Maritime Development Research Articles

Coherence Analysis of National Maritime Policy of Pakistan across Shipping Sector Governance Framework in the Context of Sustainability

Sustainable maritime development needs coherent governance, particularly for the shipping sector, to ensure a stable maritime economy. However, maritime governance in Pakistan is considered inadequate and incoherent and thus poses a serious challenge to sustainability. The National Maritime Policy (NMP) was launched two decades ago, in 2002, to provide an overarching governance framework for long-term benefits, but it is now outdated. This study aimed at analyzing the extent to which the NMP of 2002 is coherent with provincial, national, and international obligations and addresses emerging requirements for the development of a sustainable shipping sector in Pakistan. An analytical framework based on three (03) guiding principles, seven (07) criteria, and twenty-eight (28) indicators was employed using a combination of qualitative and quantitative methods. Coherence across twenty-one (21) governing instruments was analyzed, scored (0–5), and rated on a ratio scale to represent the coherence index for each indicator. Thus, a matrix representing the coherence index score for each indicator individually and in pairwise comparison with the NMP was developed. An overall coherence index was calculated as 2.1, which shows poor coherence across governing instruments. This indicates that the NMP 2002 is unable to address emerging governance needs for sustainability issues such as climate response, pollution control, ballast water management, ecosystem conservation, social well-being, stakeholder engagement, and economic diversification, thus requiring revision to meet the challenges created by incoherent governing instruments at all levels and among segments of the maritime economy.

Moreton Bay; A previously unrecognized resting stopover for east-coast of Australia migrating humpback whales

Humpback whales enter Moreton Bay, in southeast Queensland, Australia, each year during their annual migration. Little is known about the ecological significance of the bay for the humpback whale population. In a region characterised by rapid coastal and maritime development, as well as a growing humpback whale population, there is an urgent need to fill knowledge gaps surrounding the populations’ seasonal distribution and habitat use in these coastal waters. This study procured the first detailed information regarding humpback whale distribution, behaviour, and habitat use within Moreton Bay, relative to the main east coast migratory corridor. It was found that on average 42.41% of the individuals observed on the southern leg of the migration entered the bay. 76.78% of pods entering the bay had accompanying calves and 47.82% of these pods were found to be resting or logging, a behaviour often associated with nursing, at the time of observation. These findings provide strong evidence for a previously undocumented role of Moreton Bay as a resting stopover for migrating humpback whales.

Indonesian Fish Policy Development and Marketing Strategy In The Context of Utilizing Market Potential

The sea is an important part and is a natural resource that drives economic growth. Apart from that, the sea is also an asset for Indonesia. Currently the Indonesian government is fully concentrating on maritime development and wishes to become the world's maritime axis. However, it should be realized that maritime development issues are not as easy as one might think. Various complicated problems that arise from the internal and external environment which are obstacles and must be resolved first. To solve this problem the government needs to build a maritime management system, so that the sea is no longer just a name or symbol for Indonesia as a maritime country but also as one of the economic sectors that presents products or services where the results can encourage people's welfare.

Indonesian Seafarers’ Intercultural Communication Challenges With Multinational Crews

The current study investigated the intercultural communication challenges among Indonesian seafarers with foreign crews at international shipping companies. Data collection was conducted through a mixed-questionnaire method, with each questionnaire consisting of 10 items distributed in Google Forms to 171 respondents. The findings revealed that the language barrier was a significant issue among Indonesian seafarers to communicate and socialize with onboard multinational crews, which was mainly overcome through body language. Indonesian seafarers’ acceptance of onboard diversity rendered them to be more sociable, which was identified as a positive attitude. However, it cannot be denied that the fact of low communicative competence has impacted social life interactions and work for some seafarers. Resultantly, pertinent Indonesian maritime education and training institutions should adequately prepare seafarers and cadets with relevant work skills and English linguistic competence. This research aims to shed new light on the development of maritime and seafarers’ research.

