Environmental Risks in Maritime Logistics: A Case Study of Australia

This research report evaluates the maritime logistics department in Australia and identifies environmental risks and issues associated with maritime logistics. It discusses the significance of maritime logistics in the business sectors and recommends developing a risk management plan for monitoring environmental problems.

I
DECLARATION OF ORIGINALITY

II
STATEMENT OF ETHICAL CONDUCT

III
ACKNOWLEDGEMENT

IV
ABSTRACT
In the last few years, the emerging trends of globalization changed the way of
business and it is growing very fast because of their ability to provide good products and
services to the consumers. It is observed that the process of shipping is linked to the
transmission of products from one country to another. The objective of this research report
is to evaluate the maritime logistics department and identify numerous environmental risks
and issues linked to maritime logistics. A literature review is conducted in order to analyse
the opinions of other researchers and improve the effectiveness of the paper. Mainly, this
research study focuses on the environmental issues and threats occurred in the field of
maritime logistics. It is observed that the maritime logistics is defined as the complex
process which is used in the business industries for shipping products and items from one
location to another. Such kind of process has the ability for improving the performance of
transport industries but there are several challenges faced by companies while using
maritime logistics which are described in this report. There are various research methods
included such as data presentation, analysis and interpretation, qualitative research design,
secondary data collection method, and content analysis process for analysing the obtained
data. This study shows the significance of maritime logistics in the business sectors and risk
factors linked with the maritime logistic process. From the literature review, it has found
that there are major two kinds of maritime cargoes used in the companies which include
general cargo and bulk cargo. This study discussed the key aspects of logistics maritime and
critically reviewed the types of maritime logistics along with their environmental issues. It
is identified that Due to enhancement in these calamities, the overall risks of the ports in
Australia have increased heavily with the passage of time. Therefore, it is concluded that
maritime logistic is an effective process which can be used for improving the performance
of transportation, but it is very important for companies to evaluate risks and issues linked

V
with the maritime logistics. It is recommended that companies should focus on the
environmental risks and issues associated with maritime logistics and develop a risk
management plan for monitoring such problems.

VI
TABLE OF CONTENTS
DECLARATION OF ORIGINALITY....................................................................................1
STATEMENT OF ETHICAL CONDUCT.............................................................................2
ACKNOWLEDGEMENT.......................................................................................................3
ABSTRACT.............................................................................................................................4
CHAPTER 1: INTRODUCTION............................................................................................8
1.1 BACKGROUND OF THE RESEARCH......................................................................8
1.2 STATEMENT OF THE PROBLEM...........................................................................11
1.3 RESEARCH AIMS AND OBJECTIVES...................................................................12
1.4 RESEARCH QUESTIONS.........................................................................................12
1.5 IMPORTANCE OF STUDY.......................................................................................13
1.6 ORGANISATION OF RESEARCH...........................................................................14
1.7 SUMMARY.................................................................................................................17
CHAPTER 2: LITERATURE REVIEW...............................................................................18
2.1 INTRODUCTION.......................................................................................................18
2.2 CONCEPT AND ASPECTS OF MARITIME LOGISTICS.......................................19
2.2.1 Maritime logistics: definition and meaning.......................................................19
2.2.2 Activities of maritime logistics..........................................................................21
2.2.3 Types of maritime cargos and products.............................................................22
2.3 LOSSES IN THE GLOBAL MARITIME DYNAMICS............................................25
2.4 TYPES OF RISKS IN MARITIME LOGISTICS.......................................................30

VII
2.4.1 Environmental risks in maritime logistics..........................................................30
2.4.2 Environmental risks in maritime logistics in Australia......................................32
2.5 RISK MANAGEMENT..............................................................................................33
2.5.1 Risk identification..............................................................................................34
2.5.2 Risk evaluation..................................................................................................35
2.5.3 Risk mitigation...................................................................................................35
2.5.4 Risk monitoring.................................................................................................36
2.6 RISK MANAGEMENT APPROACHES FOLLOWED WITHIN OF THE
MARITIME LOGISTICS SECTOR.................................................................................36
2.7 RESEARCH GAP........................................................................................................39
2.8 SUMMARY.................................................................................................................40
CHAPTER 3: RESEARCH METHODOLOGY...................................................................42
3.1 INTRODUCTION.......................................................................................................42
3.2 RESEARCH DESIGN.................................................................................................43
3.3 TARGET POPULATION............................................................................................45
3.4 DATA COLLECTION................................................................................................46
3.5 DATA COLLECTION INSTRUMENT.....................................................................47
3.6 DATA COLLECTION PROCEDURE.......................................................................47
3.7 QUESTIONNAIRE DEVELOPMENT.......................................................................48
3.8 QUESTIONNAIRE CONTENT AND DESIGN........................................................49
3.9 RELIABILITY AND PILOT STUDY........................................................................50
3.10 VALIDITY................................................................................................................51

VIII
3.11 ETHICAL CONSIDERATION.................................................................................51
3.12 RESEARCH GENERAL GUIDELINE....................................................................52
3.13 DATA ANALYSIS....................................................................................................53
3.14 CONCLUSION..........................................................................................................54
CHAPTER 4: ANALYSIS AND QUESTIONNAIRE SURVEY........................................56
4.1 INTRODUCTION.......................................................................................................56
4.2 RESPONSE RATE......................................................................................................58
4.3 ANALYSIS OF SURVEY RESULT..........................................................................60
4.4 DISCUSSION OF FINDINGS....................................................................................82
CHAPTER 5: CONCLUSION..............................................................................................87
5.1 INTRODUCTION.......................................................................................................87
5.2 CONCLUSION............................................................................................................89
5.3 SUGGESTIONS FOR FUTURE STUDY..................................................................91
REFERENCES......................................................................................................................92
APPENDIX..........................................................................................................................108

7
List of figures
Figure 1: Types of Maritime Cargo...................................................................................22
Figure 2: Ton-Miles of different cargoes which have been shipped by Maritime
Transportation (In Billions) (1970-2005)......................................................................................24
Figure 3: Dynamics in the global commercial scenario and trade volumes over the years
.......................................................................................................................................................25
Figure 4: Capacity of the container ships in the sea-borne trade over the years (1980-
2017) (In million dwt)...................................................................................................................26
Figure 5: Increase in the number of passengers by cruise across the globe over the years
.......................................................................................................................................................27
Figure 6: Total losses of maritime industry in different places (2006-2015)....................29
Figure 7: Suggested risk management framework for maritime industry.........................34

8
CHAPTER 1: INTRODUCTION
The emerging trends of globalisation and population explosion have paved the way for a
rapidly increasing demand for the supplying of goods and services all over the world (Grossman
and Helpman 2015). The process of shipping is concerned with the transmission of products and
items, in addition to the leisurely or business-oriented transport of customers, from one port, or
one country to another (Holguín-Veras et al. 2014). At present, shipping procedures have
encountered a number of modifications - ‘maritime logistics’ being one of the most advanced
and convenient approaches, with respect to the movement of merchandise across the supply and
delivery chain, from the manufacturers to the consumers or retail stores (Parola, Satta, and
Panayides 2015).
The following chapter of the dissertation concerned with an investigation of the
environmental risks associated with the maritime logistics environment in Australia, focuses on
the foundation principles of the concerned research, with respect to the research background,
aims and objectives, related questions and the overall study structure. There is also a brief
outlining of the background of the research, mentioning the pre-requisite information required
prior to the conductance of the concerned dissertation.
1.1 BACKGROUND OF THE RESEARCH
The aspects of ‘globalisation’ are widely prevalent worldwide and imply the
establishment of associated networks amongst organizations and industries, inhabiting numerous
cultures and countries, on an international scale (Pieterse 2015). The rapid incidences in
globalization, has enhanced its extension to a number of fields, beyond merely organizations,
including technological aspects, cross cultural transmission of social and cultural values, and

9
most importantly, transport (Baylis, Smith and Owens 2017). With respect to the aforementioned
flourishing of multicultural, globalized networks, significant amendments have been reflected in
the associated areas of transport, where organizations dealing with the execution of logistics and
shipment have to undergo considerable transformations, in order to fulfill the emerging demands
of a cross cultural as well as decentralized economy (Knight 2015).
The industries concerned with the shipment of various items and merchandise, forms the
crux of the development of today’s rapidly transforming economy and transport sector (Lau et al.
2017). The existence, along with the optimum functioning of global as well as nationwide
shipping procedures is imperative for the feasible and accountable availability of products and
travelling of individuals across the planet (Chan, Maclsaac and Bailey 2015). With this respect,
the adoption of practices concerned with efficient ‘maritime logistics’ is inevitable for
maintenance of efficiency in the movement of goods across various retail stores as well as
customers across the globe (Marti and Puertas 2017).
‘Maritime Logistics’ is a novel, complex and integrative procedure with regards to
shipping services at present, which aim for the enhanced transport of merchandise or cargo with
the aid of ships, through appropriate transportation networks outlining rivers, canals or oceans,
with the utilization of fuel friendly and cost-effective approaches (Yuen and Thai 2017). While
efficient conductance of the regulation of movement of goods across various organizational
platforms comprises of the primary characteristics of maritime functioning – it is however, not
devoid of significant risks (Kalogeraki et al. 2018). With respect to the concerned field of study
outlined in this dissertation, the emphasized risk investigation would be evaluated through
environmental dimensions. Ships comprise the heart of the department concerned with maritime
logistics and hence considerable environmental impacts are presented by the functioning of the

10
same, which includes generation of solid non-biodegradable waste materials, effluent secretion
as resultant products of cleaning and sewerage procedures, spillage of oils, followed by release
of noise as well as atmospheric pollutants (Bengtsson, Fridell and Andersson 2014).
Additionally, risks and impacts subjected to the ship via environmental mechanisms, driven by
ongoing alterations and unpredictability in global warming and climatic patterns also inflict
considerable negative consequences in the functioning of maritime logistics (Brynolf 2014).
The country of Australia ranks fifth worldwide in the usage of ships and shipping
services, with a vast array of over 11,000 ships and 600 port establishments, establishing
communication with 65 Australian ports (Vince et al. 2015). With respect to the emerging
environmental and climatic alterations overcome by the country of Australia every year,
considerable environmental risks are associated with the maritime logistics department of the
country. There has been an increasing prevalence of natural calamities in Australia, which
exhibit considerable negative implications in the functioning of maritime operations through
damage incurred in the concerned ports (Taylor 2015). The accumulation of aquatic as well as
solid industrial wastes also inflict considerable damage on the functioning of the required ships,
further posing as a risk in the maritime logistics department of Australia. In response to the
existence of such risks, there is hence a conductance of various risk evaluation, assessment and
mitigation procedures performed in Australia, which shall be discussed in detail, in the following
chapters of this dissertation (Lindstad and Eskeland 2016).
With respect to the country of Australia, there is a requirement for significant risk
management strategies are involved for the purpose of mitigating the environmental impacts of
shipment and maritime logistics. The ports of Australia concerned with the travelling and
commuting of ships, are required to be assessed and evaluated, resulting in the formulation of an

11
appropriate risk regulation plan, which will aid in the reduction of losses encountered due to
environmental consequences. This requires thorough and extensive planning, which will begin
with the assessment of the types of risks encountered, followed by adequate communication to
the managerial processes, for the purpose of highlighting the rate of damaged possibly incurred,
and the required decision-making procedures to regulate the same (Liu et al. 2016).
Upon completion of the required decision-making procedures, followed by their
execution, shipping organizations and ports in Australia, can then focus on implementation of the
required amendments for the management of environmental risks upon the department dealing
with maritime logistics (Sahim and Kum 2015). This would involve possible technological
innovations in the functioning and performance of the concerned ships, which can include
adoption of excess, surplus or waste energy and effluent reutilization by the ships concerned,
further resulting in reduced environmentally harmful emissions (Vander Hoorn and Knapp
2015). This would lead to considerable regulation of the possible environmental impact, and the
investigation of the same, followed by possible similar recommendations have been focused
upon in the following sections of this dissertation.
Hence, there is a requirement of extensive risk assessment, evaluation and mitigation by
Australia, which will be investigated and discussed elaborately with respect to this dissertation.
1.2 STATEMENT OF THE PROBLEM
While the process of maritime logistics proves to be an extensive and efficient
mechanism for the execution of efficient transport of goods and services across organizational,
customer and international networks, there lies considerable problems in the execution of the
same. A number of risks are associated with maritime logistics, mainly financial complications,

