4597 research outputs found
Sort by
A discourse analysis of the development of institutional compliance mechanisms at the International Maritime Organization
Full text linkThe International Maritime Organization (IMO) plays a pivotal and essential role in international maritime governance, providing a forum for nation states to develop and agree to international standards for maritime safety and security and the protection of the marine environment. IMO is widely perceived to be one of the most successful universal international organizations (IOS), because of the high technical quality of the conventions and other legal instruments it develops, and the near-universal acceptance of most of those instruments. IMO could be seen as an exemplar of the technical specialized United Nations agency, where nation-states set aside politics to agree on mutually-beneficial functional standards.
At the same time, there remains a persistent compliance gap—implementation and enforcement of IMO treaty requirements is far from as universal as ratification of those treaty instruments is. And IMO has lagged behind other IOS in its adoption of institutional treaty compliance mechanisms. Over the past half-century IOS working in fields as diverse as arms control, human rights, environmental law, and aviation have developed innovative and non-coercive centralized legal mechanisms to encourage state-party treaty compliance through, monitoring, evaluation, and mediation. This research asks why the IMO been slower to adopt some of these new mechanisms, how such mechanisms are being incorporated into the IMO treaty corpus, and where IMO institutional compliance mechanisms may go from here.
To answer these questions, this dissertation considers political and legal theory of state sovereignty, IO legitimacy, and nation-state compliance with international law. It then employs a discourse analysis methodology to look closely at the negotiation processes that led to the two major institutional compliance mechanisms that have been implemented for IMO treaties, to date: the STCW95 List of Confirmed Parties (STCW95 List), and the IMO Member State Audit Scheme (IMSAS). The dissertation conducts close textual analyses of a large and novel discourse corpus, including both official IMO discourse and the broader policy discourse surrounding the studied decision-making processes
Book of Abstracts of the WMU International Conference 2025 : advancing the blue economy through gender equality
Full text linkThe 2025 World Maritime Theme by the International Maritime Organization, “Our Ocean, Our Obligation and Our Responsibility,” underscores the global need for an inclusive and sustainable approach to ocean health and maritime economic activity. In alignment with this, the World Maritime University organized the 2025 International Conference on Achieving the Blue Economy Through Gender Equality, highlighting the critical role of gender equality in advancing a sustainable blue economy. A call for case studies yielded 102 abstracts from 206 authors across 46 countries, representing diverse maritime sectors such as shipping, fisheries, and ocean sciences. The abstracts were reviewed by both internal and external experts, with valuable input from partners including REDO Lookout and EU COST ACTION BlueRights, and 36 were selected for publication. The conference aimed to foster collaboration and innovative solutions at the intersection of gender equality and the blue economy
Charting a sustainable course beyond carbon: a critical carbon-water-energy assessment of net-zero shipping scenarios with synthetic fuels and GHC offsetting
No full textThis thesis extends the scope of IMO maritime decarbonization studies by incorporating cradle-to-grave approaches. This study advocates for an approach incorporating cradle-to-grave resource efficiency and carbon neutrality, assessing cumulative energy demand and net freshwater withdrawal as key sustainability metrics. The thesis specifically addresses the question of the sustainability of decarbonization strategies centred on substituting fossil fuels with synthetic alternatives and offsetting the remaining carbon footprint. Advanced ship energy modelling: The thesis first introduces a ship energy model capable of evaluating ships’ fuel consumption with various propulsion and energy generation options. The model simulates energy transfers across a concept ship’s systems, achieving an accuracy of 11% with 90% confidence when compared to real-world data. Lifecycle assessment of net-zero ship concepts: The energy modelling tool is further incorporated into a comprehensive life cycle assessment framework, evaluating carbon, water, and energy footprints from cradle to grave. At this point, the analysis of the carbon- water-energy impacts related to a 14k TEU capacity containership running on synthetic fuels and with net-zero GHG offsetting reveals: Potential reductions in GHG impacts of 66-97%, before applying carbon offsetting Increased energy demands of 