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This article uses nineteenth-century migration-themed texts and images as a starting point for investigating the production of various patterns of seaborne mobilities en route to colonial Australia from the 1830s to the 1880s. Within the mobility framework, the floating world of emigrant ships provides a major venue for truthful representations of passengers' daily practices on board ship in general and maritime historiography in particular. It is argued that the interplay between body and space at different scales enables us to foreground the mobile, therapeutic, and affective dimensions of migration along the lines of class and gender. To this end, the article considers the production of seaborne mobilities within a larger context of maritime culture by engaging with four central thoughts: ship-based mobilities and mobile bodies, bodily motion and spatial mobilities, bodily health and therapeutic mobilities, as well as bodily senses and affective mobilities. These central thoughts, the article further asserts, direct us towards considering how the ship comes to be the prime site for evoking the imagery of mobile Britons, especially with regard to the various ways in which every-day mobilities are intrinsically embodied, practiced and performed through a body in transit. [ABSTRACT FROM AUTHOR]

Temperature cycling stability studies can be appropriately designed and utilized to ensure that drug product quality, efficacy, and safety are not compromised when materials are subjected to short term temperature excursions from intended storage that may occur during e.g., shipping, transport, or patient use. Some countries, such as Australia and Brazil, impose specific regulations that specify the need to conduct stability studies that are supportive of "real world" excursions as part of licensing approval requirements. These temperature cycling stability studies extend beyond what is described in ICH Guidelines Q1A(R2) and Q5C, and companies may be challenged in designing studies that not only satisfy country specific regulations, but also satisfy all global regulatory health authority expectations. This article focuses on responses to a cross-industry survey conducted within the International Consortium for Innovation and Quality (iqconsortium.org) member companies, regarding practices related to temperature cycling stability studies, in order to determine how these requirements are being interpreted and met. The results indicate that while there is no one-size-fits-all approach to performing temperature cycling stability studies, there are common and best practices that can be followed to satisfy global health authority regulatory guidelines and requirements. The purpose of this paper is to describe the outcome of an industry survey and common/best practices on temperature cycling stability studies performed on drug product (DP) to satisfy the requirements established for marketing authorizations in Australia and Brazil or any other countries that may have similar requirements. The framework is proposed within the context of late phase and commercial development of common biological and/or large molecule modalities, such as monoclonal antibodies (mAbs, including bispecific antibodies), fusion proteins, complex proteins, oligonucleotides, and antibody-drug conjugates (ADCs), but many of the general principles involved may be applied to other therapeutics, such as Virus Like Particles (VLP), gene or cell therapies (GTx or CTx), or vaccines. For the purposes of this paper, temperature cycling stability studies refer to studies that are designed, in part, to support short term temperature excursions that drug product may be subjected to during shipping and storage activities and is outside of the labeled storage condition of the product. [ABSTRACT FROM AUTHOR]

In the pre‐1914 era Australia did not develop an ocean‐going merchant navy. The problem is well recognised in previous studies that assumed that it was high Australian wages that made the operational cost of deep‐sea vessels uncompetitive on a global scale. This article reconstructs historical shifts in the Australian market for a seagoing workforce and demonstrates there was low recruitment of Australian labour. Drawing on new sources and inspired by efficiency wage theory the article argues that it was this shortage of a domestic labour supply that constrained the development of a national deep‐sea shipping industry. [ABSTRACT FROM AUTHOR]

Australia's economy and national security are heavily dependent on global maritime trade, but the maritime industry is characterised by globalisation, unfavourable trade practices, and the potential for supply-chain disruption. Australia's heavy dependence on foreign-flagged merchant shipping poses strategic risks for Australia, including risks to items essential to resilience in crises. In contrast, major maritime nations - Norway, Britain, America and China - have well-planned and co-ordinated national shipping industries well-supported by government policy. Australia needs a cohesive government-led maritime strategy with aligned regulation and policy coupled with enduring oversight of the industry. [ABSTRACT FROM AUTHOR]