12
safety of humans and environmental implications (Chang, Xu and Song 2015). This dissertation
focuses on the investigation of the environmental risks, which contribute as a major problem for
the implementation of maritime logistics in Australia.
1.3 RESEARCH AIMS AND OBJECTIVES
The aim of this dissertation is to investigate the environmental risks associated with the
functioning of maritime logistics in the country of Australia.
The objectives of the dissertation are as follows:
 To evaluate the ongoing maritime logistics department in Australia, with respect to its
network, functioning and implications.
 To investigate the various environmental risks in Australia, with regards to the maritime
logistics department, followed by an evaluation of ongoing risk management procedures
aiming to mitigate the same.
 To recommend additional risk mitigation procedures which may be employed, for the
eradication and regulation of environmental risks in the maritime logistics department of
Australia.
1.4 RESEARCH QUESTIONS
The research questions of the dissertation are as follows:
 RQ1: What are the various environmental impacts and risks, encountered or inflicted, by
the maritime logistics department of Australia, at present?
 RQ2: What are the various risk management and mitigation procedures employed by the
maritime logistics department situated in Australia, as a response to the ongoing
environmental risks?

13
 RQ3: What additional risk mitigation and management procedures can be recommended
or implemented, for the management of environmental risks encountered due to maritime
logistics in the context of Australia?
1.5 IMPORTANCE OF STUDY
This dissertation aims to investigate the environmental risks encountered by the
department of maritime logistics in Australia, with respect to the country of Australia. Rapid
enhancement of globalization has ushered the need for efficient transformations in the field of
transport, with the emerging advances in shipping, being an imperative amendment in order to
facilitate the transport of goods across businesses and their potential consumers, cross culturally
(Peyvel and Lan 2016). Maritime Logistics is an impressive development with regards to the
shipment of goods and merchandise, which is concerned with the efficient functioning of various
commercial businesses by creating diverse consumer and organizational relationships, through
enhanced delivery of products (Lyonnet 2015). However, considerable environmental risks and
impacts are associated with the same, and the ignorance of which, will lead to considerable
negative repercussions on the deliverance of goods and global climatic background (Poulsen,
Ponte and Lister 2016). Australia remains victim to significant climatic alterations, as an impact
of the worldwide negative environmental phenomena of global warming and greenhouse effects,
which yield considerable operational difficulties in its maritime logistics functioning (Broome et
al. 2016). Hence, an elaborate and extensive investigation, regarding the procedures
implemented by the Australian Government for the risk management of environmental risks in
maritime logistics, formulate the rationale of this dissertation, the outcomes of which will yield a
clarified understanding of the present-day maritime functioning and amendments, with respect to
the country of Australia.

14
1.6 ORGANISATION OF RESEARCH
The following paragraphs highlight the salient features of the overall structure of the
dissertation, which was essential in order to outline the organizational aspects required for the
conductance of optimum research.
Introduction
The addition of this chapter is essential in order to establish basic conceptual features of
the concerned topic, which will aid in the development of the pre-requisite knowledge required
for enhanced understanding of the concerned topic chosen for dissertation. In this chapter, a
summarized introductory outline has been discussed, with regards to the chosen topic for the
dissertation, involving the investigation of environmental risks prevalent in the maritime logistics
performance in Australia. Firstly, the section of ‘Introduction’ highlights the key concepts of
globalization, transport and shipping, and the associated relationship existing amongst the three,
resulting in the establishment of the requirement of maritime logistics. The following paragraphs
of this section also briefly discuss the context of environmental implications with regards to the
Australian maritime context. This is followed by a focus on the required research aims and
objectives to be covered, the required research questions to be answered during the dissertation
conductance, a statement of the problem, lastly followed by the declaration of the rationale
inspiring the performance of the mentioned research context.
Literature Review
The second chapter on review of literature, is considered to be one of the most essential
features in the formulation and conductance of any research. This chapter presents an extensive
and detailed analysis of the various researches, studies and information, performed and obtained

15
prior to the commencement of this dissertation, acquired during the procedure of research
conductance. The review of literature firstly begins with a summarised review of researches
concerned with outlining the key features of maritime logistics, the various types of ships
utilized and the primary functioning principles defining the performance of maritime logistics.
This is followed by studying and highlighting an extensive review with regards to the prior
research conducted, focusing on current global maritime statistics, the possibility of occurrences
of various types of the associated risks and a need for management of the same. Finally, the
chapter of review of literature, highlights previous researches and existing information
concerning the environmental alterations encountered by the country of Australia, the
implications of the same in its maritime logistics and the present risk management and mitigation
practice employed by the associated departments of the nation, to improve its environmental, as
well as maritime shipment scenario.
Research Methodology
This chapter of the concerned dissertation outlines the salient procedures and principles
employed for the conductance of research, which will ultimately yield in the provision of the
results required for the implementation, collection and analysis of data. A focus on the various
qualitative and quantitative methods utilized for data gathering and researching, along with
hypothesis formulation and the required statistical principles employed for the outlining of
necessary conclusions with regards to the investigation of environmental risks in maritime
logistics, considering the scenario of Australia, has been extensively discussed in this chapter.
Data Presentation

16
The concerned chapter aims at presenting and displaying the information gathered by the
research, during the conductance of the study. The data so obtained during research performance
will be highlighted in this chapter, through graphical modes of representation, with the
employment of tabular and graphical templates, and as well as pictorial display of the same.
Such modes of visual representation highlighted in this chapter, will aid in the analysis and
interpretation of the concerned data.
Analysis and Interpretation
This chapter outlined in the dissertation is concerned with the researching of the primary
and secondary data so obtained during data collection, with the usage of appropriate statistical
procedures. The analysis so conducted will aid in the interpretation of the obtained and arranged
data which will further prove to beneficial in the process of drawing conclusions regarding the
ongoing environmental risks encountered by the maritime logistics department of Australia. An
additional benefit of the data analysis, as outlined by this chapter, will be in the formulation of
recommendations regarding the possible mitigation principles which the government of Australia
can undertake, as an active response to the present occurrence of environmental risks in its
maritime logistics procedures.
Conclusion and Recommendations
This chapter outlines the final statements and conclusions derived upon data analysis,
which will form an essential part of the research conducted in this dissertation. Conclusions will
highlight the present maritime logistics scenario prevalent in Australia, followed by current
procedures utilized by the nation, for the purpose of risk management and mitigation of the
same. The section of ‘Recommendations’ mentioned in this chapter highlights the salient

17
modifications which the country of Australia can undertake, for the improvement of its
environmental risk management concerned with the performance of maritime logistics.
1.7 SUMMARY
With respect to the above-mentioned paragraphs, this summary aims to serve as an
introductory perspective to the concerned research topic of the dissertation. This chapter
highlights the key theoretical concepts pertaining to the functioning and risks of maritime
logistics in the globe in general and Australia in particular. The chapter also highlights the
necessary research aims and objectives, followed by the questions and problems to be covered in
this dissertation, along with a brief outline of the overall structure and organization of the
research, which was required to be adhered to, for the successful completion of this dissertation.
Hence, to conclude, the introductory chapter was formulated to ensure the dissemination of
primary information required prior to commencement of the dissertation.

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CHAPTER 2: LITERATURE REVIEW
2.1 INTRODUCTION
According to Pacione (2013) in the recent years maritime industry has developed a great
focus on maintaining risk management within supply chain and maritime logistics context of
dealing with risk in a better manner. Moreover, the marine operations have certain risk problems
those have an impact on the people along with the environment. Reduction or dealing with all
type of risk factors is needed to be ensured through employing suitable risk management
processes. Considering the same the literature review will focus on explaining the risk
management process in maritime logistics along with evaluating the likely risks those are faced
by the maritime industry.
In marine industry there has been a considerable growth toward security, safety along with
risk assessment-based strategies like marine insurance and regulations. This is in order to deal
with the risks related with damage causing to properties and the environmental aspects. The steps
taken by the maritime logistics industry is observed to be very sluggish and particularly the risks
associated with the decision-making processes and the business functions (Merk and Notteboom
2015). The literature review will also focus on analysing that in marine industry most of the
perceptions, methodologies and frameworks of dealing with risks, hazard, safety and security
risks faced are for evaluation rather than proper management.
Keeping this into consideration, the concerned section tries to conduct an extensive and
elaborate review of the existing literary evidences and scholarly works present in this respect.
This is in order to discuss the different scholarly opinions present regarding the above-mentioned
issues, in relation to the maritime industry, globally as well as with respect to Australia.

19
Moreover, it also facilitates in analysing the steps and policies recommended by the literary
evidences to mitigate the concerned risks in the industry.
2.2 CONCEPT AND ASPECTS OF MARITIME LOGISTICS
With the increase in the waterways transport activities across the globe, with the years,
the notion of maritime logistics has been becoming increasingly popular across the globe and its
importance can also be seen to be felt all over the world, especially by the industrial and
commercial sectors of the countries, setting up trade and economic relations with other countries
in the contemporary period of Globalization and trade liberalisations (Song and Panayides2012).
In this context, it becomes immensely crucial to understand the meaning of the term “Maritime
Logistics” and the perceptions or notions present across the globe regarding the same, in order to
discuss the challenges and risks faced by the concerned industry. Keeping this into consideration,
the following section of the review tries to discuss the different definitions and opinions
regarding risks faced in maritime logistics operations and related risk management approaches
put forward by the scholars across the globe in order to explain the concerned notion and the
debates existing in this domain.
2.2.1 Maritime Logistics: Definition and Meaning
Songand Panayides (2012), defined the term “Maritime Logistics”, to primarily imply
transportation of different raw materials, intermediate commodities as well as final commodities
from one geographical location to another, in a global scale, so as to primarily cater to the
industrial demands as well as the demands of the consumers and households across the globe
(Songand Lee2012). However, this definition of the notion of maritime logistics is countered in
the work of Lange, Rinneand Haasis (2012), who discard this perception of the same, and
proposed a definition that Maritime Logistics is more of a traditional one, only encompassing the

20
aspects of transports of commodities across the globe, particularly focussing on the industrial and
commercial needs.
Research conducted by Pawlik, Gaffronand Drewes (2012), explained that maritime
logistics, in the contemporary period, is not only concerned with the transportation of goods
between two or more sea ports (maybe of same country or different countries across the globe),
but also deals with the aspects of transportation of passengers (both leisure as well as work-
related commuters) across different places. Augmenting this perception, Meersman, Van de
Voordeand Vanelslander (2012), put forward a much broader and multidimensional explanation
of the term “Maritime Logistics”. As per the assertions of the authors, maritime logistics
maritime logistics is also a crucial part of the supply chain logistics of the businesses across the
globe, participating in supplying the raw materials and intermediate products and requirements to
them and also acting as a bridge between the companies and their clients (Grammenos2013). The
assertions of Yercanand Yildiz (2012), augment that of the previous authors and they also add to
the discussion by arguing that the in-land transportations, that is the transport and logistic
activities taking place within the different ports, are also parts of the maritime logistics industry
in the global framework (Yercanand Yildiz2012).
Vitsounisand Pallis (2012), in this context suggest that the concept of maritime logistics,
in the centre of its principles itself, contains the concept of physical and economic or strategic
integration along with that of organizational integration (constituting od people, relation and
process) which in turn collectively contribute in the attempt of creating greater values both for
the stakeholders as well as for the consumers across the globe.