95-150% for net-zero applications Variable water requirements, ranging from 0.9 to 121 times the initial ship footprint These results illustrate the inherent trade-offs in decarbonization strategies, where reducing the carbon footprint can significantly increase energy and water demand. Possibly, this phenomenon may stress energy or water security’s long-term sustainable objectives. Energy reduction strategies: Finally, the impact of energy efficiency measures on the energy intensity of net-zero ships is examined through a dedicated analysis. In a case study centred on container transport across the Atlantic ocean, wind-assisted propulsion, propulsion optimization and speed reduction achieved significant energy reductions ranging from 46.3% to 61.7%. Although substantial, these improvements do not resolve concerns about the sustainability of decarbonization strategies with synthetic fuels, especially when compared to current and future plans for renewable energy production. This underscores the need for energy resilience strategies specifically adapted to the maritime industry. The research concludes that incorporating comprehensive sustainability assessment methodologies into the IMO’s decarbonization framework is crucial to address future challenges, ensuring both environmental progress and long-term viability for the shipping industry
The role of maritime logistics systems in the Indonesian economy : a value chain perspective
No full textIndonesia relies heavily on its maritime logistics systems for the transportation of goods across the vast archipelago. Acknowledging the strategic importance of these systems for economic development, the Indonesian government has developed and enacted a range of strategies aimed at strengthening the maritime logistics sector. Nevertheless, the precise economic contribution of these maritime logistics initiatives to Indonesia’s economy remains undetermined. The inability to quantify the economic impact of maritime logistics consequently impedes effective performance monitoring and complicates future planning initiatives. Such a situation underscores the need for a comprehensive understanding of Indonesian maritime logistics systems, focusing on the complex interplay among key actors such as freight forwarders, port terminal operators, and shipping lines. This study utilizes value chain perspectives to simply outline the complex nature of the systems by delineating the interlinked logistics activities of maritime logistics actors that are expected to create value for the economy. In light of the aforementioned context, a conceptual framework is developed through a comprehensive and systematic literature review to critically analyze the role of maritime logistics systems in the national economy from a value chain perspective. This framework positions maritime logistics systems as a subset of the national logistics systems. It further identifies the key players and their value-adding activities and clarifies how these systems contribute to national economic development through the lens of the value chain. Following this conceptual framework, the study transitions to an empirical investigation, applying system dynamics to a case study at Tanjung Priok port in Jakarta, Indonesia. This port plays a crucial role in Indonesian maritime logistics systems as it handles around 60% of the nation’s container traffic movement. The system dynamics model is developed around the value-adding activities, recognizing these activities as fundamental to the process of value creation. These activities include inland transportation and warehousing management carried out by freight forwarders, seaside operations, transit and storage processes, landside operations executed by port terminal operators, and container transport among ports managed by shipping lines. Upon the completion of the validation phase, this study conducts a series of simulations to rigorously assess the impact of enhancing individual value-adding activities of maritime logistics actors on economic development, as measured by the Gross Regional Domestic Product (GRDP) growth. Additionally, an integrative approach has been introduced to assess the impact of simultaneous improvements across all value-adding activities. The results of the empirical investigation reveal two key findings: (i) the integrative improvement strategy yields higher GRDP growth in comparison to the targeted enhancement of individual value-adding activities (ii) based on the observed impact of these activities on GRDP growth, the Indonesian government and maritime logistics service providers should prioritize interventions in the following sequence: first, seaside operations, followed by inland transportation, warehousing management, transporting containers among ports, landside operations, and finally, transit and storage processes. This line of research offers an original contribution to knowledge in three significant ways. First, it offers a scientific examination of the role of maritime logistic systems play in the national economy, specifically within the Indonesian context. Second, it employs system dynamics to empirically investigate value creation within maritime logistics as an integrated system. Finally, this study contributes valuable insights for both policymakers and maritime logistics service providers by offering strategic guidance to identify and prioritize initiatives at fortifying the value creation of maritime logistics systems, thereby leading to economic prosperity for the nation