Since the publication of the first BIMCO/ISF Manpower update in 1990, research on HR issues in the global shipping industry has received increased attention from academics and practitioners. The relatively recent half a decade update which was published in 2015 predicts a potential global shortage of almost 147, 500 ship officers. With high mobility among ship officers to landside jobs emerging as one of the key contributory factors to the shortage, a more profound understanding of the antecedents of this ship-to-shore career movement is needed. Questionnaires were sent via web-based survey to 305 ship officers within the Australian shipping industry; with 198 responses received. The empirical results showed the factors that predict turnover among ship officers as organisational, extrinsic, personal and industry issues. Personal issues such as separation from family and home are the key reasons for the increased movement to shore-side jobs among ship officers. Further, a complex web of unaddressed retention issues may coerce officers to quite working onboard ships. [ABSTRACT FROM AUTHOR]

Research on seafarer employment has increased over the last two decades; with two-thirds of studies focused on the dynamics of the global shortage of ship officers. The 2015 Global Manpower Update predicts a worldwide shortage of 147, 500 ship officers. Shipping industry employers are struggling to retain new generation ship officers beyond 10 years onboard their vessels. This challenge is severe in developed maritime nations such as Australia. Understanding the complexity of the retention issues (and how they impact ship officer shortage) from the perspective of Australian shipping industry employers is the focus on this paper. A semi-structured phone interview of 20 senior managers of shipping industry employers in Australia was done. The results highlight complex retention issues, a lack of adequate training and lapses in industry regulations as the reasons for the shortage of ship officers. It was also found that Australian shipping industry employers mostly rely on high salaries, recreational facilities and good working conditions as strategies to retain ship officers. The paper contributes to a reflective understanding of practical steps Australian shipping industry employers must take to improve ship officer retention; and further points to the need for a more responsible approach to the employment of seafarers. [ABSTRACT FROM AUTHOR]

• Submarine dense shelf water cascade can transform into supercritical turbidity currents. • This current transformation should be common on outer continental shelves worldwide. • The transformation process can significantly influence seabed morphology. Dense shelf water cascade (DSWC) is a common oceanographic phenomenon on many continental shelves. Previous studies indicate that the DSWC could shape seabed physiography and carry seawater, sediment, and organic carbon a long distance from the continental shelf to the basin floor. However, it remains enigmatic how these DSWC's interact with seabed geomorphology and travel long distances from the shallow to deep marine environments. In this study, we employed high-resolution multibeam bathymetry, 2D and 3D seismic reflection, core description, and sediment grain size data from the Gippsland Basin, southeast offshore Australia. The continental shelf of the central Gippsland Basin stores sediment supplied by the along-shelf transported DSWC. By calculating the sediment motion threshold, we demonstrate that the DSWC is capable of entraining sediment from, and forming dense bottom nepheloid layers above, the seabed. Seismic reflection data reveal that cyclic steps are common on the shelf and slope, indicating a downslope-transported, supercritical current-dominated environment. Core observation and grain size analyses reveal that coarse-grained, Ta-typed turbidites are the major facies, indicating the presence of high-intensity downslope-traversing turbidity currents. Thus, supercritical turbidity currents are the dominant sedimentary process in the central Gippsland Basin. We illuminate that DSWC can interact with pre-existing seabed bathymetry created by a buried submarine landslide, resuspending sediment and igniting downslope-transported turbidity currents. The presence of numerous cyclic steps indicates that the turbidity current can evolve into a supercritical regime upon ignition, leaving complex seabed geomorphology and allowing the forming currents to travel across the shelf and extend more than 80 km down the lower slope. As revealed by our literature review, we imply that the transformation of DSWC into turbidity currents should be a common sedimentary process on outer continental shelves globally, significantly sculpting the seabed morphology and facilitating sediment and other marine particles transportation from shallow to deep sea. [ABSTRACT FROM AUTHOR]