21
Thus, from the above definitions and opinions found to be present in the global scenario,
it can be concluded that in the contemporary period, the notion of Maritime Logistics, for most
of the scholars can be seen to be surpassing its traditional definition. Maritime logistics can be
understood as transportation of goods or passengers between two or more seaports. Moreover,
logistics in maritime industry is also the function of maintaining flow of materials to supplies to
companies through operations in seaports. This can also facilitate in marking its presence and
significance in the entire journey from the initial raw material suppliers to the final customers of
the commodities produced by the businesses.
2.2.2 Activities of maritime logistics
The notion of maritime logistics being a widespread one, there are different activities and
crucial roles played by the participants of the concerned industry as highlighted by different
scholars across the world, at different points of time. The principle activities of maritime
logistics can be seen to be as follows:
 Transporting raw materials (both inter-nodal and normal) between two or more sea-ports
(which can be situated within the same country or in different countries)
 Acting as one of the primary components of the supply chain frameworks of different
companies, especially those commercial ones having their operations, suppliers or sales
across different markets in diverse geographical locations
 Contributing in the cost effectiveness, productive efficiency and allocative aspects of
goods and services as well as intermediate materials across the globe, thereby catering
industrialisation (Min2012)

22
2.2.3 Types of Maritime Cargos and Products
Guerreroand Rodrigue (2014), in their elaborate research paper emphasizes on the
primary function of the maritime logistics, of that of transport of materials from suppliers to the
producers and from the producers to that of the final consumers. Waltersand Bailey (2013), in
this context, provide a detailed description of the types of maritime cargoes which are usually of
the following types:
Figure 1: Types of Maritime Cargo
(Source: Hoffmannand Kumar2013)
Break Bulk- The break bulk cargo are those types of commodities which are required to
be loaded individually and not by intermodal containers or in bulk and are transferred from one
Maritime Cargoes
General Cargo
(Generally, include those
cargoes which are packaged and
transported from one port to another)
(Montes,Seoaneand Laxe2012)
Bulk Cargo
(Generally, include those
substances which are usually
transported in bulk, normally in
crude unpacked versions)
Break
Bulk
Neo
Bulk
Contain
erized
Liquid
Bulk
Dry
Bulk

23
mode of transport to another, usually in bags, crates, drums, barrels, boxes and others
(Rodrigue2012).
Example: Crates, Cartons, Sacks, Bags, Drums, Pallets and others.
Neo Bulk- This sub-category of general cargo comprises of commodities which are pre-
packaged and are loaded or unloaded and transferred at ports as units. These are not stored in
containers as opposed to the previous form of cargoes.
Example: Steel, Paper, Lumber, Autos and others (Ducruet, Jolyand Le Cam2014).
Containerized Cargo- Laxe, Seoaneand Montes (2012), define the process of
containerization, in context of maritime logistic activities as the process of intermodal transport
of freights with the help of containers (which are also known as shipping containers or ISO
containers), which usually have globally conventional and standardized dimensions. The
containerized cargoes are loaded, unloaded, transported and stacked for long distances and can
also be transferred from one transport mode to another (Bellet al. 2013). The handling of
containerized cargoes is usually mechanized with numbering and tracking systems for each of
crates with the help of computerized systems.
Example: Lift on Lift off containers, Roll on Roll off containers
Liquid Bulk- These types of cargoes are liquid in nature and are usually transported in
bulk or large quantities in unpacked manners, that is, in their crude forms.
Example: Petroleum, LNG, Chemicals, Vegetable Oil, Molasses and others.
Dry Bulk- The maritime logistics not only deal with liquid forms of bulk cargoes but also
involve in transporting dry forms of commodities in bulk.

24
Example: Grains, Gravel, Scrap, Sand, Clinker, Fertilizer, Coal, Metal and others (Lee
and Lee2016).
The increase in the industrialisation has led to the need for transporting huge bulk
freight across the globes, which primarily include both dry as well as liquid bulk freights which
can be minor as well as major bulks, as can be seen from the ton-miles shipped by the Maritime
Transportation across the globe (Acciaro 2013). This can be seen from the following figure:
Figure 2: Ton-Miles of different cargoes which have been shipped by Maritime
Transportation (In Billions) (1970-2005)
As is evident from the above figure, among the different commodities, substances
like oil, iron and coal accounts for the majority of the ton-miles which are shipped in the domain
of maritime logistics, over the years, in the contemporary global scenario.
Thus, from the above discussion, it can be evidently seen that the maritime
logistics, apart from being a considerably crucial component of the supply chain logistics, also
plays active roles in transporting different types of cargoes from one place to another for
facilitating production, industrial development as well as global consumption over the years.

25
2.3 LOSSES IN THE GLOBAL MARITIME DYNAMICS
Over the years, the international trade for commodities and services has increased
considerably, much of which can be attributed to the increasing integration and inclusiveness of
the global commercial framework and the technological and infrastructural progress. This can be
seen from the following figure, which shows the total global trade volume over the years:
Figure 3: Dynamics in the global commercial scenario and trade volumes over the years
(Source: Epa.gov2018)
As is evident from the above figure, over the years, the world merchandise trade
volume has increased significantly and more or less stably, barring the period between 2007-
2008. Eatonet al. (2016), attributes this temporary slowdown of both the global merchandise
trade as well as the global GDP dynamics to the Global Financial Crisis of 2007-2008, which led
to an international slowdown and recessionary situation across the world. Both the dynamics,
however, can be seen to be gaining pace post-recession. In context to this, the global sea-borne

26
trade can also be seen to be increasing at a rapid rate, with the pattern of growth of the sea-borne
trade being similar to that of the dynamics of the global merchandise trade (Athukorala2014).
Maurerand Degain (2012), in their empirically evidenced paper, highlights
another important dynamic in the global maritime logistics in the aspect of vessel capacities.
According to the authors, with time, not only the trade volumes by waterways increased, but also
the capacity of the container ships in the sea-borne trade rose significantly, which can be seen
from the following figure:
Figure 4: Capacity of the container ships in the sea-borne trade over the years (1980-2017)
(In million dwt)
(Source: Statista 2018)
As is evident from the above figure, over the years, the container ships have
upgraded their capacity of containing materials substantially which also can be seen to be
positively contributing to the volumes of trade by sea-routes, thereby increasing the dynamics in

27
the maritime logistics (Athukorala 2014). Apart from the increase in the transportation of goods
across the globe by ships, the number of passengers across the world, travelling by ships (both
for the purpose of business or pleasure) has also increased cumulatively and considerably over
the years, as is opined in the work of Weintritand Neumann (2013). This assertion can be seen to
be empirically supported by the increase in the number of global cruise passengers over the last
few years, as can be seen from the following figure:
Figure 5: Increase in the number of passengers by cruise across the globe over the years
(Source: Cruisegid.ru, 2018)
Together all these factors, including the increase in the transportation of
merchandise related cargoes, machineries, finished products as well as passengers across the
global framework can be seen to have contributed immensely in the increasing dynamics and
activities of the maritime industry as a whole and in the maritime logistics.
With the increase in the maritime logistics, the aspects of safety in international
shipping transports can also be seen to be gaining immense significance and has been explored

28
and discussed by different scholars across the globe over the last few years. As rightly
highlighted by Weintritand Neumann (2013), with the international maritime transports dealing
with nearly 80% of the global trade (in terms of volume) and approximate 70% of international
commerce (in terms of value), the aspects of vessels safety have become a critical aspect for the
global economy.
Li, Yinand Fan (2014), in their paper, points out the dynamics in the number of
losses which can be seen to be experienced by the maritime industry over the years. As per the
authors, the losses in the maritime industry, have declined to some extent over the last few years.
According to the authors, with the ten-years average loss in the industry being 123, the same can
be seen to be decreasing considerably in 2014 (with the losses being 88 in total) and further in
2015 (with the losses being 85 in total). The losses, especially in case of large shipping vessels
can be seen to be declining by 45% over the last decade, much of which can be attributed to the
increasing safety protocols, regulations and of that of the creation of a safer operational
framework (Chang, Xuand Song2014).
The total losses over the last decade (2006-2015), region-wise can be seen to be
as follows:

29
Figure 6: Total losses of maritime industry in different places (2006-2015)
(Source: Agcs.allianz.com 2018)
As shown by the above figure, in spite of the increase in the safety protocols in
the maritime industry, the number of losses in different places, over the last few years, can still
be seen to be considerably high, which in turn poses as one of the aspects of crucial importance
and is thus treated as a serious issue in the context of maritime logistics.
The statistics regarding the losses in the maritime industry, over the last few
years, in turn, indicates towards the fact that the concerned industry experiences several types of
risks in their operational framework, which in turn contributes to the losses and damages which
both the demand side as well as the supply side participants in the concerned industry face in the
contemporary period. These aspects are discussed, with reference to the existing literary opinions
and empirical evidences in the following section of this chapter.

30
2.4 TYPES OF RISKS IN MARITIME LOGISTICS
Nget al. (2013), in their elaborate literary evidence highlights the fact that there
exist different types of risks in the operation framework of maritime industry and in the aspects
of maritime logistics, which in turn have considerable negative implications, especially for those
operating in the supply side sector of the industry. Based on the assertions of the authors and of
the other literary evidences, the primary types of risks experienced in the aspects of maritime
logistics are those of human safety risks, financial risks as well as environmental risks. Keeping
into consideration the objective of the concerned research, the following section of the literature
review tries to take into account the literary and scholarly evidences which deal with the aspects
of different of environmental risks in the maritime logistics industry, both in the global context
as well as in the concerned industry in Australia.
2.4.1 Environmental Risks in Maritime Logistics
One of the most important aspects of consideration in Maritime Logistics is that of the
aspects of environment, the ways in which the environment is affected and the implications of
maritime operations on the aspects of environmental preservation (Davarzaniet al.2016). As
Lindstad, Asbjørnslettand Pedersen (2012), argue, in their elaborate research paper, with the
rising concern regarding environmental degradation and pollution and its considerable negative
implications on the international domains (like that of global warming, scattered rainfall, changes
in climatic patterns in different parts of the globe, high air, water and land pollution as well as
different problems faced by the human beings across the globe due to the same), considering the
same in the domain of operations of maritime logistics have become even more important in the
contemporary period of increasing worldwide commercial activities and transport dynamics
(Psaraftisand Kontovas2013).