Hydrogen-enriched LNG as a mid-term solution to mitigate greenhouse gas emissions from shipping
No full textIn light of the International Maritime Organization’s (IMO) ambitious Initial GHG Strategy, the rise in international shipping’s carbon dioxide emissions by 2 percent in 2022 compared to 2019 poses a formidable challenge. This increase underscores the pressing need to address the limited availability of green hydrogen, prompting the exploration of mid-term solutions to bridge this critical gap. The IMO’s 2023 Strategy on Reduction of GHG Emissions from Ships attempted to tackle this challenge head-on, recognizing the urgency of reducing the industry’s substantial carbon footprint. While hydrogen offers a simple solution as a zero-carbon fuel, LNG remains the most widespread alternative fuel to date. LNG has gained traction for its potential to significantly reduce emissions compared to traditional heavy fuel oils, offering lower levels of sulfur oxides (SOx), nitrogen oxides (NOx), and particulate matter (PM). However, LNG’s limited capacity for GHG reduction necessitates innovative approaches. Blending LNG with hydrogen has emerged as a promising mid-term solution to enhance its environmental performance and close the emissions gap. This strategic approach underscores the imperative of expediting the adoption of transitional cleaner fuels and emphasizes collaborative efforts in achieving sustainability goals within the maritime sector. The research journey described in this thesis carefully explores immediate and medium-term strategies to reduce greenhouse gas emissions in maritime shipping, aligning with IMO’s GHG Strategy. It begins by examining liquefied natural gas (LNG) as a cleaner fuel, thoroughly analyzing its combustion characteristics and onboard emissions. It also investigates hydrogen enrichment in LNG as a practical solution, conducting targeted laboratory experiments to address real-world implementation challenges. A pivotal aspect of the research lies in the comprehensive analysis of engine performance and emissions throughout the life cycle of hydrogen-enriched LNG. By conducting real-world engine testing across various engine loads and hydrogen fractions, the study seeks to glean valuable insights into the operational feasibility and environmental implications of utilizing hydrogen-LNG fuel blends in maritime propulsion systems. This empirical approach allows for a nuanced understanding of the practical implications of transitioning to hydrogen-enriched LNG. Moreover, the study culminates in a holistic assessment that integrates experimental data with comprehensive life cycle assessment (LCA). By considering both environmental and economic factors, including cost-benefit analyses and economic modelling, stakeholders are empowered to make well-informed decisions regarding the adoption of hydrogen-enriched LNG as a transitional fuel. This integrated approach underscores the environmental and economic benefits of hydrogen-enriched LNG, positioning it as a promising solution for sustainable maritime transportation systems in the transition towards a greener future. This study not only sheds light on the potential of hydrogen-enriched fuels but also underscores the importance of transitional solutions in the journey towards GHG reduction. As the maritime industry navigates the waters of sustainability, these findings serve as guidance towards a cleaner, greener future for shipping. The study’s comprehensive analysis reveals hydrogen-enriched LNG as a scientifically validated and sustainable modality for reducing GHG emissions, offering valuable insights for mid-term strategy development in maritime GHG reduction efforts
Safety and sustainability in the domestic ferry sector : a PCI framework for ESG-aligned maritime governance
Full text linkThe domestic ferry sector is a significant component of maritime transportation. It strengthens social ties, supports economic growth and connects communities. Despites its importance, this industry faces ongoing challenges. These include fragmented governance, operational adequacies, safety risks and environmental concerns. The study deals with these issues by combining a systems-based approach with governance and change management theories. It examines the interplay between human, technical and organizational aspects. The study integrates the rule-based and rights-based maritime governance along with the Lewin’s three stage change management model (Unfreeze, Change, and Refreeze).