This article proposes the exploration of how leaders within the Australian offshore marine sector, as an example of a high reliability work context, engage in embodied sensemaking to resolve critical events. Based on an extensive literature review, it prescribes a phenomenological, interpretivist approach to examining embodied sensemaking via semi-structured critical incident interviews with seafaring leaders (Masters and Chief Engineers). By interpreting thick descriptions of their lived experience, it is intended to develop both theoretical understanding as well as practice wisdom for dealing with critical events. High Reliability Organisations (HROs), such as those within the offshore marine sector, face the challenge of maintaining exceptional safety and operational reliability amidst increasing volatility, uncertainty, complexity and ambiguity (VUCA). These factors provide for the emergence of critical incidents and events that are not readily anticipated. Weick’s theoretical model of sensemaking is examined in light of contemporary seafarer experience, as well as current theories on embodied cognition that were not available when Weick developed his sensemaking theory. Additionally, the research will challenge a number of archetypal assumptions of maritime command that have prevailed since Homer’s classicOdyssey. An examination of sensemaking of seafaring leaders will recast Homer’s hero, Odysseus, in light of the contemporary maritime context. Pursuing a phenomenological study into seafaring leadership with the view of developing a practice wisdom pedagogy has not been researched, despite its value being identified by the International Maritime Organisation. It is hoped that building wisdom and resilience in terms of how leaders within the Australian offshore marine sector make sense of, and resolve, these unexpected events will contribute towards the preservation of life and the environment. [ABSTRACT FROM PUBLISHER]

Abstract: The Sydney Harbour crossing is a key element of Sydney Metro City & Southwest, which includes 15.5 km of twin tube running tunnels extending from Chatswood at the north through to Sydenham, south of the Central Buisness District (CBD). One of the key features is the 1 % length of the alignment that passes under Sydney Harbour. The rest of the alignment is through rock, but the harbour crossing is designed to pass through harbour sediments and mixed face conditions undersea. An in depth study and analysis was required to confirm the feasibility of the safe construction of this short length of the tunnel in sub‐aqueous, soft ground conditions. It was necessary to carry out detailed, targeted investigation of the ground to enable the selection of an appropriate tunnelling technique for constructing the tunnels. [ABSTRACT FROM AUTHOR]

Australian ports serve diverse and extensive activities, such as shipping, tourism and fisheries, which may all impact the quality of port water. In this work water quality monitoring at different ports using a range of water quality evaluation indices was applied to assess the port water quality. Seawater samples at 30 stations in the year 2016–2017 from six ports in NSW, Australia, namely Port Jackson, Botany, Kembla, Newcastle, Yamba and Eden, were investigated to determine the physicochemical and biological variables that affect the port water quality. The large datasets obtained were designed to determine the Water Quality Index, Heavy metal Evaluation Index, Contamination Index and newly developed Environmental Water Quality Index. The study revealed medium water quality index and high and medium heavy metal evaluation index at three of the study ports and high contamination index in almost all study ports. Low level dissolved oxygen and higher level of total dissolved solids, turbidity, fecal coliforms, copper, iron, lead, zinc, manganese, cadmium and cobalt are mainly responsible for the poor water qualities of the port areas. Good water quality at the background samples indicated that various port activities are the likely cause for poor water quality inside the port area. [ABSTRACT FROM AUTHOR]

Ammonia, high temperature and high humidity have adverse effects on animals during long distance livestock export from Australia to the Middle East, but none of these is effectively measured currently. On the basis of data maps obtained on two voyages of live sheep export, this study determined sampling strategies for ammonia, temperature and humidity measurement on the vessel. The difference between predicted high and low ammonia sites on the shipment could be detected with approximately 5 measurement sites of each. Margins of error were determined, which suggested that dry bulb temperature could be measured with 6–8 measurement sites, but even 20 measurement sites were not sufficient to measure relative humidity. For the vessel recorded, considerably more ammonia measurement sites are required on closed decks than on open decks, with less variation for temperature measurement. The number of pens measured contributed more to the variance of ammonia and temperature measurement than the number of sampling locations within each pen on open decks. This study highlights the importance of a suitable sampling strategy to measure ammonia, temperature and relative humidity on board ship during live export. [ABSTRACT FROM AUTHOR]