31
In this context, there exit different perceptions and literary works regarding the
environmental risks which occur in the domain of operations of the maritime logistics industry
across the globe and these opinions and perceptions vary across time, places and types of
maritime activities. As per the assertions of Schinasand Stefanakos (2012), the environmental
impacts and risks which occur in the operational framework of the maritime logistics industry, in
a global framework can be broadly classified into the following types:
a. Risks from the ships- This broad type of environmental risks are those which are caused
by the sailing of the ships and by the calling of the ships at different ports in the different
parts of the globe.
b. Risks from the ports- These include the risks of environmental damages which are
probable to occur at the ports by the activities of the ports themselves (Zhu, Erikstadand
Nowark2014).
c. Other risks- This category can contain different types of risks which can arise in other
aspects of operations in the maritime logistics, like that of emissions from the inter-modal
transport networks which serve the hinterland of the ports and other similar operations
which fall under the domain of maritime logistics industry (Oecd.org 2018).
On the other hand, Bichou (2014), points out the general environmental risks which occur
in the domain of maritime logistics industry, across the global framework to be as follows:
 The increasing changes in the climatic patterns and the level of increase in the
unpredictability of the same, in many places, as asserted by the author, can be seen to be
one of the primary factors contributing to the increasing risks in this domain, as the same

32
has been leading to increasing number of accidents over the oceans as well as that of
increased instances of damages of cargo ships’ hardware (McKinnonet al. 2015).
 The environmental damages which the cargo ships and other maritime activities make,
include that of water waste materials and emission of GHG, which in turn leads to
increased sediments in the seashore of the different port regions, which also hamper the
activities of the ports, which include arrivals and departure of the ships (Kwesi-Buor,
Menachofand Talas2016). The waste sedimentation also damages the ships by sticking to
the blades of the same.
2.4.2 Environmental Risks in Maritime Logistics in Australia
There has been severe change in climatic conditions in Australia in the past few
decades. The most common disasters in the nation include cyclones, flood and drought over the
last few years. Due to increase in these calamities, the overall risks of the ports in Australia have
increased heavily with the passage of time. The most inherent phenomena include storms and
cyclones in Australia, which have caused severe damage on the ports. The cyclone track is
situated in the south-eastern Australia and this area is highly prone towards sea storms and
cyclones (Hofmannand Lampe2013). The environmental factors constitute of greenhouse gas
emissions and waste materials in water. The waste materials in water comprise of the sediments
situated in the seashore of the ports. These pose problems for the ports at the time of arrival and
departure of cargo ships.
The waste materials in water are congested in the ship blades, which are causing
damages to the ships. This increases the risk of damage for the nearby ports. The strategies of
risk assessment have been initiated in the cities for eliminating the risks engaged in maritime
logistics as well as ports (Lam 2012). The government reports have been used regarding climatic

33
change, which has enabled in developing strategies for eliminating problems. Due to this, the
government of Australia has appointed various geologists and researchers for understanding the
Australian climatic conditions. The government is involved in reviewing the climatic change in
the nation, which has attracted attention towards the risks. The rise and fall in the sea level
exposure have led to certain risks for the ports.
2.5 RISK MANAGEMENT
Risk management in maritime logistics has been a significant component in the
logistics industry. The ports are confronted with various types of risk that take into account
environmental risks. It has been evaluated that the risks comprising of storms and cyclones have
been the significant risks in this regard. The methodology and processes related to risk
management have been enforced so that the risks and hazards in maritime logistics could be
mitigated (Pacione 2013). The shipping and offshore industries that take into consideration the
gas and oil sectors have maintained strategies for managing risk so that the port-related hazards
and risks could be minimised. In this context, the process of qualitative risk management
deserves special attention, as the risks could be assessed properly and accordingly, they could be
eliminated with the help of mitigation methodology (Berg, Storgårdand Lappalainen2013).One
of the significant risk management issues is to be integrated and it needs to be embedded in the
organisational functions so that the decision-making strategies could be improvised.

34
Figure 7: Suggested risk management framework for maritime industry
(Source: Zhanget al. 2014)
2.5.1 Risk identification
The identification of risks is the initial phase of the framework related to risk
management. In this context, Talley (2013) cited that the framework contains all the internal and
external activities of the organisation, which are prone to the other risks. From the perspective of
the maritime sector, the risk factors primarily rely on the environment. The common risk factors
are associated with natural calamities comprising of floods, cyclones and storms. The ports could
incur financial losses because of severe damage to them and goods available on the same.
Pollution and oil spilling are the most significant risks in maritime logistics because of hardware
damage. Thus, the risk management strategies need to be used in the port, which would enable to
mitigate the overall risks (Berg 2013).

35
2.5.2 Risk evaluation
Risks could take place as natural calamities and accidents. However, the process
of risk evaluation takes into account qualitative as well as quantitative techniques, which help in
assessing different kinds of hazards and risks. There are two risk parameters comprising of
frequency and impact. Therefore, risk could be obtained by multiplying frequency with impact
(Bergqvist and Egels-Zandén 2012). Therefore, certain tools and techniques are utilised for
assessing the risks engaged in the context and they are listed down under:
 Failure modes and effects analysis (FEMA)
 Event tree analysis (ETA)
 Preliminary hazard analysis (PHA)
 Fault tree analysis (FTA)
 Human reliability analysis (HRA)
 Cause-consequence analysis (CCA)
2.5.3 Risk mitigation
Risk mitigation takes into consideration different strategies, which might assist in
resolving and maintaining the risks associated with the maritime sector. The strategies constitute
of the utilisation of various systems and techniques able to maintain the risks in the maritime
sector. The significant risk in the maritime sector is oil spilling, which is the primary reason
behind water pollution (Nget al. 2013). Hence, the ports could use different containers so that oil
could be transferred to the other ports for minimising the level of risk inherent in the sector.
Different projects have realised that suitable management needs the support from
the stakeholders of the organisation. Hence, in this case, the involvement of the stakeholders in

36
the process of risk management is crucial. The current knowledge regarding risks in maritime
logistics has assisted in formulating strategies to eliminate risks in maritime logistics sector. The
stakeholders have undertaken initiatives to maintain hazards and risks associated with the port
(Merk and Notteboom 2015). The enforcement of scientific information regarding risks and port-
related information might generate report about the strategies of risk assessment. The Australian
ports are disseminated with environmental risks, which have caused damage to the resources as
well as containers (Chang, Xuand Song2014). These constitute of Engineers Australia, the
Maritime Union of Australia, Shipping Australia, Transport and Logistics Industry Skills
Council and National Transport Corporation. Some other groups have been provided with
adequate information in Victoria that includes South East Councils Climate Change Alliance and
Port of Hastings Corporation.
2.5.4 Risk monitoring
The process of risk monitoring includes the tools of monitoring for executing the
strategies of risk mitigation. The risk monitoring assists in maintaining the risks in the maritime
sector of Australia. These strategies help in maintaining and checking the risk levels involved in
the sector (Talley 2014). This assists in eliminating strategies for the associated risks in the
maritime sector of Australia.
2.6 RISK MANAGEMENT APPROACHES FOLLOWED WITHIN OF THE
MARITIME LOGISTICS SECTOR
There are certain risk management components in the maritime industry of Australia,
those can address the types of identified risks faced by maritime logistics globally and these
components are summarised briefly as follows:

37
New building and scrapping:
Scrapping denotes the action of segregating a ship into portions for disposal or reuse by
reprocessing the same. New building signifies the formation of new ships by utilising the
scrapping parts. The shipping policies intend to minimise the risk negative influence on
environment, which would lead to rising amount of scrapping and new building. It is possible to
minimise the environmental effect by adopting these risk management practices by using an
enhanced hull design through the segregation of old ships by developing new ones with
advanced technologies (Li, Yinand Fan2014). With the help of new hull design, it is possible to
minimise environmental effect through reduction of the operational emissions by lower
consumption of fuel and accidental pollution arising due to lower oil spills and exposure to other
hazardous materials during accidents. In addition, enhancement in the quality of structure, outer
coatings, design along with working conditions for passengers and staffs would need scrapping.
The intention is to increase new building for raising the ship longevity and minimal future
scrapping (Shi and Li 2017).
For instance, the new ship scrapping risk management approach in Australia has allowed
faster demolition of the old vessels so that new and efficient vessels could be formed. A subsidy
was announced by the Transport Ministry of the nation for the shipping organisations to be
provided into two halves, which include once after scrapping and once after formation of the new
vessel. This would minimise the risk of pollution from single-hull and old ships along with
increasing the overall vessel efficiency (Hornell 2015).
Linear alliances and conferences:

38
Linear conferences denote the associations of ship owners served on the part of a
secretariat providing global services on a specific route within particular geographical
boundaries under agreement. These could fix common rate of freight along with regulating
carrier capacities (Song and Lee 2012). On the other hand, linear alliances signify cooperation
among the workers in liner ships for avoiding competition so that the price along with trade
efficiency and stability could be improved. If there is imposition of additional environmental
regulations on the services of liner shipping, they have to incur additional costs (Song and
Panayides 2012). They switch to costly techniques of waste disposal generated from scrapping,
building and other activities. In addition, they incur greater costs on maintenance for combating
with environmental damage along with raising cost of capital and building costly and new
technologies for formulating environment-friendly ships.
By taking into consideration all the situations, competition is intense in the liner
shipping services sector paving the path for destructive price wars, declining profits and
increased costs (Weintritand Neumann2013). Therefore, in addressing such identified risk the
strategic alliances provide advantages to the shipping organisations by raising price stability
along with profitability. For instance, a new shipping alliance O3 has been established by three
organisations. These organisations are China Shipping Container Lines Co., CMA CGM and
United Arab Shipping Co. Such alliance has assisted in minimising the cost of operations, raising
effective resource allocation, increasing economies of scale by utilising large vessels along with
diversifying the area of services and increasing profits (Riadet al. 2012).
Profitability of the shipping companies:

39
The sustainable shipping policies associated with the environment would raise the
overall economic performance and therefore, the profit margin pertaining to the liner ship
organisations would increase in tandem as well. However, in future, it is expected that the
organisations would face risk of heavy pressure for minimising their emissions and pollution. As
a result, they need to make additional investments for implementing green technologies in their
business operations (Riadet al. 2012). Gradually, the effects of positive economic side would
help in covering these costs along with generating profits for the organisations (Lange, Rinneand
Haasis2012). By using the outdated and old vehicles rather than creating new ones, profits could
be earned only in the short-term; however, the loss would be bigger in the long-run. The
environment-related issues could be segregated into technical enhancements and operating
policies.
For instance, risk management approach of enhancement in the technology of ship
engine by the initiation of waste heat recovery systems like recovery of energy from hot exhaust
gas for usage in fuel pre-heating could improve substantially the efficiency of the engine by
placing lower load on power generators. This process finishes in savings of considerable amount
of fuel. When all these factors are taken into account, it could increase the profitability of the
shipping organisation by large amounts in the upcoming years (Maurerand Degain2012).
2.7 RESEARCH GAP
From analysing the existing research on the activities carried out in global maritime
logistics and the risk management processes followed within the maritime industry, it has been
observed that there exists a gap in evaluating the activities of the global maritime dynamics.
Moreover, a gap has also been revealed in the literature regarding the risk-based activities
elaboration in the maritime industry based on which risk management capabilities can be

40
considered. In addition, most of the researches also had aa limitation in analysing specified tasks
those require effective risk management policies and procedures. Considering such research gap,
the current research will focus on addressing the same through elaborating on the types of risks
faced by the maritime logistics operations in all its operations along with the new risk
identification and monitoring policies implemented within the maritime logistics operations.
2.8 SUMMARY
Based on the above discussion, it could be stated that with the increase in the
activities and volume of transports through waterways, the maritime industry can be seen to be
not only experiencing increase in profits and expansion, but also can be seen to be subjected to
several types of risks in their operational framework, which can be seen to have negative
implications not only for the supply side providers in the maritime transport industry but also on
the demand side participants and also directly or indirectly on the aspects which are not directly
involved in the industry dynamics.
There has been severe change in climatic conditions in Australia in the past few
decades. The most common disasters in the nation include cyclones, flood and drought over the
last few years. Due to increase in these calamities, the overall risks of the ports in Australia have
increased heavily with the passage of time. The most inherent phenomena include storms and
cyclones in Australia, which have caused severe damage on the ports. Different projects have
realised that suitable management needs the support from the stakeholders of the organisation.
Hence, in this case, the involvement of the stakeholders in the process of risk management is
crucial.