At the core of the study is the development of a principles, criteria, and indicators (PCI) framework, enriched with environmental, social, and governance (ESG) dimensions. These ESG aspects are embedded into the governance structure to ensure environmental resilience, social responsibility (including safety, inclusion, and stakeholder engagement), and ethical, transparent governance practices. The framework introduces the safety and sustainability governance (SSG) principles, which are organized into four foundational pillars: (1) proactive planning, (2) safety-centric governance, (3) effective management, and (4) monitoring and climate-resilient practices. Together, these principles are operationalized through 15 criteria and 52 indicators that align with international maritime standards. The framework’s novelty lies in the integration of ESG-based safety considerations into indicator design, enhancing its relevance, adaptability, and decision-making utility. The framework was refined through focus group discussions and a cross-regional survey involving stakeholders from 48 countries, ensuring diverse perspectives and practical insights.
The PCI framework produces actionable metrics and a dashboard of results that provides a clear organizational and operational performance snapshot. Statistical validation using tools such as Cronbach’s alpha and Pearson correlation confirmed strong associations between improved governance mechanisms and enhanced safety outcomes. Ultimately, this study offers a replicable and scalable governance model that contributes to global efforts to improve maritime safety, sustainability, and resilience in the domestic ferry sector
Conference report of WMU Maritime Affairs Conference 2025 : transforming a maritime future : digitalization and decarbonization
No full textIn search of a sea-life balance in an adverse environment : understanding seafarers\u27 life, work and turnover
No full textThe Officers’ Union of International Seamen (OUIS) commissioned the World Maritime University (WMU) to conduct the Work & Health Balance at Sea (WHEAB) project to examine some dimensions of seafarers’ working lives.
Building on exploratory interviews, a survey was designed and administered. The current report presents findings on work patterns (onboard and home periods), working hours, work-related stress, safety management system, shore leave, mental well-being, and career intention.
The survey gathered responses from 4,372 seafarers, mainly from India (n=1,098; 25.1%), the Philippines (n=690; 15.8%), the United States (U.S.) (n=501; 11.5%), and other worldwide regions (n=2,083; 47.6%). The overrepresentation of U.S. seafarers, especially at higher ranks, was intentional, as this group was the primary target.
Key findings for U.S. seafarers compared to the total sample are summarised below:
Work pattern U.S. seafarers averaged 3.7 months per contract and expressed a preference for shorter onboard periods (2.8 months). For comparison, the global average is 5.7 months onboard period, with a preferred period of 4.5 months. On average, U.S. seafarers spent about 6.5 months at sea per year, but would appreciate a 13% reduction in their annual sea time. On the other hand, the world average was reported at 7.3 months at sea per year.
Working hours U.S. seafarers reported the longest weekly hours (79 hours per week), with 94.8% having no weekly day off. The global average was 71.3 hours per week, with 86.2% of seafarers having no day off per week. About half of U.S. seafarers (52.9%) admitted adjusting work/rest records to cover the violation. In the overall sample, 64.0% of seafarers reported adjusting their records, demonstrating a stark stability over the last two decades. On a yearly basis, seafarers reported working more or far more than their shore counterparts. U.S. seafarers reported working an average 2,225 hours per year, which is similar to other seafarers (2,275 hours) but 26.1% higher than the average U.S. shore workers (1,765 hours per year).
Work-related stress U.S. seafarers reported marginally higher stress levels than other groups. Worryingly, one-third of U.S. seafarers exhibited stress levels considered severe and potentially dangerous (33.9%), close to the global average of 32.8%. U.S. seafarers identified ship inspections as the primary stressor, followed by onboard administrative duties, company communication, and port-related activities. This order of stressors was quasi-similar for all seafarers.
Safety Management System (SMS) U.S. seafarers reported the most negative experiences across all measured SMS dimensions compared to other groups. 79.0% of U.S. respondents declared their SMS as too long, compared to 66.0% of the total sample. Two-thirds (66.3%) of U.S. seafarers found SMS procedures generic and not ship-specific; similarly, 60.6% of global seafarers confirmed this. 71.0% of U.S. seafarers reported that their SMS did not reflect shipboard realities, considerably higher than the global average (45.1%). Furthermore, 68.6% of U.S. seafarers considered SMS difficult and paperwork excessively time-consuming, compared to 59.3% globally. About half (51.6%) of U.S. seafarers had submitted feedback to improve SMS; among them, 64.9% reported that their input was not taken seriously. Globally, 48.2% reported that their input was not considered.