This study investigates the mortality effect of primary and secondary PM 2.5 related to ship exhaust in the Sydney greater metropolitan region of Australia. A detailed inventory of ship exhaust emissions was used to model a) the 2010/11 concentration of ship-related PM 2.5 across the region, and b) the reduction in PM 2.5 concentration that would occur if ships used distillate fuel with a 0.1% sulfur content at berth or within 300 km of Sydney. The annual loss of life attributable to 2010/11 levels of ship-related PM 2.5 and the improvement in survival associated with use of low-sulfur fuel were estimated from the modelled concentrations. In 2010/11, approximately 1.9% of the region-wide annual average population weighted-mean concentration of all natural and human-made PM 2.5 was attributable to ship exhaust, and up to 9.4% at suburbs close to ports. An estimated 220 years of life were lost by people who died in 2010/11 as a result of ship exhaust-related exposure (95% CI β : 140–290, where CI β is the uncertainty in the concentration-response coefficient only). Use of 0.1% sulfur fuel at berth would reduce the population weighted-mean concentration of PM 2.5 related to ship exhaust by 25% and result in a gain of 390 life-years over a twenty year period (95% CI β : 260–520). Use of 0.1% sulfur fuel within 300 km of Sydney would reduce the concentration by 56% and result in a gain of 920 life-years over twenty years (95% CI β : 600–1200). Ship exhaust is an important source of human exposure to PM 2.5 in the Sydney greater metropolitan region. This assessment supports intervention to reduce ship emissions in the GMR. Local strategies to limit the sulfur content of fuel would reduce exposure and will become increasingly beneficial as the shipping industry expands. A requirement for use of 0.1% sulfur fuel by ships within 300 km of Sydney would provide more than twice the mortality benefit of a requirement for ships to use 0.1% sulfur fuel at berth. [ABSTRACT FROM AUTHOR]

The article discusses Australia's maritime security issues in Indian and Pacific Oceans. Topics discussed include key influences on the situation where the percentage of international trade is higher in island countries like Australia and its Indian-Pacific regional, discussed pressure on mercantile shipping at the Malacca and Singapore Straits, and discussed other threat to Australia interfering with shipping in the international waters to north including China and others.

The introduction of steam not only enhanced Australia's transport links within the empire. It also altered attitudes towards the feasibility and desirability of transpacific connectivities, and brought new prominence to the Pacific-orientations of Australia's eastern colonies. By envisioning steam-age connections across the Pacific, first to Panama and then to San Francisco, Australia sought to imagine and situate itself in a transpacific sphere. The routes shaped cultural sensibilities and political ideologies across the Pacific, expressed in affinities and allegiances between Australia and North America. This article examines transpacific steam from the mid- to the late nineteenth century, a fractured and indeterminate period which nevertheless laid the ground for Australia's sense of itself as an autonomous white nation, relating across the Pacific and within a wider Anglo world beyond Britain and empire. [ABSTRACT FROM PUBLISHER]

The article report the decisions of Australian courts in different court cases concerning commercial maritime law in 2014. It mentions several cases including "Programmed Total Marine Servs. Pty Ltd v Ships "Hako Endeavor, " "Hako Excel, " & "Hako Esteem" related to admiralty; "Childs v Scenic Tours Pty Ltd" concerning carriage of passenger; and "Newcastle Port Corp. v Vazhnenko" related to maritime pollution.

This note discusses the international origins of container shipping operation. During the Vietnam War, the concept of containerization spread. In the 1960s, the Australian route was one of the earliest markets to attract container shipping due to heavy labor costs. There were sharp rivalries between Britain and Japan on that route. However, the huge investments involved made the shipping companies work together in building the initial container vessels and a kind of international pooling system worked. As Australia imposed protectionism, politics were involved and the container shipping business became a complicated matter among the various companies, as well as their foreign allies, particularly when it came to the political preferences of the Australian Government. Eventually either full or partial adaptation to containerization followed, according to the nature of routes and port infrastructure, while Australia had its own containerization. [ABSTRACT FROM PUBLISHER]

The article focuses on the frequent occurrence of the general average in the shipping lines and waters off Australia. Topics discussed include the judicial discretion of the court on the lawsuit Simonds v. White related to general average, the laws regulating the insurance claims for the damages occurred due to natural calamities, and the judicial opinion of the court on the case Strang Steel Co. v. A. Scott & Co.