41
The current knowledge regarding risks in maritime logistics has assisted in
formulating strategies to eliminate risks in maritime logistics sector. The stakeholders have
undertaken initiatives to maintain hazards and risks associated with the port. The enforcement of
scientific information regarding risks and port-related information might generate report about
the strategies of risk assessment. The container ships have upgraded their capacity of containing
materials substantially which also can be seen to be positively contributing to the volumes of
trade by sea-routes, thereby increasing the dynamics in the maritime logistics. Apart from the
increase in the transportation of goods across the globe by ships, the number of passengers across
the world, travelling by ships (both for the purpose of business or pleasure) has also increased
cumulatively and considerably over the years.
Enhancement in the technology of ship engine by the initiation of waste heat recovery systems
like recovery of energy from hot exhaust gas for usage in fuel pre-heating could improve
substantially the efficiency of the engine by placing lower load on power generators. This
process finishes in savings of considerable amount of fuel. When all these factors are taken into
account, it could increase the profitability of the shipping organisation by large amounts in the
upcoming years.

42
CHAPTER 3: RESEARCH METHODOLOGY
3.1 INTRODUCTION
The sea transport industry in Australia is growing dynamically given the current surge in
global trade and commerce. It becomes imperative to determine the various risks facing the
growing industry. The current research methodology focuses on analysing the various
environmental risks associated with maritime logistics along with the analysis of the
vulnerability of such risks with the challenges in implementing policies and practices for
decision support and recommending strategies for mitigation environmental risks associated in
maritime logistics. Research methodology is the most integral part of any study (Lewis, 2015,
pp.473-475; Forsyth, 2016, pp.372-387). The process of research includes scientific processes of
quasi-experimental, experimental and non-experimental methods relative for the study. In order
to conduct a research primary and secondary information as well as data is collected on the topic.
Similar to other studies, this research undertakes a systematic investigation for the exploration of
knowledge regarding environmental risks and their mitigation. As research undertakes a
systematic evaluation for exploring of existing knowledge, it provides a process which supports
confirmation of theories as well as validating earlier research in the domain (Creswell &
Creswell, 2017).
The current research procedure will take into account various investigating techniques to
arrive at various environmental risks which are facing the maritime transport industry along with
an evaluation of strategies to overcome such risks. The main objective of the research is to
analyse the factors that cause environmental hazards in marine logistics. The goal is to
identify the environmental risks of Maritime Logistics and the vulnerability due to risks,
including workers and measures of adaptation of identity, through the policy of critical

43
support and integrated decision analysis. The study also considered strategies aimed at
mitigating the environmental risks in maritime logistics.
3.2 RESEARCH DESIGN
Prior to arriving at a particular research design, ascertaining a research philosophy
becomes integral. Through research philosophy, belief related to observation has to be gathered
and then analysed before their utilization. Epistemology is the evaluation of truth as against
doxology, which assumes the truth as being the philosophy of research (Meyers, Gamst &
Guarino, 2016). The major two research approaches are positivists and interpretive. A
positivist’s philosophy undertakes observation and then describes the phenomenon from an
objective point of view, before inferring the phenomenon. In interpretivism, a subjective
intervention, in reality, is assumed. For the purpose of this study, interpretive philosophy is
considered (Parola et al., 2017, pp.116-138).
A research approach can be in a qualitative or quantitative manner for a particular study.
A qualitative approach assumes subjective or descriptive determinants, whereas quantitative
approach specifies a mathematical or quantifiable determinant (Maxwell, 2012; Savin-Baden,
and Major, 2013; Heaver, 2015, pp.278-292). Studies, where scopes are similar in nature, are
referred to as naturalistic research or field research, specific researches are termed as
ethnographic and interpretive research. As this study has assumed an interpretive qualitative
research procedure, an in-depth and systematic evaluation of various happenings in natural
settings has been collected. This implies, the environmental risks that are faced normally have
been used in this study, while strategies or recommendations have arrived from similar outcomes
(Christensen, Johnson, Turner & Christensen, 2011; Morse, 2016). This study will collect and
make use of real-time data available in the maritime logistics industry and the varied

44
environmental risks facing them, with their analysis of suitable strategies that will allow
overcoming them. This study will deal with descriptive data from environmental risks that are
faced and have been experienced by employees across companies in Australia. This gap exists
when it comes to identifying environmental risks, analysing the problems of implementing
strategies and practices related to these risks and proposing appropriate mitigation strategies.
This study selects Australia because there is no information about the intimidation of
environmental risks in the logistics sector in a maritime context. In addition, the targeting of a
number of agents is involved in maritime logistics activities in Australia, and this study will be
the first known literature review in this context. These research results can be used as a
knowledge and reference data cadence for future research and industry experts. For conducting
this study primary, meaning first-hand sources, as well as second sources, had been employed.
Several newspapers, company magazines, books, articles, internet sources were referred for
developing the questionnaire for the study (Wahyuni, 2012; Lee, Chung, and Lam, 2016, pp.612-
631). This research will collect quantitative data as well as qualitative data and then apply
suitable analysis techniques for arriving at the results of the study.
The process of research design includes processes which are used for collecting data and
then analysis of the research problem, hypothesis, dependent and independent variable, design of
the experiment and data collection method with a statistical plan (Mitchell & Jolley, 2012).
There are many ways in which a research design might be specified and analysing the scope of
the current study, the current research design can be specified to be descriptive in nature. In this
case, through a deductive approach it will be possible at drawing a conclusion by evaluating
various concepts that are integral to the study (Panayides, and Song, 2013, pp.295-308).
The research hypotheses are framed based on the research design of the study as below:

45
Hypothesis 1: Maritime Logistics have been negatively impacted by environmental
risks due to climate change in Australia.
Hypothesis 2: Influence of environmental risks on Maritime Logistics depends on
the type of working company.
Hypothesis 3: Maritime Logistics have been negatively impacted by environmental
risks due to Industries in Australia.
Hypothesis 4: Sufficient alleviating measures have been taken to minimize the
influence of environment on Maritime Logistics.
3.3 TARGET POPULATION
This research will collect primary data by utilising an online
questionnaire survey from the parties in Australia who are involved in and/or
impacted by environmental risks in the maritime logistics companies. Ship
owners (including charterers), stevedoring companies, ship agencies,
terminal operators and logistics companies are the major parties affected by
environmental risks in maritime logistics area. Therefore, they are the
targeted groups in Australia in this study. The main sources for searching the
targeted companies are Australian Commercial Marine Group 2018, Shipping
Australia Limited, Australian competition and consumer commission
(Container stevedoring monitoring report 2016-17), and Logistics Australia
(www.logisticsaustralia.org). To achieve the comprehensive analysis, this
research will use stratified sampling method. The target respondents are
senior and experienced staff and mid-level managers from the above

46
mentioned four types of companies. The participants will be recruited by
email contacts available on publicly available web pages for the
organisations sampled from. The invitation letter containing a link to the
online survey will be sent to potential respondents. The invitation letter for
survey with information about this research is included in the information
sheet.
3.4 DATA COLLECTION
This study will collect data from source primary and secondary sources. Primary sources
include first-hand data sources, whereas secondary sources include published data related to the
study (Salkind, 2010; Liu et al., 2017). E-mail contacts of participants representing
maritime logistics companies will be collected through their respective web
pages for the online survey. An invitation letter that contains the survey link
consisting of the participant information sheet and survey questions will be
sent to the participants. The survey will take 15 minutes. Receiving
participants’ responses implies their consent for participating in this survey.
Two follow-up reminder emails will be sent one week and two weeks
respectively after initial invitation email was sent out in order to gain more
responses.
The collected data will be analysed by using SPSS. Descriptive
statistical analysis will be conducted. Secondary data will be collected from internet
sources as well as it will be searched from company magazines, newspaper, and other sources.
Each of the secondary sources will be searched in Google, Google Scholar and Australian

47
Government websites to search relevant data post year 2012. Once an appropriate data has been
arrived at which indicates environmental risks associated with maritime logistics, it will be used
for the study procedure.
3.5 DATA COLLECTION INSTRUMENT
The study made use of two distinct data collection instrument, one for primary data and
the other for secondary data. For the purpose of collecting primary data, survey method by
collecting data through questionnaire will be used. A survey comprises of a research method that
can be used for a predefined group of respondents. In this case, respondents comprise of
managers and employees within the logistics industry. In a survey respondents such as Ship
owners (including charterers), ship agencies, stevedoring companies, logistics companies and
terminal operators are the major parties affected by environmental risks in maritime logistics
area and will provide insights and information related to environmental risks observed and
strategies that are deployed in order to overcome them. A survey method adopts a standardized
procedure such as the furnishing of a questionnaire in order to collect opinion related to the
research outcome (Lee at al., 2012, pp. 20-11).
The secondary data collected for the study includes from sources such as internet and
company magazines and journals. As secondary data is collected from other sources, for this
project it will be collected from environmental reports, Corporate Social Responsibility (CSR)
Reports, Company websites as well as their annual reports. Studies that have in the past that have
conducted an assessment of environmental risks are likely to encompass some relevant data and
information on the topic. While searching for secondary data, the keyword searches that will be
used are "Environmental Risks Maritime Logistics", "Maritime environmental risks" and "Sea
cargo environmental risks".

48
3.6 DATA COLLECTION PROCEDURE
Once the data collecting instruments have been ascertained then the data collection
procedure needs to be initiated. The research involves collecting primary and secondary
information; therefore, it will take 10 to 15 days to get responses, especially for primary data to
be collected. The questionnaire once sent across to participants of the study will need to get
collected. Each participant contact details such as name, contact number and email id will be
kept for contacting them in case anyone fails to return back the questionnaire. The participants
will be asked to fill out the said questionnaire and return them. Each participant will be provided
with a reward encompassing certificate for participation for taking part in the study procedure. In
case a participant delays or is unable to provide with the details of answers, then the participant
will need to be persuaded to return the filled-out questionnaire. A participant might be contacted
at the end to verify details he has filled out in the questionnaire or in case he fails to return the
filled out questionnaire.
The secondary data collection will be initiated immediately after the initiation process of
primary data collecting procedure. The secondary data as indicated will be collected from varied
internet sources and then stored in a specific file format within my computer systems. Each of
the files collected will be downloaded and stored in the separate folder to be used at a later
period in the study. The data collected will be stored without making changes in the file, whether
in word or excel file format.
3.7 QUESTIONNAIRE DEVELOPMENT
The questionnaire for the study will be developed using various ideas that have been used
for similar studies and researches in the past. The questionnaire has been developed in Survey
Monkey platform. A framework protocol has been developed to ensure a degree of coherence

49
between respondents and researchers. However, given the general lack of literature specifically
dedicated to vulnerability and the management of supply chain risks, measures have been taken
to ensure that this is not a very large recipe. Questions and topics should be considered just an
initial discussion, where the answering span will generally last three to five minutes. The
questions will be complemented by target groups, which were held in the University's
environmental risk studies at the Maritime Logistics Seminar. This will lead to an increase in the
overall quality of the questionnaire and contribute to the acquisition of unbiased responses. The
main contact point is in most cases the leading logistic supply chain. Questions will be framed in
accordance with the logistics service providers and the impact of environment, and then
summarize the responses for thematic coding. A sampling analysis will be created with common
factors and linked problems in the supply chain of risk management.
3.8 QUESTIONNAIRE CONTENT AND DESIGN
The study will focus on the risk factors of Australian maritime logistics. The study will
shed light on various risks, including climate change and its impact on the marine industry. The
study will focus on the risk factors of Australian maritime logistics. The study will contribute to
the tasks and objectives of the study to be carried out. The objective of the study could be
divided into two main objectives in order to identify environmental risks associated with
maritime logistics and to recommend strategies to reduce environmental risks in maritime
transport.
Participants will be invited to participate in this study because they are one of the most
important professional actors with managerial experience and knowledge of environmental risks
in maritime logistics in Australia. Information about the profile, a number of years in the

