it had done more to support public education and had done it much earlier. If these arguments provide no support for protectionism, neither do they support the idea that 'he governs best who governs least'.
In concrete terms, cargo must be on record in the recipient's stock supply flow as soon as it is stowed aboard the coastal vessel. The ongoing development of combined riverlshortsea vessels seems to be a further option to the future (especially between German ports at the river Rhine and UK, Atlantic coast to Portugal and the Baltic Sea). Transportation policy discussions should recognize advantages of coastal shipping as energy saving and environmentally safe carriage. Special attention is due to the high safety record, the low specific energy consumption, the minimal investment level of adequate infrastructure, the general lack of bottleneck effects, and the fact that vessel can potentially leave no environmental traces behind, with no negative external effects either on residents or on other users.