The article focuses on the laws related to the accidents that occur due to negligence within the ship at sea. Topics discussed include laws related to the accidents caused between the ships moving at the international sea water, accidents at the time of harbor installation within the territorial water and importance of flags of the countries at the international water while anchoring the ship. It further discusses various related cases like Saldanha v. Fulton Navigation Inc.

The article offers world news briefs related to shipping, shipbuilding and ports as of March 2013. The Australian Competition and Consumer Commission has authorised coal producers to negotiate collectively with port operator Gladstone Ports Corp. Filipino legislators have submitted bills that would establish the Maritime Industry Authority as the only agency to implement global standards on seafarers. Japan's coastal shipping policy aims to meet carbon dioxide reduction goals.

The article offers news briefs related to shipping, shipbuilding and ports in Australia as of 2013 and 2014. Great Barrier Reef Marine Park Authority (GBRMPA) announced the extension of making decision of the disposal application under the Great Barrier Reef Marine Park Act until 31 January 2014. Icebreaker Aurora Australis has welcomed aboard 52 passengers who are from MV Akademic Shokalskiy. Australian Antarctic Division has revised the shipping schedule for Aurora Australis.

Market access to coastal shipping services is often severely restricted. Most countries impose national flag requirements as a minimum. However, Australia's coastal shipping market has been more open than many other markets, allowing foreign flag access to domestic shipping through a unique permit and licensing scheme. This article assesses Australia's regulation of cabotage by examining the nature of the permits issued to foreign flag companies for domestic shipments and evaluates the changes currently being proposed against a database of permits issued in 2009 and 2010. [ABSTRACT FROM AUTHOR]

The article reports on several activities related to Australian shipbuilding, ports, and shipping. It announces the retirement of Gary Webb as chief executive officer (CEO) at Newcastle Port Corp. It mentions that the Australian Competition and Consumer Commission (ACCC) releases a paper for public discussion on ACCC Immunity Policy for Cartel Conduct. It adds that 11 pirates have been captured by the European Naval Force for committing piracy and pirate vessel operation.

The article offers information on maritime defence, customs and border protection in Australia as of August 1, 2013. doctor Mike Kelly, Australian Minister for Defence Materiel, announced the successful move of the final keel block for the destroyer, Hobart, into place by the AWD Alliance in Adelaide, South Australia. The first of 24 MH-60R Seahawk Romeo helicopters has completed its test flight. The European Commission introduce plans to ease internal custom ftmalities for ships.

The article offers information on topics related to maritime industry in Australia. It states that the paper entitled "2013 Defence White Paper" was released by Defence Minister Stephen Smith and Prime Minister Julia Gillard on January 23, 2013. It says that doctor Rosalind Dub was appointed to the board of ASC Pty. Ltd. by Minister for Finance and Deregulation, Senator Penny Wong for three years. It adds that a landing craft will be provided to Tonga's navy by Australia.

The article offers maritime news briefs in Australia as of May 1, 2013. Prime Minister Julia Gillard and Arts Minister Tony Burke announced the addition of the film "20,000 Leagues Under the Sea" to a growing list of blockbuster productions filmed in the country. Hutchison Ports Australia announces the development of new container terminals in Port Botany and Port of Brisbane. Lyle Banks has been appointed as the new general manager of Port Hedland Port Authority (PHPA).

The article offers news briefs related to shipping and ports. Egypt's Suez Canal Authority's (SCA) decision to raise toll fees by 3 percent from May 1, 2013, could force ship owners, to re-route ships around the Cape of Good Hope. The Australian Government has introduced a bill to amend the Marine Safety (Domestic Commercial Vessel) National Law Act 2012. The World Ocean Council (WOC) is launching a two-year effort to improve ocean business community's participation in the U.S. ocean policy.

The article offers information on marine insurance and challenges associated with the shipping industry in Australia. Topics discussed include liquidation of the oldest shipping company Stephenson Clarke Shipping in 2012, features of marine insurance protection which cover insolvency of carrier or shipping company operating a vessel and financial default of a buyer of cargo, and marine cargo insurance policies unable to respond to currency fluctuation exposures.

