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We are lecturers who help students studying subjects that use word-based writing, non-word based writing such as Mathematics, and non-text based language such as visual semiotics. To access examples of such language with subject lecturers we have found traditional interviews or focus groups ineffective, and realised that in these, although lecturers could talk about key psychological elements of the language, they had no focus to produce any examples of it. However, we suspected that providing a physical object to describe and discuss would create a context for lecturers to produce the language. Thus, we gave a brightly coloured teapot to Nursing, Psychology, Design, and Engineering lecturers to describe and evaluate in their subjects. This gave us almost instantaneous access to the subject context. For example, Nursing lecturers described and evaluated the teapot for hygiene and patient safety, Engineering lecturers did so for material properties and calculations required. Unexpectedly, many lecturers related how an identity underpinned their language. Thus, the teapot operated as a portal to reveal academic subject identity and thought. We relate how this has helped us in our teaching and suggest ways others can use physical objects in qualitative research to access and research identity and thought.

We argue that current approaches to Study Skills support are presented as being a panacea for resolving the issues presented by neoliberal approaches to educational expansion. We argue that for such a panacea to be believed pedagogically effective, four key tenets must be adhered to: Study skills is a definable entity; it is valuable for every subject; it can be embedded, and; Study Skills helps students succeed in their subjects. We argue these tenets are devoid of any sound pedagogical basis, yet that they are ideal for, and align with, neoliberal ideologies and free market political economy. We consider the organizational structuration of Study Skills as underpinned by Lukes's third dimension of power, outlining how Study Skills represents a constitutive fantasy, a magical Tinkerbell for all to believe in that solves everyone's problems. We propose HE dispels this Tinkerbell by ceasing to believe in it, and instead resources subject-based support.

Qualitative researchers commonly perceive that positivist hard-science researchers and policies of governments deprecate qualitative methods and approaches. Curiously though, we could not see anyone asking quantitative researchers 'What do you think about qualitative approaches and methods?' We did this in interviews with 17 assumed quantitative researchers in the fields of advanced materials construction, civil engineering, transport modelling, computer science, and geotechnics. Surprisingly, these researchers rarely described themselves as purely quantitative, and were rarely against the five qualitative methods discussed. Moreover, many actually used qualitative methods, often in ways we had not anticipated. Drawing on a Bakhtinian grounded framework, we present our analysis as a performed ethnographic dialogue between data extracts and research literature. We present evidence that the alleged qualitative-quantitative divide does not apply here, and suggest dialogic ways to see teach "qualitative" and "quantitative" and some associated terms.

Qualitative researchers commonly perceive that positivist hard-science researchers and policies of governments deprecate qualitative methods and approaches. Curiously though, we could not see anyone asking quantitative researchers 'What do you think about qualitative approaches and methods?' We did this in interviews with 17 assumed quantitative researchers in the fields of advanced materials construction, civil engineering, transport modelling, computer science, and geotechnics. Surprisingly, these researchers rarely described themselves as purely quantitative, and were rarely against the five qualitative methods discussed. Moreover, many actually used qualitative methods, often in ways we had not anticipated. Drawing on a Bakhtinian grounded framework, we present our analysis as a performed ethnographic dialogue between data extracts and research literature. We present evidence that the alleged qualitative-quantitative divide does not apply here, and suggest dialogic ways to see teach "qualitative" and "quantitative" and some associated terms.

Qualitative researchers commonly perceive that positivist hard-science researchers and policies of governments deprecate qualitative methods and approaches. Curiously though, we could not see anyone asking quantitative researchers 'What do you think about qualitative approaches and methods?' We did this in interviews with 17 assumed quantitative researchers in the fields of advanced materials construction, civil engineering, transport modelling, computer science, and geotechnics. Surprisingly, these researchers rarely described themselves as purely quantitative, and were rarely against the five qualitative methods discussed. Moreover, many actually used qualitative methods, often in ways we had not anticipated. Drawing on a Bakhtinian grounded framework, we present our analysis as a performed ethnographic dialogue between data extracts and research literature. We present evidence that the alleged qualitative-quantitative divide does not apply here, and suggest dialogic ways to see teach 'qualitative' and 'quantitative' and some associated terms.

