Development Of Maritime Trade Research Articles

TRACE OF MARITIME CULTURE AND TRADE OF THE MAJAPAHIT KINGDOM

The problem in this research is how the hegemony of the Majapahit kingdom was and how trade was during the Majapahit kingdom, with the aim of the research being to find out the hegemony and trade of the Majapahit kingdom. The research method used is the library study research method, which means collecting information that is relevant to the topic or problem that is the object of research. The research results show that the Majapahit kingdom was the largest Hindu-Buddhist kingdom in Indonesia which was founded by Raden Wijaya in 1293-1527 in the 13th to 16th centuries. During the Majapahit kingdom, trade was not carried out freely. To regulate the rhythm of trade, along with taxes, in the royal bureaucracy there was a rakryan kanuruhan or "grand chancellor" who was tasked with managing foreign traders or merchants from other islands in the archipelago. The development of maritime trade in the Java Sea was closely tied to India in the early days, then expanded in the 3rd to 6th centuries with China. Specifically with China, trade is carried out by selling or purchasing unloaded cargo destined for or originating from foreign markets, or selling local products. Trading activities are focused on ports. Most imported goods are channeled into the country through a dense market circulation network.

Строительство крупнотоннажного флота в России: проблемы, перспективы, инновации

The construction of a large-tonnage fleet is an important factor in the development of maritime trade and the economy as a whole. In recent years, Russian shipbuilders have faced a number of problems that negatively affect the pace of socio-economic development of the industry, do not allow to fully use its potential in the production of civilian products. The purpose of the article is to identify the main problems in the process of building a large–tonnage fleet in the Russian Federation, to indicate the prospects for the development of the industry. The main content of the conducted research is the analysis of statistical data on the number of ships produced, up-to-date information reflecting the current state of production capacities of shipbuilding and ship repair enterprises in Russia is presented, its own definition of the concept of «large-tonnage vessel» is specified and proposed for further use. According to the results of the study, it was concluded that the effective development of large-tonnage shipbuilding in our country is hindered by such problems as: high design and construction costs, a shortage of qualified personnel, lack of intersectoral cooperation, an acute shortage of ship components of domestic production, which negatively affects the pace of development of the industry due to the ban on the supply of products from unfriendly countries, a high degree of depreciation of fixed assets of shipbuilding industry enterprises. The lack of a systematic approach to solving these problems, the insufficient effectiveness of the existing mechanisms of interdepartmental and intersectoral interaction, negatively affect the results of the activities of shipbuilding enterprises and the development of their production potential, both in the current period of time and in the long term. In order to increase the volume of construction of large-tonnage vessels at the shipyards of the Russian Federation, it is necessary to allocate financial resources from the federal budget (or at the expense of the National Welfare Fund of Russia) for the modernization and production capacities of enterprises with the necessary competencies for the construction of large-sized vessels, implement a set of measures aimed at full utilization of production capacities through cooperation, provide preferential financing to manufacturers of ship equipment.

Research of the specificity of the development of international sea container transportation

The rapid development of container transportation in the world requires acceptance of strategic decisions in the logistical and technical support of cargo delivery by sea transport with the aim of achieving effective development of the maritime logistics system and identifying the leaders of maritime logistics. The article considers the process of containerization in sea transport in the international context. This type of transportation has a lot of advantages over other types of cargo transportation, including low cost, large volumes of transportation, clear and unambiguous rules, legal norms of sea transportation, defined sea routes. In the course of the study, countries with access to the sea or the ocean were studied. Such countries include Germany, Sweden, Belgium, Austria, Japan, the Netherlands and Singapore - countries with a developed logistics system. Quantitative and qualitative indicators of the development of the world's leading ports were analyzed, in particular, the number of ships of various types, including depending on the flag, their carrying capacity, and the time spent in the port. The development of maritime trade, which is carried out along the following main routes, is analyzed: Non-mainlane East West, North-South, South-South, Intra-regional. According to the results of the study, the classification of the world fleet by the main types of vessels was carried out. In the course of the analysis of the modern development of the world market of container transportation, a steady trend towards an increase in the volume of cargo transported in containers was established. This is explained by the fact that containerization allows incresaing the efficiency and competitiveness of logistics enterprises significantly, which is of great importance in the conditions of a market economy. The development of the system of container transportation by sea transport is a rational way to improving the quality of the organization of cargo transportation, which, thanks to economic efficiency, will allow reducing transportation costs during the transportation of cargo. The prospective directions of their development are substantiated.

