The influence of spatial change on operational strategies in early-modern Dutch maritime shipping: a case-study on Dutch maritime shipping in the Gulf of Finland and on Archangel, 1703-1740

A fundamental discrepancy between neoclassical and institutional research approaches lies at the core of contrasting results in historical studies about maritime shipping and trade. However, there is one point on which both contrasting approaches agree: both of them see maritime shipping as a spin-off effect and even more often as an illustration of trade. Thus, the mere fact that maritime transportation is an economic activity in its own right is ignored. In this paper, I claim that in order to understand the foundation of St. Petersburg in function of its influence on Dutch maritime shipping an evolutionary theory and methodology need to be applied, since they can overcome the limitations of neoclassical and institutional approaches to economic history. The goal of this case-study is to understand the how spatial change affects maritime shipping. This goal serves a double purpose. Firstly, it makes an activity commonly seen as a spin-off effect of trade central to the analysis. Secondly, it makes the interaction between land and sea a core analytical issue. I carry out the study of the influence of spatial change on maritime shipping in a historical context, thus subscribing to Paul David’s claim to use the past as “a museum of interesting cases” that provides a better empirical basis than the present.maritime history; economic history; Dutch-Russian trade relations

Logistics in early-modern Europe: A discussion of specialization, flexibility and efficiency in the activities of the Dutch shipping community in the eighteenth century

In this paper, I try to substantiate the necessity of studying early-modern maritime shipping as an integral economic activity, by which I mean that early-modern maritime shipping is defined not only by the nodes it connects nor by its own social structures exclusively, but by both elements at the same time. Moreover, maritime shipping must be viewed in an unabridged fashion: it is an economic activity that covers large distances and long periods of time. This implies that we need to find a way to overcome the limitations of the currently predominant view of early-modern maritime shipping as a set of condensed numerical data. I will prove empirically that transportation networks were indeed socially constructed spaces with the necessary features to allow us to speak of maritime shipping as an integral economic activity. I will do this by studying the operational and organizational structures of Dutch maritime shipping in the first half of the eighteenth century. In this paper, I present a preliminary taxonomy of shipping patterns on the basis of a continuous trade-off between cargo, port of destination and origin of the shipmaster. This taxonomy distinguishes between repetitiveness and flexibility in the shipmaster's choice of cargoes and routes.maritime history; maritime shipping; methodology of using early-modern maritime shipping records

Character Building Tradition in Maritime Shipping (Study at the Sailing Community in Binongko-Wakatobi Island)

This study aimed to describe the tradition of character building in maritime shipping. The source of the data was the result of ethnographic studies on the sailor community on Binongko Island, Wakatobi Regency. The main instrument in research was researchers, data collection was done through in-depth interviews, participant observation, and document analysis. The results of the study indicated that in the maritime shipping of sailors Binongko-Wakatobi is known for four stages of the character building tradition, namely; (1) providing moral knowledge through prospective sailors; (2) moral inspiration through the role of a koki, (3) moral actions played by sawi; and (4) role models played by juragan. The four stages were interrelated cycles that showed the value of the character's urgency both in maritime shipping. In addition, it is known that the typical character of Binongko sailors who are generally tough, patient, hardworking, unyielding, honest, simple, responsible, and friendly to nature, were formed through the tradition of maritime shipping. Character building interactions occur in oceanic spaces, a means of character building is a traditional boat, while the learning media are marine objects such as; waves, wind and coral

Environmental and Economic Benefits of Slow Steaming

Notwithstanding the fact that maritime shipping is the most energy efficient mode of transportation for large quantities of freight, there are continues efforts to improve its performance. These efforts have become even more intensive since the beginning of global economic crisis. Slow steaming is one of the attempts to improve both environmental and economic performance of maritime shipping. The paper gives an overview of existing studies on slow steaming and lists other available and already applicable solutions

Pricing Sustainable Shipping of Coffee: Consumers’ Preferences and Willingness to Pay for Emission Reductions and Offsets