The article offers information related to shipment, ports, and shipping in Australia. The vessel lane changes has been approved by the International Maritime Organisation on approaches to San Francisco Bay and ports of Los Angeles in California. Sally Pitkin and Jack O'Connell have been re-appointed to the board of ASC Pty Ltd. The book "Maritime Security: A Practical Guide," by the Nautical Institute has been launched to provide guide for securing vessels and create a security culture

The article offers information related to maritime defence and border protection in Australia. The Director of Combined Maritime Forces in the Gulf region had stated that international efforts resulted to a fall in piracy attacks against local fishing and merchant shipping. Doctor Doug Cato of the Defence Science and Technology Organisation (DSTO) has received the 2012 Minister's Award for Achievement in Defence Science. Moreover, the promotion of safe shipping coordination is discussed.

Species can sometimes spread significant distances beyond their natural dispersal ability by anthropogenic means. International shipping routes and the transport of shipping containers, in particular are a commonly recognised pathway for the introduction of invasive species. Species can gain access to a shipping container and remain inside, hidden and undetected for long periods. Currently, government biosecurity agencies charged with intercepting and removing these invasive species when they arrive to a county's border only assess the most immediate point of loading in evaluating a shipping container's risk profile. However, an invasive species could have infested a container previous to this point and travelled undetected before arriving at the border. To assess arrival risk for an invasive species requires analysing the international shipping network in order to identify the most likely source countries and the domestic ports of entry where the species is likely to arrive. We analysed an international shipping network and generated pathway simulations using a first-order Markov chain model to identify possible source ports and countries for the arrival of Khapra beetle (Trogoderma granarium) to Australia. We found Kaohsiung (Taiwan) and Busan (Republic of Korea) to be the most likely sources for Khapra beetle arrival, while the port of Melbourne was the most likely point of entry to Australia. Sensitivity analysis revealed significant stability in the rankings of foreign and Australian ports. This methodology provides a reliable modelling tool to identify and rank possible sources for an invasive species that could arrive at some time in the future. Such model outputs can be used by biosecurity agencies concerned with inspecting incoming shipping containers and wishing to optimise their inspection protocols. [ABSTRACT FROM AUTHOR]

The article provides information on the medical issues of the Canberra class Landing Helicopter Dock (LHD) ships in Australia. It mentions that patients enter the LHD Maritime Role 2 Enhanced (MR2E) through a dedicated lift, either from flight decks above or from the hangar, or the vehicle deck below. It states that casualties after surgery are transferred to the High Dependency Unit (HDU), then to Low Dependency Unit (LDU) or the Medium Dependency Unit (MDU).

While there is considerable governmental and public focus on border security issues, predominantly unauthorised maritime arrivals and illegal fishing, there is less public visibility of the jurisdictional arrangements that lie behind the enforcement of Australian sovereignty and sovereign rights in its waters. This article outlines the relevant issues. [ABSTRACT FROM AUTHOR]

Shipping is a major process link in the Australian economy, with 753 Mt of international exports worth $202 billion passing through Australian ports in 2008- 2009. However there is limited knowledge about both the emissions from ships in coastal regions and ports in Australia and the effects of these emissions on air quality in the surrounding coastal and portside urban regions. This issue is of growing significance because of the increased regulation of land based emissions and the limited regulation of shipping emissions. These coastal and in port emissions, when advected over land cause deterioration in air quality particularly of atmospheric aerosol that affects human health. Furthermore, the coastal emissions that can be subsequently advected over land are not generally considered in Australian studies, in spite of them being much larger than in-port emissions. An overview is presented of the causes of ship exhaust emissions, their controls and regulation, and the methodologies used to estimate emissions inventory databases. It is suggested that the Australian methodology for estimating ship emissions be updated, airshed shipping emissions for all significant Australian ports and coastal shipping emissions be estimated, and the health effects assessed. [ABSTRACT FROM AUTHOR]