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maritime logistics industry and position in the company was one of the first demographic issues.
Responses to environmental risks in the field of maritime logistics will be collected, with the
participants having more risks available in marine logistics as a result of the environment. Open-
ended questions on environmental risks in the field of maritime logistics and the impact of
environmental risks on society are also incorporated. The aim of the research was also to collect
responses on the issue of improvement of environmental risks and other environmental risk
related issues.
3.9 RELIABILITY AND PILOT STUDY
The study introduces a pilot study aimed at enriching the content and improving the
scope of the article. Content validity is applied to an extent to which a particular set of articles
corresponds to a content domain. Evaluating the content will help to make sure that the elements
used for construction are actually evaluated by what they have to measure. The investigator
performs a verification of the contents of the inspection by inviting some experts to review the
measurement objectives to make sure they represent the concept of the environment through
shipping logistics. Some changes had been made in the preparation of the draft, and the issues
had still been clarified in the pilot plan. The test was conducted in such a way that the device can
be tested and refined. The pilot was conducted in 35 graduate students who studied master’s in
international transport and transport logistics at the Australian Maritime College, the University
of Tasmania Launceston Campus, and 22 practitioners received practical samples. A total of 32
reliable answers were collected in the pilot project. Based on 32 responses, the temporary
qualifying instrument was created on the basis of two criteria: the authenticity of the content and

51
the preparation of a correlation analysis qualification between the subject and the outcome and
the reliability test.
3.10 VALIDITY
The study first examines the characteristics of the measurements of the environmental
design of sub-dimensions of validation and general correlation analysis, followed by the factor of
confirmatory analysis (CFA). In this study, the scholar first develops measures based on theory
and past research (Seo, Dinwoodie, and Roe, 2016, pp.562-582). The CFA examines how well
the detected amounts, i.e. the measurement of objects, reproduce hidden factors or sub-measures
in a hypothetical structure. Strong Priori guarantees the use of CFA instead of Exploratory Factor
Analysis (EFA). Reliability and correlation analysis results are available to plan and adequately
customize data analysis elements. Cronbach Alpha values must be more than 0.70, and then the
elements of the load elements are acceptable.
3.11 ETHICAL CONSIDERATION
The researcher will aim at accommodating all possible ethical guidelines for the study.
The study will progress once the ethical guidelines have been fulfilled by the researcher. The
researcher will not make use of any personal information of any participants, apart from those
that are required in the study. The researcher will not share details regarding the participants with
anyone else under the Data Protection Act 1998. Each participant will be made to sign the
research consent form in order to undertake part in the study. None of the participants will be

52
influenced or coerced or any other forces will be applied to the participants in order to obtain
their participation. The information that will be collected for the purpose of the study will not be
used for any other purpose apart from the study itself. The secondary sources that will be used
for the purpose of conducting the research will be data that is published after 2012. Each
secondary data source will be checked for reliability and validity, in order to ascertain
appropriate transferability of the results of the study.
3.12 RESEARCH GENERAL GUIDELINE
The general guideline for the research will include the following of ethical principles.
The study at each step will ascertain that it is catering to its aims and goals and is not deviating
from the research objectives (Glesne, 2015). All the parts and procedures of the research have to
be well supported by means of reliable pieces of evidence and developed in tune with the
research procedures. While conducting research with participants a brief training will have to be
undertaken for them such that they are able to understand the procedure in which the research
commences. The research procedure will be planned well in advance and commissioned as well
as managed for conducting as well as analysing the procedure of the study. The research
guideline will be in line with the following points.
 Terms of reference for the research will be written down
 The entire research will be undertaken by means of ethical processes and procedures
 The study will evaluate existing pieces of literature that is available from the year 2012

53
 It will include structuring of a close-ended questionnaire that will be posed to
participants of the study.
 At the first step of the research survey, the survey procedure will be planned
 Analysis and understanding of the survey research will be undertaken
 An executive summary of the entire research needs to be understood prior to the
development of the study. This allows highlighting the major highlights of the study.
 Helpful feedback on the research draft on reports and papers.
3.13 DATA ANALYSIS
The study once has finished collecting data from sources primary and secondary in nature
will analyze the same. As the study aims at collecting qualitative data along with quantitative
data, its analytical procedures will be dependent accordingly (Turner III, 2010, pp.754-760). The
qualitative data that will be undertaken for the study will be analysed using descriptive
techniques. Quantitative data collected for the study will be analysed using statistical and
numerical techniques. SPSS software package will be used for the statistical analysis. The
hypotheses of the research will be tested using inferential techniques. From CFA the factors will
be stratified to three factors, environmental risks due to climate change, environmental risks due
to industries, and alleviating measures taken to minimize the influence of environment on
Maritime Logistics. Dependent variable is taken as assessment of environmental risk in
maritime environment in Australia. The independent variables are impact of
environmental risks due to climate change, environmental risks due to industries, and
assessment on alleviating measures taken to minimize the influence of environment on
Maritime Logistics. ANOVA, Spearman’s correlation analysis will be used for testing the

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hypotheses. A logistic regression will be used to construct the model to assess the combined
impact of the independent factors on environmental risk in maritime environment in Australia.
3.14 CONCLUSION
The research methodology will aim at encompassing various facts and figures related to
the study as has been conducted in the past. The study will incur minor costs for the purpose of
collecting data and analysing it thereafter. Preparation of questionnaire, printing it, circulating it
amongst participants by traveling and other miscellaneous expenditures will be incurred for the
purpose of this study. A detailed budget for the study is included in the table below;
Table 1: Research Budget
Budgetary Heads Costs (AUD$)
Questionnaire Development 150
Questionnaire Printing 200
Internet Charges 50
Traveling 500
Telephone Charges 250
Data Analysis Charges 100
Miscellaneous Charges 200
Total 1450

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Though the study will aim at covering each aspect of environmental risks that are faced
in maritime logistics, however, there will be certain limitations that will be faced in the study.
Some of the study limitations are as below;
o The study will be limited to analysing of maritime logistics risks in Australia only and
will not be considering other countries for the purpose of this study.
o This research will undertake qualitative as well as quantitative input from managers and
employees of maritime companies in Australia. However, the researcher will not consider
any input from any other individuals such as customers or suppliers or vendors and so on.
The study could have been broader in scope in case it would have considered a multi-
dimensional approach.
o The research will include secondary data sources which might suffer from challenges of
reliability and validity. As the secondary data has already been collected by other sources
than the researcher on his own, it is not possible to analyse its validity and reliability.

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CHAPTER 4: ANALYSIS AND QUESTIONNAIRE SURVEY
4.1 INTRODUCTION
The dissertation is based on the research on the various environmental risks occurred in
the Maritime logistics. This process includes various impacts affected the environment by using
maritime logistics. The sea transport is a very big industry in Australia, which is responsible for
better trade and business activities. However, the maritime services create many environmental
impacts, which is not good for the health of the people and it creates many risks in the process.
This risk can directly affect the overall process of the environment. The risks considered in this
report will include the various aspects of the environment which are not suitable due to the risks
occurred in the environment (Parola, et. al., 2015). All this process can be increased due to the
globalization because globalization can increase the demand for various goods and services. By
the Maritime process, the goods can transfer from one country to another. Therefore, this process
can occur various risks mainly the destroying of the environment.
The overall process of this dissertation is related to the process. The procedures of
shipping include the ‘Maritime logistics’. This section includes the analysis of the survey
collected based on a questionnaire (Klemola, et. al., 2009). The questionnaire includes questions
related to the particular topic of the research. Maritime logistics create many environmental risks
and affected environmental procedures. The survey describes the responses given to the
questions analysed in the survey. The survey has been created in the companies to analyse the
risks of the environment due to Maritime logistics. The several principles are related to this
research will help in analysing the survey and responses (Mansouri, et. al., 2015). The survey
based on the environmental risks in Maritime logistics include the responses of the various

57
people related to the questions involved in the risks of the environment due to Maritime logistics.
This research includes the analysis of the responses taken by the respondents on the questions
mentioned in the questionnaire. The detailed analysis will be done in this research report.
The responses including the various questions like the type of working company, number
of years in the Maritime logistics industry, position of the company and many more different
things related to the Maritime industry. The survey includes overall information related to
maritime logistics, which is based on the shipping industry (Dinwoodie, et. al., 2012). The
maritime logistics included various environmental risks and affect the overall environment of the
area covered by the Maritime Logistics. To manage the environmental risks various
recommendations are needed. The various environmental risks affected the company of Maritime
logistics. There are many risks affected in Australia Maritime industry because there is a lot of
fear regarding the destroying of an environment in the specific area (Sormunen, et. al., 2015).
The logistics can create several aspects that destroy the environment and other specific areas of
Australia. The proper analysis of survey result will be included in this research, which
determines the influences of the people regarding the risks occurred in the environment due to
the maritime logistics (Li, et. al., 2012). The shipping process has been continued in this
Maritime industry of Australia. The report includes deep research on the maritime logistics and
includes the survey results and response rate of the particular survey. The various findings will
be analysed in this particular research report. The findings will be discussed briefly in this
research and give various results regarding the survey.
The findings analysed in this report will be based on the Maritime logistics and shipping
industry impact on the environment of the area. Maritime logistics are fully related to the
shipping process and shipping industry areas. The various risks issues will arise in the maritime

58
logistics as this process highly affected the environment so the risks of the environment can be
analysed in this report (Vespe, et. al., 2015). The findings are very efficient in this study to
analyse each aspect of the research. The several recommendations will also include in this
research, which justifies many of the aspects of the research. The findings discussed in this
research will be all about maritime logistics and their effects on the environment. The
environment is the most precious part that helps in a better lifestyle, so it is important to maintain
their negative impacts and makes it positive as per the demands (Goerland and Montewka,
2015). Maritime logistics will directly affect the environment and make various issues regarding
the environment. This research report includes various explanations regarding Maritime logistics.
Maritime logistics is the process of transport by shipping and the logistics are the function used
for the flow of materials from the various suppliers to an organization. The several operations
have been used in this overall process. This method is a tricky method and uses the transport for
the proper flow of goods and services (Yeo, et. al., 2016).
4.2 RESPONSE RATE
The response rate includes the responses collected in a particular survey by the various
respondents. The response rate shows the different views of the different people and it defines
the report of the survey conducted to analyse the environmental risks due to the maritime
logistics. The survey is the primary method of data collection, which is used to determine the
data given by the respondents. The questionnaire includes various questions related to the topic
of the research and respondents give the responses as per the questions. Maritime logistics are
included in the research, which works as a shipping industry (Panavides and Song, 2015). The
responses provided by the respondents give various answers related to the environmental risks of

59
maritime logistics. The response rate defines the results get with the research as if the response
rate is low then no other process can further exceed so it is important to maintain the response
rate. The response rate defines the number of responses gets on the particular question included
in the survey. There are 21 respondents used in the survey who give the answers as per the
research topic and give a brief knowledge regarding the particular research.
There are 10 questions included in the research and overall 21 respondents give their
responses to the research. As per the knowledge, it has been analysed that many respondents give
answers to the questionnaire. It is given that the survey sample has been given to the 45
respondents and among 45 respondents, 21 respondents attempt the survey (Lam and Bai, 2016).
From 21 respondents, many respondents give the answers as per the questionnaire and some
respondents skipped the questions if they did not understand the questionnaire (Lee and Meng,
2014). The questionnaire includes a total of 12 questions which have different views regarding
the environmental risks occurred in maritime logistics (Lee and Meng, 2014). In these questions,
almost five questions have been answered by all the respondents so the response rate of the 5
questions are high and get proper results as per the majority of the answers given by the
respondents. The 17 respondents have answered the sixth questions and four will skip these
questions. So, the response rate of this question is low at some point. From the 6th question in the
questionnaire, many questions are skipped by the respondents as these questions are tricky (Veth,
et. al., 2014). The 14 respondents have answered the seventh question from 21 respondents and 7
respondents skipped this question, so the response rate of this question is low. The response rate
of all the questions is low after question number 5. Therefore, the response rate of the whole
survey is at a medium level. The response rate matters a lot in the process of conducting a survey
(Chhetri, et. al., 2014). If the response rate is high, then only the survey is valuable and gives