Shore leave While shore leave access seemed comparatively better for U.S. seafarers than for seafarers overall, it remained severely restricted in both groups, with 68.5% vs. 76.9% reporting that they “never” or “rarely” go ashore. Workload and insufficient port time remained the top barriers across the U.S. and other groups.
Mental well-being The WHO-5 questionnaire revealed that nearly half (48.2%) of U.S. seafarers reported poor mental well-being, well above the average (37.2%) and the general population.
Career intention Worryingly, nearly half of the whole sample expressed the intention to quit seafaring within the next five years by exhibiting various stages of preparation. Less than half of U.S. seafarers (40.2%) intended to stay in a sea career over the next five years, slightly lower than the overall sample (45.2%). Notably, poor mental health was common reported by U.S. seafarers planning to quit (65.3%) compared to those intending to stay (34.9%).
Overall, the findings reveal a severe crisis across the seafaring workforce, with U.S. seafarers appearing particularly affected by significant occupational challenges.
While U.S. seafarers benefit from shorter contracts, this advantage is hampered by excessive workloads, demanding administrative burdens, extended work hours, high work stress, and severely limited shore leave. The combined effects of inspection pressure, administrative burden, and challenging communication with companies dangerously elevate unsustainable stress levels among seafarers, particularly U.S. seafarers. The impacts of such high stress are confirmed by widespread reports of poor mental well-being, potentially leading to mental health troubles.
Work-related factors and dissatisfaction with well-being trigger an alarming response among seafarers, with nearly half intending to exit the industry in the near future.
Addressing job stress and pressure is critical to safeguarding seafarers’ health and well-being and to ensuring the sustainability of the maritime workforce.
Without serious, immediate consideration for seafarers’ welfare, the shipping industry as a whole, and the U.S. maritime sector in particular, may face a recruitment crisis and the loss of vital operational know-how.https://commons.wmu.se/lib_reports/1106/thumbnail.jp
Charting the course : the role of IMO within the UNCLOS legal framework in tackling challenges of contemporary shipping
No full textThis report documents the proceedings of the two-day workshop, Charting the Course: The role of IMO within the UNCLOS legal framework in tackling challenges of contemporary shipping, jointly organized by the World Maritime University (WMU) and the Centre for International Law (CIL) of the National University of Singapore (NUS). The event took place in Malmö, Sweden, from June 9 to 10, 2025.
The central theme was the complementary relationship between the 1982 United Nations Convention on the Law of the Sea (UNCLOS) and IMO regulations, with an emphasis on the flag State’s duties under UNCLOS Article 94. The workshop’s core focus was the threat posed by the dark fleet (or shadow fleet ), associated fraudulent ship registration practices, the breaking of submarine cables and pipelines by merchant vessels, and possible measures by coastal States to prevent illegal operations of the dark/shadow fleet”.https://commons.wmu.se/lib_reports/1103/thumbnail.jp
Global green shipping development report
No full textThe report Global Green Shipping Development Report (2024-2025) co-developed by the Shanghai International Shipping Institute and the World Maritime University, aims at tracking the latest progress of global green shipping policies and emission reduction technology development, providing reference for port and shipping enterprises to adjust their business strategies and choose appropriate emission reduction paths in a timely manner, while enhancing public awareness of the green transformation of the port and shipping industry, promoting more stakeholders to pay attention to, explore, and invest in practical actions for green port and shipping transformation. This report mainly reflects the development of global green shipping from January 2024 to September 2025, and is divided into five chapters. The first chapter focuses on the release and impact of global green shipping rules during this period; Chapter 2 outlines market mechanisms for advancing green shipping development and the progress of establishing green shipping corridors; Chapter 3 introduces the development of major clean energy sources and supporting facilities for ships; Chapter 4 introduces the development of energy-saving and emission reduction technologies for ships; Chapter 5 evaluates the current development status of global green shipping and provides prospects for future trends in green shipping.https://commons.wmu.se/lib_reports/1104/thumbnail.jp