This is the Submitted Version of an article published by Taylor & Francis in Quality in Higher Education on 12th November 2009, available online: http://wwww.tandfonline.com/10.1080/13538320903343099. ; Arguments for National Qualification Frameworks (NQF) are compelling. Indeed, such frameworks are now an international phenomenon. Yet, few studies take a critical perspective and challenge the broad assumptions underpinning NQF. Arguments presented in this paper attempt to open a debate within the higher education community that draws attention to conflicts and tensions regarding the diffusion and use of NQF. The emphasis of the debate is on the use of the Scottish Credit and Qualification Framework (SCQF) within higher education. The SCQF is used in this paper as an exemplar to explore and highlight these conflicts and tensions. The critique is based on a historical and managerialist view that forms the basis of a number of research propositions regarding the future of NQF. Specifically, four distinct yet interrelated research perspectives requiring future attention are proposed: political; innovation–diffusion; normative; and consistency. Such perspectives are argued to provide a more robust and reliable basis for developing NQF. The paper thus contextualises the SCQF within the recent 'global tsunami' of NQF and uses the SCQF as an exemplar to open up a wider debate about NQF.

Purpose – Much literature considers future impacts of the Kra Canal on shipping times and on individual countries. In this paper, the authors consider the maritime business potential of the Kra Canal for companies, ports and countries. Design/methodology/approach – Based on a combination of a review of the extant literature, quantitative data from relevant calculations and qualitative data from semi-structured interviews with experts (n = 20) from four countries in the region, this paper contextualises the business potential of the Kra Canal through a PESTELE (political, economic, social, technological, environmental, legal and ethical) analysis before outlining a more targeted SWOT (strengths weaknesses, opportunities and threats) analysis to consider the potential for maritime business. Findings – The PESTELE analysis reveals that there are a number of challenges related to the construction and possibility of the Kra Canal being built such as its impact on the political balance within the Association of South East Asian Nations (ASEAN) region. The SWOT analysis shows that the potential of the Kra Canal for maritime business is significant, and that the strengths and opportunities of increased route possibilities and reduced sailing times outweigh any weaknesses and threats. Originality/value – Most studies into the Kra Canal focus on highly specific research targets or provide a particular perspective (e.g. historical). This paper, by drawing on two commonly used analytical frameworks, considers the canal for the first time from a wider context perspective as well as a specifically business one. Recommendations are made for policy makers and maritime businesses on the basis of the results.

The Panama and Suez canals greatly reduced pollutant emissions from shipping through much reduced sailing distances. Another possible future canal is across the Kra isthmus in Thailand, reducing sailing distances for ships travelling from East Asia to Europe that sail around the Malacca straits. Much literature considers the economic and political viability of the Kra Canal and notes the adverse environmental impact of the canal's construction. Yet, this literature also highlights the decarbonizing potential of the canal through reduced sailing distances and emissions. In this paper we critically consider this potential through the specific type of calculations in the study (ship emissions, etc.) and qualitative data consisting of the perspectives of experts (n = 20) from China (n = 5); Thailand (n = 5); Singapore (n = 5) and Taiwan (n = 5) gathered through semi-structured interviews. This data shows that, in fact, the canal might offer negative decarbonizing and emissions potential. This is due to a number of factors: the shorter reductions in sailing distances it affords compared to the Suez and Panama Canals; the economic models and political requirements to finance it, and; the currently available technologies. Nevertheless, the canal does offer potential for reducing distances and traffic in the Malacca straits if these factors change, and we outline and discuss these changes here.

This paper presents a holistic picture of the factors that affect green port policies through the use of both quantitative and qualitative approaches. Quantitatively, fuzzy analytic hierarchy process (FAHP) method with 25 questionnaires was used to identify key factors. Questionnaire participants included 13 ocean carriers and 12 governmental officials, all of whom were senior port experts with a minimum of 10 years working experience. Qualitatively, in-depth interviews based on grounded theory with ocean carriers (5) and governmental officials (4) in three ports were conducted in Taiwan. The quantitative FAHP analysis found the key factors to be environmental policy and regulation, followed by economic leverage, human and technical leverage. The qualitative interviews contextualise and enhance these FAHP results by illustrating the complexities and subtleties of these key factors for different stakeholders. Theoretical and practical implications are considered and suggestions are made for future policy approaches and to help develop green port approaches.

In this paper, we explore intercultural communication as dialogue occurring in a third space. Through seven students' reflective essays on group-based intercultural learning, we analyse the ever-shifting communicative space that interlocutors produce through negotiating the meanings of difference and power and their dialogic relations with the other. Based on the findings, we propose intercultural dialogue (and intercultural communication) as a political and ethical response to the thirdness in the in-between space of communication, inherent in the character of social life but not always possible nor desired. We therefore suggest 'principles' for such dialogue be seen in this space and not as a teleologically-achievable ideal that privileges self-expression and normalises difference through a 'cultural diversity' discourse.