60
various knowledge regarding the topic of the research. This research is related to the
environmental risks related to the maritime logistics in which shipping transport has been done
(Kwesi-Buor, et. al., 2016). The environmental issues have been considered in this report
occurred due to maritime logistics.
4.3 ANALYSIS OF SURVEY RESULT
This part of the research includes the proper analysis of the survey results and the
responses achieved in the survey. The analysis of the survey result gives various knowledge as
per the related topic of the research (Davarzani, et. al., 2016). The survey results included the
questionnaire that is the sample given to the respondents to analyze the overall process of the
research and then examine the risks occurred in the environment due to the maritime logistics.
The survey has been conducted among 50 respondents as per the assumption and 21 respondents
give answers on the related topic of the research. The analysis of all the questions included in the
questionnaire will be included in the analysis of survey results. All the information regarding
responses and respondents will be mentioned further in this report. Therefore, the analysis of
survey results is very beneficial as per the research method. The 21 respondents give variant
responses on each question and these responses give knowledge regarding the research topic.
The analysis can give the knowledge on the various environmental risks occurred in the maritime
logistics. The maritime logistics include various risks and issues, which directly affected the
environment of the specific area. The analysis of survey results is described below-
1.1 Type of Working Company

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As per this question and the survey conducted, the 21 respondents attempt the answer,
and no one skipped the answer. So as per the survey, from 21 respondents, 6 respondents
answered that the type of company is shipping company so almost 28.57% says that the company

62
is shipping company. 1 respondent says that the company is a stevedoring company. Three
respondents answered that company is Charterer, 2 respondents say that the company is shipping
agency, 1 respondent say that company is terminal operator, 1 respondent say that company is
land transport company, no one says that company is warehousing. 7 respondents answered that
the company is of other types.
So that it has been concluded that most of the respondents prefer that the company is
another type company on which the respondents are not sure, so this is not the actual answer
given by the respondents. However, most of the respondents say that the company given in this
survey is a shipping company, which is correct that the Maritime logistics is a shipping company
and from 21 respondents, 6 respondents give the relevant answer that company is a shipping
company. Maritime logistics is a shipping company works for the transportation done by ship
and it creates many risks in the environment.

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1.2 Please indicate the number of years you have been in the maritime logistics
industry.
As per the above graph and survey conducted, it has been analysed that from 21
respondents, all the respondents give the answers, and no one skipped the answer. The question
is related to the number of years in the maritime logistics industry. From the 21 respondents,
eight respondents give the answers that the people have been in the Maritimes industry from less
than 5 years, 6 respondents say that they have been in the maritime logistics industry from 5-9
years. Six respondents say that they have been working in the maritime logistics industry from

64
10-19 years. One respondent gives the answer that they have been work in Maritime logistics
industry 20 years and over.
Therefore, from this analysis, it has been determined that many people work in the
Maritime logistics industry for many years. However, most of the respondents say that they work
in Maritime logistics industry from less than 5 years. From 21 respondents, eight respondents say
that they work in Maritime logistics industry from less than 5 years. The Maritime logistics
industry is a very famous industry in the shipping company and there working has been a great
experience for the people. This industry works for the transportation of goods and services by the
shipping process

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1.3Please indicate your position in the company.

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1.4 Please indicate the name of the ports you are familiar with.
As per the above survey analysis, it has been determined that the ports by which the
respondents are familiar. From working in the Maritime logistics industry, the ports play an
important role and they need to familiar with the ports then only they can easily work on that
port. From 21 respondents, all the respondents give the answer, and no one skipped this question.
Each respondent gives a different answer to the related question. The one respondent, says that
port of Melbourne, Albany, Launceston, Hobart, Davenport, Wollongong, hay point and Sydney.
The second respondent says that ports that are familiar with are Sydney, Wollongong,
Melbourne, Hay point, partially with all other Australian ports. The third respondent says that the
ports are Asia, the Middle East, and Australia. The fourth respondent says that ports are

67
Singapore, Gibraltar, Adelaide, and Port Lincoln (Bensassi, et. al., 2015). The fifth respondent
says that the ports are all Australian ports and New Zealand ports. The sixth respondent says that
the ports are Antwerp, Bremen, Karachi, Dubai, Shanghai and a few more. The seventh
respondent says that the ports are port of Melbourne, Geelong port, port of Brisbane, Port of
Weipa, Port of Hay Point, Port of glad stone, Port of Newcastle, Ports of Auckland, Mundra Port,
Port of Townsville, Pilbara ports, Fremantle Port, Port of Gerald ton, Port de Montreal, Port de
Quebec, Port Hastings Nova Scotia, Port of Burnie and Port of Hobart. The eighth respondent
says that the port of Rotterdam and port of Antwerp are familiar. Therefore, accordingly,
everyone gives different perceptions regarding the ports that are familiar with this.
Q5 2. Environmental risks in Maritime logistics Please rate the importance of the
following statements in the context of Australian seaports. Please click the extents to
indicate the level of importance.

68

69

70

71

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As per the above survey, it has been analysed that from the 21 respondents, everyone has
different views regarding the environmental risks occurred in the Maritime logistics. The
different options are used to analyse this survey. The first option is that the environmental risks
in the maritime industry have affected many ports in Australia. So, on this option, among 21
respondents, 4 respondents strongly agree on this, 15 respondents are agreed on this option, 2
respondents give no opinion regarding this concept, no one respondent has disagreed on this, no
one strongly disagrees on this so averaged 4.10 are agreed on this particular option. The second

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option is the environmental risks in the maritime industry are influenced by the port activities.
So, for this option, among 21 respondents, 12 respondents strongly agree on this, 8 respondents
are agreed on this option, no respondents give no opinion regarding this, 1 respondent has
disagreed on this fact and no one strongly disagrees on this fact. So, the overall weighted average
for this option is 4.48. The third option is the current measures put in place to mitigate
environmental risks will affect the maritime industry (Park and De, 2015). So on this option,
among 21 respondents, 2 respondents strongly agree, 10 respondents are agreed on this fact, 5
respondents give no opinion regarding this fact, 3 respondents have disagreed on this fact and no
one is strongly disagreed on this fact. Therefore, the proper weightage of this option is 3.62. The
fourth option is the port authorities and policymakers are doing enough to mitigate
environmental maritime logistic risks. The one respondent strongly disagrees with this fact, 5
respondents agree on this fact, 6 respondents give no opinion regarding this fact, 8 respondents
disagree on this fact and 1 respondent strongly disagrees with this fact. Therefore, the overall
weighted average is 2.86. The fifth option is the workforce safety adaptation measures are well
set out i.e. to prevent the workforce from being vulnerable to environmental risks in the maritime
logistics industry. The 2 respondents strongly disagree on this fact, 8 respondents agree on this
fact, 4 respondents give no opinion regarding this fact, 7 respondents disagree on this fact and
no one strongly disagrees on this fact. The total weight is 3.24. The sixth option is the climate
effects environmental risks in the maritime industry and in these 9 respondents are strongly
disagrees with this fact, 8 respondents agree on this fact, 3 respondents give no opinion on this
fact, 1 respondent disagrees with this fact and no one strongly disagrees with this fact. The
seventh option is industrial waste products would contribute to bringing the environmental risks
in the maritime industry (Fahimnia, et. al., 2015). 9 respondents strongly disagree with this fact,

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8 respondents agree on this fact, 3 respondents give no opinion on this fact, 1 respondent
disagree on this fact and no one strongly disagrees with this fact. The total weighted average is
4.29. The eighth option is the Australian government is doing enough to deal with the climate
change, which affects environmental maritime logistics industry. The no one strongly agrees
with this fact, nine respondents agree with this fact, three respondents have no opinion on this
fact, five respondents disagree with this fact and four respondents strongly disagree with this fact
(Zis and Psaraftis, 2019). The total weighted average is 2.81. The ninth option is the
questionnaire addressed the main issue of environmental risks in the maritime logistics industry.
Two respondents strongly disagree with this fact, nine respondents agree with this fact, seven
respondents have no opinion on this fact, two respondents disagree with this fact and 1
respondent strongly disagrees with this fact.
Q6 3. Open-ended questions 3.1 In your point of view, what are the environmental
risks in the maritime logistics?

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The above survey includes information regarding environmental risks in maritime
logistics. The 21 respondents give various answers to this question of the survey. The question is
the environmental risks in the maritime logistics (Hammar, et. al., 2017). The first respondent
says that the environmental risks are climate change, cargo, lack of surveyor on ships for
policies. The second respondent says that climate change, cargo operation at ports especially
Bulk cargo handling and fuel type of vessels are the environmental risk in the various industry.
The third respondent says that Ballast water discharge between each different state. The fourth
respondent says that oil spills, loading/ discharging of bulk cargoes, air pollution. The fifth
respondent concentrates of air pollution due to activities at the port, polluting discharges from
ships and their ballast tanks around the port environment. The probable or already exposed
adverse effects on maritime logistics. The eighth respondent says that pollutions emitted from

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marine engines endanger sea life and subsequently human life and other habitats. The ninth
respondent says that waste products, climate change, and air pollution. By the survey, it has been
analyzed that most of the environmental risks are included in climate change.

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Q7 3.2 How do environmental risks affect your company?
As per the above survey, it has been analysed that the among 21 respondents, 17
respondents give the answers and four respondents skipped the question. The question is how
environmental risk affects the company. Environmental risk has greatly affected the company of
Maritime logistics. All 17 respondents give different answers to this question. The first
respondent gives that environmental risks minimize the duration of cargo operation, wastewater,
and oil pollution. The second respondent says that there is no special effect but sometimes it
delays the operations of the process. The third respondent says that the company does not affect
environmental risks. The fourth respondent says that no special effect can be occurred due to
environmental risks. The fifth respondent is not sure about any effects occurred due to the
environmental risks. The sixth respondent says that as an educational institute, ethically we try to
decrease the environmental risks in every step. The seventh respondent says that the reckon

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every organization will be affected by the environmental risk. Therefore, from this survey, it has
been analysed that many of the respondents say that environmental risks have been affected the
Maritime logistics.

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Q8 3.3 What is your recommendation to rectify the problem of environmental risks?
This question included several recommendations regarding the problem of environmental
risks. The different respondents give different responses to this particular question of the survey.
The first respondents give a response regarding the recommendations of the environmental risks.
The first respondent says that the recommendation regarding the environmental risk is
automation, policy and various regulations. The second respondents say that the policies and
regulations are used to manage the environmental risks in Maritime logistics. The third
respondent says that there is no recommendation n regarding the environmental risks in the

80
company. The fourth respondent says that the company needs to increase its standards for
managing environmental risks. The fifth respondent says that the policymakers need to manage
the environmental risks. As per the survey, it has been analysed that environmental risks can be
reduced by using the various policies and regulations. In this question, the 17 respondents give
the responses and 4 skipped the question.

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Q9 3.4 Do you think are there any other environmental-related risk issues, which
have not been covered by this survey?
The above question of the survey is related to the other environmental related risk issues,
which is not covered in this survey. Therefore, in these different respondents give different
answered regarding the question. The 12 respondents give the review on this question and the
other 9 respondents do not give the answer. The first respondents say that there are no risk issues
related to the environment. The second respondents also do not think that there are any risk
related issues in this survey. The third respondent says that this survey does not give any specific
issues related to the environment. The fourth respondent says that this survey is very superficial,
and they did not give any specific issues. The fifth respondent says that the issues are mostly
covered in the environmental risks of Maritime logistics. So, as per the analysis, it has been
described that sometimes the risks issued occur in the environmental risks.