The goal of this study is to explore whether decarbonization of maritime shipping and the full supply chain are valued in customer perception. Understanding consumers’ preferences and willingness to pay (WTP) for sustainable maritime shipping of goods can provide opportunities to spread the costs of required sectorial changes. Decarbonization labels were compared to the Fairtrade and European organic label. A discrete choice experiment (DCE) with 299 participants was performed and supporting data was considered for an exhaustive description of preferences and WTP in the exemplary use case of filter coffee. The results indicate a significant WTP premium for all labels. On average, direct reductions of all supply chain emissions were valued at 2.82€ (all values per 500g of coffee) and are thus comparable in importance to the Fairtrade label estimated at 2.77€. Maritime shipping offsets, reductions and offsets for the full supply chain were valued at average premiums of 1.79€, 1.95€ and 1.89€. Organic labelling led to an average premium of 1.61€. A random parameter logit model with correlated parameters found significant preference heterogeneity across participants for all labels. Participants preferring whole bean to ground coffee did not significantly differ in their underlying preferences for the sustainability dimensions but in their price perception and effectively displayed higher WTP for all attributes. This study contributes to current research by providing a thorough measurement of preferences and WTP for emission reductions along the supply chain and is the first to assess offsets compared to direct reductions in a controlled setting for a common product use case. Keywords: Sustainable maritime shipping; direct decarbonization; carbon offsets; discrete choice experiment; pricing.The goal of this study is to explore whether decarbonization of maritime shipping and the full supply chain are valued in customer perception. Understanding consumers’ preferences and willingness to pay (WTP) for sustainable maritime shipping of goods can provide opportunities to spread the costs of required sectorial changes. Decarbonization labels were compared to the Fairtrade and European organic label. A discrete choice experiment (DCE) with 299 participants was performed and supporting data was considered for an exhaustive description of preferences and WTP in the exemplary use case of filter coffee. The results indicate a significant WTP premium for all labels. On average, direct reductions of all supply chain emissions were valued at 2.82€ (all values per 500g of coffee) and are thus comparable in importance to the Fairtrade label estimated at 2.77€. Maritime shipping offsets, reductions and offsets for the full supply chain were valued at average premiums of 1.79€, 1.95€ and 1.89€. Organic labelling led to an average premium of 1.61€. A random parameter logit model with correlated parameters found significant preference heterogeneity across participants for all labels. Participants preferring whole bean to ground coffee did not significantly differ in their underlying preferences for the sustainability dimensions but in their price perception and effectively displayed higher WTP for all attributes. This study contributes to current research by providing a thorough measurement of preferences and WTP for emission reductions along the supply chain and is the first to assess offsets compared to direct reductions in a controlled setting for a common product use case. Keywords: Sustainable maritime shipping; direct decarbonization; carbon offsets; discrete choice experiment; pricing

The impact of a new port on the organization of maritime shipping: an attempt to generalize the results of a case-study on the foundation of St. Petersburg and its influence on Dutch maritime shipping in the Gulf of Finland and Archangel (1703-1740)

In this paper, I present an attempt to generalize the results of a historical case-study on the foundation of St. Petersburg and its influence on Dutch maritime shipping in the Gulf of Finland and Archangel in 1703-1740. In order to do so, I present the case itself first, followed by a description of the methods applied to its study and a detailed overview of the analytical results. The interplay of local and regional economic policies, infrastructural developments and the location of industries plays a major role in the organization of maritime shipping destined to the places and regions that were affected by it. The actual effect on the organization of maritime shipping, however, can be rather unexpected. The results of this case-study show that the impact of a new port on the organization of maritime shipping is anything but straightforward. The reason for this is that maritime shipping is an economic activity in its own right: maritime shipping is defined not only by the nodes it connects nor by its own social structures exclusively, but by both elements at the same time. In adopting organizational strategies varying from flexibility to repetitiveness in the choice of both cargoes and routes, maritime shipping is bounded by the origin of the shipmaster, the size of his ship and the type of cargo that he was specialized in. Thus, in order to understand the impact of a new port on the organization of maritime shipping it is necessary to take into account both the interplay of economic geographical circumstances and the complex organizational structure of maritime shipping. Three types of generalization are possible on the basis of the results of this case-study. From a historiographical point of view, the analytical results of this paper serve as an answer to existing assumptions about specialization in early-modern maritime shipping. On a methodological level, it is possible to generalize the resuls of this case-study in the form of a taxonomy of organizational strategies and behaviour of populations of shipmasters. This, in turn, is proof of the successful application of evolutionary theory to a profoundly economic historical topic