Maintaining port safety in full conformity with IMO standards is a requisite for every port and country. To do this, understanding the challenges and human factors involved is key. To date, much research has shed valuable light on these factors and considered how to address them. One aspect that is often noted is that both maintaining port safety and researching port safety presents numerous challenges. This paper considers both these aspects in the context of a case study of port safety in Kaohsiung port, Taiwan.Methods: Historical data and data from in-depth interviews with port operators and government officials are presented, analysed, and discussed alongside the literature. Results and Conclusion: In the spirit of case study research, discussion and conclusions of the data are used to generate theory for consideration in ways to approach research in the field. Specifically, more holistic large scale research is recommended into how port safety is maintained, to explore the interdependencies of the factors involved to help improve port safety and complement and sit alongside our current understandings of it. Suggestions for how this research can be approached are made.

Approaches by governments to reforming the way in which ports are governed is critical to how ports operate and fulfil their roles, and much research is devoted to investigating the impact of such reform,. Yet, although the challenges of such research are noted, little attention is devoted to questioning whether measuring such impact is actually possible. We argue consideration of this question is fundamentally important for policy makers and researchers. Specifically, if uncertainty exists regarding whether we have measured the impact of the reform, how can we research its effect or justify its introduction? Conversely, a more conscious consideration of whether we can really measure the impact of port governance reform arguably means a more effective contextualisation and rationalisation of both policy and research. In this polemical paper, we critically consider three salient areas in relation to whether we can really measure the impact of port governance reform: 'key terms and their ambiguity'; 'aspects of time and geography' and 'issues of methods and context'. We summarize the key issues and offer suggestions for policy makers and researchers to approach them in an aim to both help measure the impact of port governance reform, and also aid future policy development.

Purpose-The Northern Sea Route (NSR) could become viable in the near future. If this happens it will radically reducey impact upon sailing times and distances current routes and have huge implications for shipping worldwide, and particularly on routes from Asia to Northern Europe. However, although much has been written about the feasibility of the NSR, about the issues involved, and about the possible opening of the route, the views of key stakeholders from companies who would potentially benefit from the route have been little explored. In this paper we complement existing literature by presenting the results from in-depth qualitative interviews with nine key stakeholders based in Shanghai and Taiwan, with extensive research, knowledge and practical experience of NSR. Design/methodology/approach-Based on a grounded theory analysis, a total of nine (9) key stakeholders knowledgeable about NSR, and the majority with sailing experience of NSR, are interviewed, including one government official, two professors, shipping experts in six liner and one bulk shipping companies. Findings-We present interviewees' thoughts regarding the feasibility of NSR at the current time in terms of practicalities, ships, costs, information and wider issues. Practical implications-These thoughts show that whilst the potential of the NSR is huge in theory, in practice the overall perception of it in terms of current feasibility from a company perspective is one of challenges and unknown issues. issues. Shipping companies can benefit from our findings when considering the feasibility of NSR as a shipping route. Ultimately, the picture emerges that without one country, probably Russia, taking the lead on the route, it will remain only a theoretical one. Originality/value - In-depth interviews with grounded theory are used to investigate current and actual thoughts on NSR. This paper highlight correlations and additions to show a fuller picture of current knowledge, and adds views from Shanghai and Taiwan.

This paper considers an emissions tax to help limit external air pollution from ships in Taiwanese ports through a mixed methods research (MMR) approach. Through an empirical bottom-up activity-based model, external air pollution costs are estimated for 7 types of ships at berth during 2012 in the three largest Taiwanese container ports. Results show pollutants are both measurable and serious in scale, i.e. that such a tax is theoretically valuable and viable. To investigate introducing such a tax at a practical policy level, qualitative in-depth interviews were conducted with fifteen experts: port operators and government officials. Their perceptions reveal many significant tensions regarding the practicality of an emissions tax, such as a need to introduce it globally, and the idea that it may be unnecessary given other initiatives can create port sustainability. Based on these results, possibilities and considerations for the implementation and study of sustainable port operation are made.

To reduce ship emissions in port and city environments, cold ironing, or shore power has been suggested and implemented in many global advanced ports. Shore power is a land-to-ship electricity connection that allows ships to switch off onboard diesel-powered generators while docked. However, numerous challenges have prevented its implementation in many parts of the world. This paper explores these challenges as they have been experienced in the port of Kaohsiung (Taiwan). First, the comparisons of fiscal and environmental emission (NOx and CO2) benefits when introducing shore power are quantitatively calculated for the future. Against the backdrop of these quantitative calculations, the results from qualitative, in-depth interviews with key stakeholders are presented and discussed. The quantitative calculations show that there are indeed significant fiscal, environmental and socio-economic emission benefits to be gained from introducing shore power in the long term; but that the implementation cost is high. Furthermore, the qualitative interview data show that perceptions of the current political and global economic climate, despite recognizing these benefits, arguably prevent such an introduction at the current time. Suggestions for future research and conclusions regarding considerations for the introduction of shore power for port authorities and governments to consider are made.