A most convenient flag--the basis for the expansion of the Singapore fleet, 1969-82

Corporate social responsibility disclosure: The case of international shipping

“…In some cases, however, particularly in the case of ''open registries'' or what are otherwise considered convenience flags, there is a lack of well-trained personnel and a lack of political will to enforce the laws (Kovats, 2006). Moreover, open registries imply lower tax rates as well as lower registration and tonnage fee factors, which tend to be the driver behind shipping companies' choices to adopt certain flags (Tenold, 2003). The flag state thus seems to be naturally associated with the degree of CSR reporting that each firm assumes.…”

Application of fuzzy extended AHP methodology on shipping registry selection: The case of Turkish maritime industry

“…The shifting of ship tonnage from national registries to open registries is agreed as flagging out problem in traditional maritime countries. This phenomenon, considering focused factors, has been discussed in literature by various authors (Coto-Millán, 1996;Goulielmos, 1998;Tenold, 2003;Veenstra & Bergantio, 2000) as the potential problem of the traditional maritime countries such as Spain, Greek, Dutch, and Singapore. On the other hand, economic impacts and technical prospects of the ship registration process are another critical theme by the viewpoints of ship owners and countries' perspectives (Thanopoulou, 1998;Veenstra & Bergantio, 2000).…”

Maritime policy development against ship flagging out dilemma using a fuzzy quantified SWOT analysis

“…On the other Expanding the members of branch offices at the most intensive trading ports to provide service facilities with a high range of quality S 10 Collaboration environment with the member parties both Black Sea MOU and Mediterranean MOU S 11 Enhancing training facilities to improve the surveyor's abilities and competencies for reducing detentions and claims onboard ships S 12 Developing continual monitoring system for the registered customers and their charterers S 13 Developing a new model regarding the tax policy for maritime enterprises, including rearranging revenue and structuring new tariff system on tax repayment S 14 Enhancement of flag state prestige and implementation mechanisms at port state controls to verify the degree of control S 15 Enhancing mutual cooperation with the traders of neighboring states such as Iran, Syria, and Azerbaijan, who are involved in respectable export and import with the Turkish government S 16 Reducing the tax-related expenses on ship management process and relevant costs on manning process such as certification, documentation, implementation, etc. S 17 Establishing flexible procedure for the employment of multinational crew at TNSR flag vessels S 18 Increasing the number of qualified seafarers who are being employed in the Turkish shipping industry to prevent personnel shortage in maritime sector S 19 Reducing the required time pertaining to bureaucratic issues at the implementation process to an acceptable level by establishing new implementation system particularly those based on information technology S 20 Encouraging traders in Turkish origin republics for worldwide maritime transportation and providing ship registry opportunities to those who do not have coastal boundaries and/or limited coastal regions such as Azerbaijan, Turkmenistan, Uzbekistan, Kazakhstan, and Tajikistan S 21 Emphasizing the geographic location and strategic position of Turkey in maritime transportation network to improve and express the comparative advantages of the country S 22 Intensification of the bank finance opportunities for Turkish ship owners both on encouraging new enterprises and developing the existing shipping fleets S 23 Planning of alternative choices and flexible payment options for ship owners regarding the capital and insurance costs S 24 Improving environmental culture and sensitiveness in maritime transportation industry in collaboration with the relevant shareholders and NGOs 416 M. Celik and A. Kandakoglu hand, the relationships between the SWOT factors and the proposed strategies are assigned using linguistic variables in Table 2. When assigning the relationships, the issue at stake is: is there a contribution of the proposed strategy for the SWOT factor (to build on the strengths, eliminate the weaknesses, exploit the opportunities, and/or counter the threats), and if so, how much?…”

“…A series of meetings were organized with participation of the sector representatives and maritime industry professionals for determining the expert opinions on the hierarchical model. The professional members who were involved in the meeting were participants from key Geographical advantages E 18 Compatibility with other registration bodies E 19 Political stability E 20 Acceptability and relations with non-governmental organizations (NGOs) After the determination of expert judgments on pairwise comparisons using the fuzzy scale presented in Table 1, the weights of key factors are obtained by using the FAHP method described in the previous section. Tables 6 and 7 illustrate the priority weights on internal and external assessment factors, respectively.…”

“…It is a philosophy to investigate the latent reasons for explaining the popularity of open registries in the market. The flexible procedures and geographic advantages as two potential attributes have been cited as influencing factors for shifting the tendencies of ship owners to shipping registry selection [14,17,18]. On the other hand, the ongoing discussions about the consequences of implementation procedures belonging to open registries [1] have been continued on several critical issues such as safety-related themes [16,19], security requirements [16], technical reliability, and quality aspects [20] as well.…”