ПРОБЛЕМИ ТА ПЕРСПЕКТИВИ РОЗВИТКУ МОРСЬКОЇ ТОРГІВЛІ В УМОВАХ ПАНДЕМІЇ COVID-19

International trade is influenced by many factors: the development and deepening of the labor international division and the production internationalization; trade growth and economic integration with the common markets formation, free trade zones; international trade liberalization, reduction of the level of protectionism and trade barriers. The very first form of international trade was sea trade, since one of the oldest modes of transport is sea transport, which still retains its primacy in cargo transportation. Sea trade is a form of international economic relations, international trade in goods, the delivery of which is carried out using sea transport.The article examines the current state and trends in the maritime trade deve-lopment, identifies the main problems of the maritime industry and the risks that threaten the development of maritime trade in a pandemic, analyzes the prospects for the deve-lopment of trade with the participation of maritime transport in the world and in Ukraine.Trade tensions have triggered a restructuring of global maritime trade, as the search for alternative markets and suppliers has redirected flows from China to other markets, especially in Southeast Asia. UNCTAD experts note that the impact of COVID-19 on trade was most severe in the first half of 2020, when trade volumes fell by 15 %. But many countries never recovered by the end of the year. On the other hand, some states were able to successfully withstand new challenges and achieved an increase in their share in the world market, displacing from it the least competitive suppliers, which suffered as a result of reduced demand. The analysis showed that the structure of Ukraine's maritime trade was quite resistant to the emergence of coronavirus. And the significant share of agricultural products in production and exports is a confirmation of this fact. For the development of Ukraine's maritime trade and integration into the world economic system, it is necessary to develop and implement the capabilities of the national maritime economic complex, to protect the interests of Ukraine as a maritime power in the foreign policy and foreign economic spheres.Keywords: maritime trade, COVID-19 pandemic, export, import, maritime policy.

ЕВОЛУТИВНИ РАЗВОЈ БРОДАРЕВЕ ОДГОВОРНОСТИ У РИМСКОМ ПРАВУ

The liability of the shipper in Roman law begins to be discussed with the development of maritime trade and following legal regulations. The development of navigation with the Romans came after the conquest of Carthage (146 BC), and this development lasted until the passing of Justinian’s compilation (527 BC). In this long period of time, the issue of the shipper’s liability did not always have the same legal treatment. Namely, bearing in mind all the social and economic circumstances in which maritime navigation has developed, the shipper’s liability was based on different legal principles. Thus, during the late republic, it represented a deviation from the principle of alteri stipulari nemo potest; in the classical period, it was based on the exclusive voluntas of the shipper, which was reflected in the appointment of the captain of the ship, while in the post-classical period of the development of the Roman law, this type of responsibility was based on the principles of safety and protection of the interests of passengers and goods in maritime transport, which is understandable given the social circumstances of this period (uncertainty of navigation by sea due to the recurrence of pirates). For this reason, this issue will be addressed through appropriate time frames (the late republican period, classical and post-classical law), so the creation and development of the institute of the shipper's liability would be easy to monitor and understand.

NOx Emission Reduction Technology for Marine Engine Based on Tier-III: A Review

The development of maritime trade has greatly promoted the development of diesel engines. However, with the increasingly serious environmental problems, more and more attention has been paid to the exhaust emissions of high-power marine diesel engines. The restrictions on SOx have been implemented globally, and the limitation of the NOx will be the next priority. This paper illustrates (a) Principle and research progress of NOx emissions-reduction technology of marine diesel engine; (b) Summary of advantages and disadvantages among various reduction technologies and their reduction effects; (c) The application effect of mainstream technology on board. Firstly, since exhaust gas recirculation (EGR) can achieve Tier-III directly from Tier-I without considering the increased fuel consumption. It is deemed as the most promising technology to reduce emissions by controlling combustion condition. However, EGR has shortcomings of excessive increase in fuel consumption and generation of waste water, which need to be solved immediately. Secondly, selective catalytic reduction (SCR) is the most effective and straightforward means to achieve Tier-III. Despite of the continuous optimization of SCR unit volume, the problem of scrap catalyst seriously limits its wide application. How to match the supercharger more efficiently is a key factor in choosing between high and low pressure SCR. Thirdly, nature gas (NG) engines are capable of achieving a reduction in NOx, but in order to meet the requirements of Tier-III, it still needs to be assisted by other technologies. The emissions of hydrocarbon (HC) and CO in NG engines are huge defects that must be solved. Lastly, technologies such as the Miller cycle, Two-stage supercharging and mixed-water combustion can also reduce emissions but were rarely used alone. These technologies can be combined with EGR, SCR and NG engines to optimize the engines’ economy and emission characteristics.