Abstract: The effectiveness of safety inspections of ships has been analysed from various angles, but until now, relatively little attention has been given to translate risk reduction into incident cost savings. This paper provides a monetary quantification of the cost savings that can be attributed to port state control inspections and industry vetting inspections. The dataset consists of more than half a million ship arrivals between 2002 and 2007 and contains inspections of port state authorities in the USA and Australia and of three industry vetting regimes. The effect of inspections in reducing the risk of total loss accidents is estimated by means of duration models, in terms of the gained probability of survival. The monetary benefit of port state control inspections is estimated to range, on average, from about 70 to 190 thousand dollars, with median values ranging from about 20 to 45 thousand dollars. Industry inspections have even higher benefits, especially for tankers. The savings are in general higher for older and larger vessels, and also for vessels with undefined flag and unknown classification society. As inspection costs are relatively low in comparison to potential cost savings, the results underline the importance of determining ships with relatively high risk of total loss. [Copyright &y& Elsevier]

There are a range of benefits to being able to define an industry, particularly with regard to subsequent efforts to determine employment and plan ways to increase its contribution to economic growth. Like all industries, the Australian maritime industry is competing for attention and resources in a busy world - from people working within the industry, government and other stakeholders such as maritime's larger siblings in the transport industry: road and rail. This article examines how the maritime industry is currently defined in terms of activities and, in particular, employment data. But the vexing question remains to be answered: just how many people are employed in the Australian maritime industry? To answer this question the article investigates different data collection approaches and finally presents a single, comparative snap shot on total employment in the maritime sector of the Australian economy at the close of 2010. [ABSTRACT FROM AUTHOR]

Purpose - This paper aims to analyse available multimodal transport route variations for iron ore shipments from northwest Australia to northeast China, focusing on a major iron and steel manufacturer. Design/methodology/approach - The research is focused on a case study and uses an established cost model as a framework, for the first time, in the context of heavy bulk cargo shipments. Field interviews and a questionnaire form the principal methods of primary data collection. The characteristics of bulk iron ore transport flow are analysed against traditional criteria and an appraisal of the transport infrastructure in north east China is made, considering both road and rail options, and various possible combinations for transport being evaluated. All factors affecting modal choice in the region are examined, including cargo volume, weight, and value, transport distance, transit time, transport costs and schedule reliability. Findings - The volumes of iron ore moved are large, with a high weight-to-volume ratio, and shipments are regular. The research initially confirms that sea and rail transport combinations are the most appropriate for the movement of iron ore. However, where rail transport corridors are congested, provided that the transport distances are not too great, road haulage appears to be an effective substitute and the most competitive multimodal transport route, at least in the short to medium term, is found to be a rail-sea-road combination via Port Bayuquan in China. Research limitations/implications - The research focuses on the delivery of iron ore to one major steel manufacturer in northeast China; so findings may not be transferable to other companies or circumstances. Practical implications - The paper first demonstrates that, for heavy, high volume cargoes concentration of flows on to one corridor, perhaps under the control of one service provider, maximises scale economies, but works against competition and route/mode choice. Second, it demonstrates that, for long haul shipments of iron ore, port variations and modal differences for inland transport yield only marginal differences in overall logistics costs. Originality/value - An assessment of high volume/heavy/low value cargoes such as iron ore has not previously been undertaken using this cost model. This paper therefore provides an original analysis of such supply chains. [ABSTRACT FROM AUTHOR]

The article discusses developments on the legislation concerning the maritime industry in Australia in 2008. The developments include the incursion of illegal foreign fishers in the country's northern sea territory and in the Southern Ocean, the whaling issue concerning Japanese fleets, and the issue on "boat people" or refugees, mainly from Iraq and/or Afghanistan. Several maritime cases are also cited, including the Livestock Transport & Trading v. Australian Maritime Safety Authority (AMSA).

What has been learned from the detailed study of cargo material found on merchant shipwreck sites in Australia? Some extensive collections of shipwreck cargo material have resulted from archaeological excavations by maritime archaeologists over the past 30 years or so. Other collections have been created by SCUBA divers, primarily before the introduction of the Commonwealth (Federal) Historic Shipwrecks Act in 1976. Many of these have now been documented as a result of the 1993 amnesty. The relationship between cargo artifacts from archaeologically excavated shipwrecks and similar artifacts found on terrestrial historical archaeological sites is explored through a consideration of the meanings attached to these objects, suggesting ways that artifact studies focused on shipwreck cargo material can contribute to understandings of colonial societies, the nature of capitalism, and the rise of consumerism. It is argued that successful colonial settlement was only possible where there was a regular supply of suitable consumer goods for the newly arrived colonists. [ABSTRACT FROM AUTHOR]

The article discusses maritime legislative developments in Australia. The government has been forced to allocate a further A$388 million in its 2006 budget to upgrading surveillance and enforcement. Civilian towage contractors have been engaged to tow the apprehended vessels to port after their detention. The Fisheries Management Act 1991 was amended to make provision for imprisonment of foreign fishers illegally fishing in the territorial sea.