The impact of a new port on the organization of maritime shipping: an attempt to generalize the results of a case-study on the foundation of St. Petersburg and its influence on Dutch maritime shipping in the Gulf of Finland and Archangel (1703-1740)

In this paper, I present an attempt to generalize the results of a historical case-study on the foundation of St. Petersburg and its influence on Dutch maritime shipping in the Gulf of Finland and Archangel in 1703-1740. In order to do so, I present the case itself first, followed by a description of the methods applied to its study and a detailed overview of the analytical results. The interplay of local and regional economic policies, infrastructural developments and the location of industries plays a major role in the organization of maritime shipping destined to the places and regions that were affected by it. The actual effect on the organization of maritime shipping, however, can be rather unexpected. The results of this case-study show that the impact of a new port on the organization of maritime shipping is anything but straightforward. The reason for this is that maritime shipping is an economic activity in its own right: maritime shipping is defined not only by the nodes it connects nor by its own social structures exclusively, but by both elements at the same time. In adopting organizational strategies varying from flexibility to repetitiveness in the choice of both cargoes and routes, maritime shipping is bounded by the origin of the shipmaster, the size of his ship and the type of cargo that he was specialized in. Thus, in order to understand the impact of a new port on the organization of maritime shipping it is necessary to take into account both the interplay of economic geographical circumstances and the complex organizational structure of maritime shipping. Three types of generalization are possible on the basis of the results of this case-study. From a historiographical point of view, the analytical results of this paper serve as an answer to existing assumptions about specialization in early-modern maritime shipping. On a methodological level, it is possible to generalize the resuls of this case-study in the form of a taxonomy of organizational strategies and behaviour of populations of shipmasters. This, in turn, is proof of the successful application of evolutionary theory to a profoundly economic historical topic

Logistics in early-modern Europe: A discussion of specialization, flexibility and efficiency in the activities of the Dutch shipping community in the eighteenth century

In this paper, I try to substantiate the necessity of studying early-modern maritime shipping as an integral economic activity, by which I mean that early-modern maritime shipping is defined not only by the nodes it connects nor by its own social structures exclusively, but by both elements at the same time. Moreover, maritime shipping must be viewed in an unabridged fashion: it is an economic activity that covers large distances and long periods of time. This implies that we need to find a way to overcome the limitations of the currently predominant view of early-modern maritime shipping as a set of condensed numerical data. I will prove empirically that transportation networks were indeed socially constructed spaces with the necessary features to allow us to speak of maritime shipping as an integral economic activity. I will do this by studying the operational and organizational structures of Dutch maritime shipping in the first half of the eighteenth century. In this paper, I present a preliminary taxonomy of shipping patterns on the basis of a continuous trade-off between cargo, port of destination and origin of the shipmaster. This taxonomy distinguishes between repetitiveness and flexibility in the shipmaster's choice of cargoes and routes

Conspicuously absent: shipping emissions in climate change policy

This repository item contains a single issue of Issues in Brief, a series of policy briefs that began publishing in 2008 by the Boston University Frederick S. Pardee Center for the Study of the Longer-Range Future.The 2015 Paris Climate Agreement relies on state actors to meet self-determined greenhouse gas emissions reduction targets by self-determined means. In this Issues in Brief, Rebecca Cowing explores the unique emissions reduction challenges posed by the integrated, multi-state nature of maritime shipping. Ninety percent of all international trade by volume is transported by ship, accounting for nearly three percent of global carbon dioxide emissions. While the world’s highest-emitting countries set goals to cap or reduce emissions in the near future, marine shipping emissions continue to rise, and are expected to account for 6-14 percent of the global share by 2050. Cowing explores the question of who “owns” shipping emissions and presents the four options under consideration for the past two decades for allocating those emissions to individual countries. She concludes that without a robust methodology for assigning responsibility of shipping emissions and the proper incentives for states to include these emissions in their national totals, it will be nearly impossible to meaningfully reduce emissions from the sector. Rebecca Cowing is a 2016 graduate of Boston University’s Pardee School of Global Studies with a Master’s in International Relations and Environmental Policy. Her master’s thesis examined the complexities of international maritime shipping and the difficulties surrounding the mitigation of the sector’s greenhouse gas emissions. She currently works for the World Wildlife Fund in the Chinese Markets division