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4.4 DISCUSSION OF FINDINGS
This research is related to the environmental risks occurred in the Maritime logistics and
this can create many issues in the shipping company. The company of Maritime logistics has
covered shipping transport and in shipping transport, many risks are occurred related to the
environment. The survey has been analysed among the 45 respondents in which only 21
respondents attempt the questions mentioned in the survey. The various findings have been
occurred in the above survey, which gives the description regarding the environmental risk in the
shipping company. The several findings of this survey are described below-
1. The position in the company and the ports that are familiar with the
respondents.
The respondents have been given a description of the various positions in the company
because they have different positions in the organization Maritime logistics. The 21 respondents
give various answers regarding the position of the company. Therefore, among 21 respondents,
9.52 % of the respondents says that they are the chief executive officers in the company of
Maritime logistics. 33.33% of the respondents say that they are the general manager of the
company, 5 respondents say that they are the division manager of the company, 23.81 % of the
respondents are the logistics expert related to the Maritime logistics and 33.33% of the
respondents holds the other position in the company itself (Davarzani, et. al., 2016). The other
process of this theme is the ports of the sea by which the respondents are familiar. Therefore, in
this question, the 21 respondent gives different answers regarding the question. As many of the
respondents are familiar with the port of Melbourne and port of Sydney. The first respondent
gives the answer that they are familiar with the Launceston, Sydney, port of Melbourne, Hobart,

83
and deven port. The many respondents are familiar with all the Australian and New Zealand
ports, which are the main places in New Zealand.
2. The importance of environmental risks in Maritime logistics.
The environmental risks are the most important risks in the shipping company like
Maritime logistics. The environmental risks can affect the overall environment due to some
shipping process. These risks can overall affect the whole environment and create many issues in
the process. The Maritime logistics are used for the shipping transport and this can create many
environmental problems so there are many risks occurred in the Maritime logistics (Eruguz, et.
al., 2017). The environment risks create many issues in the organization and affect the overall
activities of the business, which is very difficult. The environmental risks are very much
affecting Maritime logistics. This process is very much affected the shipping transport, which is
very important for the business. For reducing the environmental risks, various measures are used.
These measures can mitigate environmental risks and make the company error-free. To reduce
these risks, the various policymakers and port authorities make certain functions to reduce the
environmental risks in Maritime logistics. After that, it is important that workplace workers
adopt the measures to control the environmental risks then only the risks can be removed from
the organization (Shi and Li, 2017). By the environmental risk, the climate also affects, and it
hampers the work of the maritime industry. The industrial waste products are also included in the
environmental risks, which affects maritime logistics. The climate change is the great problem
that creates environmental risks which affects the overall Maritime logistics.

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3. The description of the environmental risks in Maritime logistics.
The environmental risks are greatly affected by the shipping industries and affect the
overall work of shipping transportation. The environmental risks are not so easy to manage so
that they affect the overall transportation of Maritime logistics. The environmental risks are
mainly related to climate change, cargo operation and lack of surveyor in the ships. These risks
majorly occur in Maritime logistics, which directly affect the environment of the shipping
company. As per the above survey, several environmental risks affect the complete environment
of the company. The main risks are connected with waste products, air pollution, and climate
change. These risks can directly affect the overall process of the organization and it directly
influences the business of Maritime logistics. The other main environmental risk is the leakage
of the oil which create many hazardous activities in the company, so it is important to maintain
the risks of the environment to manage the balance between the risks and the working process.
The environmental risks are really very much affected, and it creates several problems in
Maritime logistics. The Gas emission is the main environmental risk occurred in Maritime
logistics. The other environment risk is the air monitoring for pollution process. All these
processes create many difficulties in the working environment and these risks affect the
transportation work of overall Maritime logistics. The hazardous materials also create many
environmental risks, and this can maintain the risks and issues occurred at the company, but the
shipping process is ultimately responsible for the different risks of the environment.
4. The environmental risks that affect the company.
The company gets very much affected by several environmental risks because the
shipping process is responsible for environmental risks. These environmental risks can distract

85
the minds of the employees in the business environment, it gives adverse effects in the process of
work, and work is hampered (Brouer, et. al., 2013). The environmental risks directly affect the
company and it maintains the overall process of the organization. The uncertainty has been
created due to the several environment risks and it affects the different operations. Pollution and
climate change are the main environmental risks that create several issues in the organization.
The overall work of the company gets impacted due to the environmental risks because the
environmental problems directly affect the work of the organization and decrease the
transportation activities of the shipping company. The risks can create many difficulties in the
work and affect the overall development of the company.
The various rules and regulations are used for maintaining the standards in the
organization and the use of alternative fuels for transportation gives lower emissions in the
organization. The inspection gets affected by the work and creates many issues in the working
process due to the occurring of several issues related to the environment in the company. The
risks of the environment included many issues that create restrictions among the work of the
Maritime logistics (Yuen and Thai, 2017). The risks issues can create many problems in the
shipping process and transportation has been affected. The rules and regulations are used for the
proper purpose of the risks occurred in the process of transportation.
5. Several recommendations regarding the problem of environmental risks.
To reduce the environmental risks in the maritime logistics several recommendations
are used. These recommendations are very helpful in managing the overall process of the
organization. The recommendations are very helpful in various environmental risks. The

86
recommendations are like automation, policy and new regulation that improve the overall risk of
the environment. The environmental risks can be removed by using the increasing the various
standards of ship's policy for the cargo operations. The policymakers can increase the use of the
shipping operations, improve overall policies in place, and make proper projects. The change of
fuel is also used as the perfect recommendation for the problem of environmental risks. The long
-term plan process also improves the process of decreasing the environmental risks in the
organization of Maritime logistics. The long-term plan also mitigates the problems of climate-
change and improves the overall process of the organization.
The recommendations are very helpful in the overall process of the organization of
Maritime logistics and all the process of the shipping transport can become difficult due to the
environmental risks arise in the overall process of the organization. The rules and regulations set
to improve the overall standards of environmental risks. The people need to do the random
inspection for controlling the environmental risks in the organization and this can improve the
overall aspects of the environmental risks. The policies can also improve by all this process and
make the maritime logistics better,

87
CHAPTER 5: CONCLUSION
5.1 INTRODUCTION
This chapter of the dissertation includes the overall conclusion of the research, which
describes the several processes of the research, which gives information regarding the
environmental risks in maritime logistics. The proper investigation regarding the environmental
risks has been discussed in this research dissertation (Poulsen, et. al., 2016). The various
strategies are chosen to analyse the environmental risks, and this can define the overall process
of maritime logistics with respect to the environmental risks. The identification of the risks is
very essential to maintain the process of the shipping transport that continuously reduces the
process of shipping and hampered the environment with the activities and functions. Maritime
logistics is the efficient way used to execute the better transport of goods and services in the
organizational perspectives.
This chapter includes the conclusion that what are the main points considered in the
dissertation to analyse the environmental risks. The research includes the introduction, aims, and
objectives, research problem, the background of the research and many more. As per the above
dissertation, it has been analysed that the maritime logistics create many environmental risks,
which is not easy to reduce as early as possible, and it takes time to minimize the risks in an
appropriate and efficient manner. This topic requires a pre-knowledge regarding the topic so that
better understanding can create among the people of the organization and the risk occurred in the
environment (Yang, et. al., 2013). This research study is very important as it is used to analyse
the process that affects the transportation of goods and service through the shipping process. To
analyse this research, various research methodologies are used so that better results can be

88
achieved easily regarding the process of identification of environmental risks in the maritime
logistics.
The primary process of data collection has been done on this research, which is very
essential in this dissertation to analyse the views of the respondents relevant to the research topic.
The survey has been conducted in this research to analyse the views of the respondents and total
45 respondents are selected for the survey in which only 21 respondents give the answers and
other does not attempt the questions. All this process increases the knowledge regarding
environmental risks and avoids the process of maritime logistics. The literature review is also
included in the process of the dissertation, which gives knowledge regarding the environmental
risks included in maritime logistics (Ennouri, 2013). The research process included in this report
gives a brief description regarding the environmental risks and manages all the process of the
shipping and transport services in the maritime logistics. The analysis of the survey included in
the process of the shipping and identifies several recommendations regarding the shipping
industry. The 21cresondents give the answer regarding the questions included in the survey and
they have enhanced their knowledge in the process of the maritime logistics. The respondents
can give maritime logistics information as they have experience in the shipping process.

89
5.2 CONCLUSION
This section includes the overall conclusion as per the dissertation related to the
environmental risks in maritime logistics. The summary of the research dissertation aims to
analyse the views about the research topic mentioned in the dissertation. The theoretical concepts
of maritime logistics have been described in the research. The various functions and risks
pertaining to the research included the issues arise in maritime logistics. Chapter one of this
dissertation includes the detailed introduction of the research, which involves research aims,
objectives, the background of the research, and a summary of the research. The second chapter of
this dissertation has been including various views of authors, which is called a literature review.
The literature review includes a detailed description of the environmental risks in maritime
logistics (Grammenos, 2013). The various environmental risks can occur in maritime logistics
like climate change, air pollution and wastage of water. The third chapter of this dissertation
includes the research methodology, which includes various methods of research like data
collection methods; data analysis methods and many other methods. These methods are very
essential for the dissertation as it explains many methods for collecting the data related to the
environmental risks created in the transportation services by the shipping. The various goods and
services are transported by the shipping methods and it increases the export and import services.
By this report, it has been concluded that many environmental risks can be involved in the
process of maritime logistics.
As in the Marine industry, there has been a great growth towards the security purpose.
The risks related issues are the main concepts related to maritime logistics. As these risks can
create many problems in the whole working process of maritime logistics. The marine industry
perceptions and methodologies have been described in this research. The recommendations

90
regarding risks are very much essential because this can improve the working process and reduce
environmental risks (Lam, 2012). Chapter four of this dissertation includes the analysis of a
survey that includes the responses given by the respondents regarding the questions mentioned in
the survey. The questions are all related to the maritime logistics like recommendations
regarding the environmental risks, the effect of the environmental risks in the organization, the
position of the respondents in the company, importance of the environmental risks and much
another process. The dissertation includes information regarding maritime logistics and their
risks issues. As per the increment in the waterway, transport activities, the process of maritime
logistics are also increased which create many risks in the environment. The risks can create
many processes in maritime logistics, affect the functions and activities in the organization, and
affect the overall environment of the marine industry (Aguezzoul, 2014). This process can create
many issues in the business of the marine industry, as transportation is required for the better
supply of products and services by the shipping process. The certain principles of maritime
logistics can create the management of issues created in the process so that risks can be reduced.

91
5.3 SUGGESTIONS FOR FUTURE STUDY
For the identification of environmental risks, the various suggestions are used in maritime
logistics. To further study in maritime logistics, one should understand all the activities and
functions related to maritime logistics. Further study is very beneficial as they give knowledge
regarding the marine industry and the transportation of the goods and services (Acciaro, 2014).
The maritime logistics include various environmental risks that create many problems in the area
of the marine and it maintains all the process of the organization. The environmental risks are
like climate change, water pollution and may more process. The further study can help to analyse
the maritime logistics in the detailed description and improve all the process of the
environments. The maritime logistics are all related to the environmental issues and it improves
the overall process and increases many activities in the maritime logistics.
Further study becomes easier when the proper identification of environmental risks is
possible. The risks can create many issues among the people of the maritime logistics, and this
can be managed properly then it helps in reducing several issues arise in the process of the
marine industry (James, et. al., 2014). The maritime logistics is all about the transportation of the
products and services through shipping so this process affects the environment and several risks
can occur in this process. The proper explanation of these risks helps in further study.

92
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