EXERCITOR AND MAGISTER NAVIS IN ROMAN LAW

The legal position of the owner of a vessel (exercitor navis) and the captain of a vessel (magister navis), was not always precisely defined in Roman law. A number of factors had an influence on it, and the most important one was the development of the maritime trade itself, which had a direct impact on this issue. At the beginning of its development, taking into account its insufficiently developed navigation, it is clear that there was no need for defining the legal position of the owner of a vessel and the captain of a vessel and establishing the difference between them. Since the navigation was primitive in the first phases of the development of maritime sailing, it was necessary for the owner of a vessel to monitor his vessel during a journey and look after all the goods he was entrusted with and passengers who were transported. With the development of maritime trade, especially in the classical period, they started to perceive the owner and the captain of a vessel as two separate roles, which necessarily required clearly and precisely defining their legal position, i.e. the clear distinction of the rights and obligations of a person who was the owner of a vessel and a person who was entrusted with operating the vessel. In the postclassical period, with the general decadence which was omnipresent in the Roman society, the decadence in the navigation itself occurred, which caused a number of negative reflections, one of which was merging the roles of the owner and the captain of a vesselin one person again. In order to better understand the positive effects of the situation when the owner of a ship was also the captain of that ship in the period of the late republic, as well as the negative effects of the same merging of the roles which occurred in the Dominate period, this study is going to deal with the question of the legal position of exercitor and magister navis during three periods of the development of Roman law: the last centuries of the late republic, the classical period and the postclassical period.

ВАГОВІ СИСТЕМИ ЦИВІЛІЗАЦІЙ ПІВДЕННО-СХІДНОЇ АЗІЇ

During the 1st millennium BC, states began to emerge in South-East Asia. But in the beginning, no uniform weight measures have been created there. Development of maritime trade with India in the first centuries of Common Era and the resulting cultural influence from India led to the advent of the Indian-type statehood there, which used Indian weight systems along with local measures. In the 15th – 16th centuries, this region was involved in Chinese maritime trade. As a result, the Chinese or the mixed Chinese-Malayan system of weight measures was used in trade. This work determines the mass of weight units used by civilizations in South-East Asia, recreates the structure of weight systems, and establishes their correlations and interrelations between various weight systems. The origins of certain weight units and the changes in the structure of weight systems and weight norms over a long period have been traced.

Junk Trade, Businesss Networks and Sojourning Communities: Hokkien Merchants in Early Maritime Asia

AbstractThe people of south Fujian, better known as “Hokkiens,” have a long seafaring tradition. Isolated on the remote southeastern periphery of China, they cast their eyes on the territories beyond the sea as early as the 10th century. Sporadic records suggest that Hokkien merchants were actively engaged in trading at emporia ranging from Korea in the north to Sumatra in the south. With the development of maritime trade, they started to sojourn overseas, and some of them even stayed abroad for a very long period. Hokkien merchants were known for their commercial acumen and ability to adapt to different environments abroad. Nevertheless, they still frequently relied on various institutional mechanisms to protect or advance their commercial interests. Invariably they were very creative in establishing business institutions and forming different ethnic networks. Apart from developing a wide spectrum of networks in their daily business practice, they showed various cultural characteristics that differentiated them from other Chinese merchants. As the most daring entrepreneurial group in early modern Asia, Hokkien merchants performed quite well in early maritime Asia. But as a marginal trade group, their status in overseas society was always subordinate despite their commercial success. This article examines the early Hokkien commercial activities in a number of the major port polities of Asia, with a focus on the Hokkien sojourning communities in Korea, Kyushu, Taiwan and Manila, and their unique networks and culture.

An economic history of India: from pre-colonial times to 1986

1. The Structure of the Traditional Economy 2. The Development of Maritime Trade and the Beginnings of Colonial Rule 3. The Agrarian State and the Company: Parasitism and Paralysis 4. The Evolution of an Indian Market in the Nineteenth Century 5. The Limits of Industrialisation under Colonial Rule 6. The Impact of the First World War 7. Economic Conflicts in the Post-War Period 8. The Consequnces of the Great Depression 9. India's War Profit: The Debtor turns into a Creditor 10. India's Dilemma: Dynamic Industrialisation and Static Agriculture 11. The 'Green Revolution' and the Industrial Recession 12. Resurgence, Crisis and Recovery 13. Population Growth and National Income 14. Metropolisation and Regional Disparities 15. Tasks of the Future