The Panama Ship Registry: 1917–2017

Piniella, Francisco; Alcaide, Juan Ignacio; Rodríguez-Díaz, Emilio

doi:10.1016/j.marpol.2016.12.007

Cited by 19 publications

(10 citation statements)

References 15 publications

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“…On the one hand, Panama issued 17 circular letters, ranking second among member states. On the other hand, vessels flying the Panamanian flag were the most numerous [38], accounting for about 16% of the total number of ships globally, with a total of 7886 merchant ships of gross tonnage (GT) or more [5,38]. 4 and 5 were analyzed together, the text features of Stage 2 can be synthesized.…”

Section: Methodsmentioning

confidence: 99%

The Coevolutionary Process of Maritime Management of Shipping Industry in the Context of the COVID-19 Pandemic

Zhang

2021

JMSE

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This study investigates how international organizations, International Maritime Organization (IMO) member states, and associate members have embarked on maritime management (MM) measures to address dire situations in the context of the COVID-19 pandemic. It explores the evolution of MM practices from international organizations, IMO member states, and associate members to ensure the resilience and sustainability of the shipping industry. Corpus linguistics was employed as a computer-assisted method to assess a large number of naturally occurring texts. Circular letters from international organizations and member states listed on the IMO website from January 2020 to July 2021 were curated and built into three corpora. Through corpus linguistic analysis of circulars from three different crisis phases (Pre-/early-crisis, Crisis in progress, Post-COVID-19 crisis phase), we discovered an MM progression mechanism developed between stakeholders in conjunction with the post-crisis period. The study presented the “MM-as-process” vision to emphasize the time-varying dynamic nature of MM development during the disruption.

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Section: Methodsmentioning

confidence: 99%

The Coevolutionary Process of Maritime Management of Shipping Industry in the Context of the COVID-19 Pandemic

Zhang

2021

JMSE

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“…The decline of the western empire, the will to overcome unions in the United States, decolonization and the abandonment of maritime pride facilitated massive reflagging [ 85 , 86 ]. From 10% in 1955 [ 87 ], Flags of Convenience (FOC) and open registries account for 71.3% in 2015 [ 88 ]. The grip of traditional maritime nations on shipping governance weakened with the selection of Flag of Convenience (FOC) and open registries by shipowners.…”

Section: Construction Of Sectoral Isolationmentioning

confidence: 99%

Working time limits at sea, a hundred-year construction

Baumler

2020

Marine Policy

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In a view to protect workers from extended work periods as well as to comply with the Versailles Peace Treaty requirements, the International Labour Organization (ILO) regulated hours of work from 1919 using ‘8-hour workday and 48-h workweek’ as yardsticks. However, a historical perspective demonstrates the ILO's difficulties in integrating such standards for sea workers. From 1920 to 1958, the ILO endeavoured to anchor the 8-hour workday principle in maritime conventions on working time and to ensure compliance by quantifying manning levels. Facing sectoral opposition and the obstacle of the minimum tonnage requirement, none of the conventions adopted during the first period entered into force. A second regulatory wave (1995–2007) initiated by the International Maritime Organization (IMO) orientated working time towards fatigue management and adopted the 14-hour workday. Absorbed by the ILO from 1996, this threshold facilitated the implementation of working time standards for sea workers. The existence of autonomous maritime governance at the ILO and the IMO complemented by the incorporation of the tonnage clause in maritime convention allowed the acceptance of the 14-hour workday system in spite of breaching the universal principles established a century ago. The departure between maritime and land standards show that sectoral interests prevail over labour rights. More decisively, current standards detached labour rights from workers' human nature and attached them directly to sectoral interests.

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“…The SRR will facilitate the application of the HKC in the EU, and will have a positive effect on its ratification. It is of vital importance that its interpretation is in accordance with the HKC, so that their effect in the ship recycling industry is positive, and that regional legislation does not enter into conflict with international legislation at any time, in view of the inherently global nature of the shipping sector and the right of shipowners to re-flag their ships [78,79].…”

Section: European Ship Recycling Regulationmentioning

confidence: 99%