The article discusses several maritime court cases in Australia. The case of Comandate Marine Corp. v. Pan Australia Shipping Pty Ltd. dealt with the relationship between the in rem action commenced in Australia and its relation with an arbitration clause in the charterparty providing for foreign arbitration. In Humane Society International Inc. v. Kyodo Senpaku Kaisha Ltd., the decision not to grant leave to serve originating process on the respondent in Japan, has been appealed.

Supply chains generally, and port-oriented chains more particularly, are not easily integrated for operational efficiency. This is not especially surprising given their complexity and the underlying power relationships by which they are structured. Nonetheless, integration that does occur may reflect efforts to re-engineer the chain; or, not unusually, it may be the result of substantial, market-based rationalization and consolidation of the industry through corporate restructuring by merger, acquisition or joint venture. Much less common, at least in a ports/shipping context, is the attempt to induce supply-chain integration and operational efficiency by direct application of regulatory power and through the intervention of a regulator into the marketplace. In April 2005 the Australian Competition and Consumer Commission (ACCC), the Australian competition regulator, intervened in the export coal chain which is oriented on the large coal handling terminal at Dalrymple Bay in Queensland. The Commission, through its authorization powers, allowed the terminal operator to introduce a queue management system designed, inter alia, to reduce ship queuing at the terminal and in so doing reduce the costs of ship demurrage and its negative impacts on exports. This paper focuses particularly, but not only, on the conceptual relationships between regulation and supply chain efficiency; and it examines the mechanisms, processes and outcomes in the Dalrymple Bay case. [ABSTRACT FROM AUTHOR]

A new variational approach to calculating water transport in a box model by inverse salinity modelling is presented. It allows one to calculate water transport robustly in cases when traditional salt-balance techniques fail. Application of the developed technique to a box model of Gippsland Lakes estuary, Victoria, Australia, is described. [Copyright &y& Elsevier]

It has been argued that competitive tendering for contracts can be used to overcome problems of natural monopoly and to make markets ‘contestable’. The recent Productivity Commission (2002) report into harbour towage in Australia noted the potential benefits of competition for contracts. Using the example of harbour towage, we investigate these claims when competitive tendering involves one segment of a vertical production chain. We show that direct customer contracting will not result in a perfectly contestable outcome if there is a complementary input provider with market power. We consider whether this situation improves when customers delegate the contracting process. Delegation only improves the outcome from the customers' perspective if the authority is able to receive side payments from the towage operators. Such side payments a priori would appear to be against the interests of the customers. We show, however, that side payments help the port authority to overcome the problems of market power, benefiting both the port authority and the customers. Further, these contracting outcomes are socially preferred to the unregulated outcome where port authorities and towage operators set prices and quality independently. This analysis sheds light and generally supports the Productivity Commission's recommendations. [ABSTRACT FROM AUTHOR]

It is now some five years since the restructure of Australian ports and their transformation into corporatized entities. This strategy was adopted in an endeavour to improve efficiency by distancing government from day to day operations--the element that was perceived by many to be the cause of sub-optimal performance. While there is widespread agreement that port performance has improved significantly, dissatisfaction persists with the continued political intervention which is considered to be the reason for ongoing sub-optimal performance and ports' commercial potential from being realized. This paper investigates some of these issues but argues that political intervention per se should not be the focus of research and what is widely perceived to be the cause of the problem. Rather, that political intervention is an effect of something more endemic, of a legislative framework which may not be appropriate for the operations of a commercially focused port. It is argued that the focus should therefore be on the cause, a legislative framework, rather than the outworkings, or the effects of that framework. [ABSTRACT FROM AUTHOR]