Maritime Potential Optimization in the Riau Islands Province

The archipelagic province’s maritime development has thus far been disproportionately attributed to fisheries and primary marine activities, restricting the evaluation of the ideal maritime sector optimization within the economy. The maritime notion and its scope apply to activities in more diverse fields. It accords with experts' conceptual and theoretical definitions and the Indonesian legal perspective as well). This study aims to assess the extent to which maritime performance optimization has occurred throughout the Riau Islands Province based on seventeen activities. Using a well-known quantitative technique, i.e., Location Quotient, Shift-Share, Overlay, and Klassen's Typology, we found that maritime optimization performed differently in each district and municipality of the Riau Islands Province. Based on the results, Batam is the region with the best maritime sector performance, followed by Bintan, Tanjungpinang, Karimun, and Lingga. Meanwhile, Anambas and Natuna are relatively lagging. In addition, the study results show that the optimization of the maritime sector is not limited to the creation of added value in primary outputs such as fisheries, mining, and quarrying. It also considers secondary and tertiary maritime activities such as manufacturing, trade, and services such as sea transportation, accommodation, food, and beverages, where there are many marine tourism activities. In addition, the results suggest that maritime sector optimization is not restricted to creating added value in the primary output but also secondary and tertiary.

Monitoring and evaluation of maritime spatial planning – A review of accumulated practices and guidance for future action

The Maritime Spatial Planning Directive 2014/89/EU requires implementation of spatial planning in the marine waters of EU Member States and the establishment of maritime spatial plans by Member States at the latest by 31 March 2021. In Directive 2014/89/EU it is explicitly mentioned that maritime spatial plans shall be reviewed by Member States as decided by them but at least every 10 years. This article aims to review accumulated practices in monitoring and evaluation of maritime spatial plans based on a review of literature, interviews and an expert workshop. Numerous approaches to monitoring and evaluation are applied and available. Monitoring and evaluation of maritime spatial plans is about more than the identification and use of best available methods, it requires sufficient skills and resources, for the evaluators and for stakeholders that might be involved. While not explicitly mentioned in the MSP Directive, equity in the allocation of marine areas for use is highlighted as an important emerging issue. Maritime developments are influenced by a mix of policies and linear approach to M&E fail to capture this complexity. The value of M&E is that is can improve the quality of MSP by instigating and structuring a participative processes with cross-sectoral and cross-border learning.

THE RECONSTRUCTION OF UKRAINE'S TRANSPORT INFRASTRUCTURE IN THE FIELD OF LOGISTICS AND TRANSPORT TECHNOLOGIES

This article explores the importance of restructuring Ukraine's transportation infrastructure for the development of logistics and transportation technologies. The development and improvement of infrastructure are critical to ensuring efficiency and competitiveness of the country. The article examines key components of the transportation infrastructure restructuring, including the development of railway, maritime, river, and aviation infrastructure, the implementation of information technologies, and the development of roads and logistics centers. It highlights how these measures contribute to improving transportation efficiency, regional connectivity, and cost reduction. It emphasizes that successful restructuring of the transportation infrastructure requires collaboration among various stakeholders, such as the government, private sector, academic community, and society. It is important to consider the social aspect and meet the needs of society, ensuring environmental sustainability and the preservation of natural resources. In conclusion, the article underscores that the success of Ukraine's transportation infrastructure restructuring is a crucial strategic priority for the country's development. This opens up opportunities for transportation improvement.

Maritime Computing Transportation, Environment, and Development: Trends of Data Visualization and Computational Methodologies

This research aims to characterize the field of maritime computing (MC) transportation, environment, and development. It is the first report to discover how MC domain configurations support management technologies. An aspect of this research is the creation of drivers of ocean-based businesses. Systematic search and meta-analysis are employed to classify and define the MC domain. MC developments were first identified in the 1990s, representing maritime development for designing sailboats, submarines, and ship hydrodynamics. The maritime environment is simulated to predict emission reductions, coastal waste particles, renewable energy, and engineer robots to observe the ocean ecosystem. Maritime transportation focuses on optimizing ship speed, maneuvering ships, and using liquefied natural gas and submarine pipelines. Data trends with machine learning can be obtained by collecting a big data of similar computational results for implementing artificial intelligence strategies. Research findings show that modeling is an essential skill set in the 21st century.

Network Planning Analysis Using CPM and PERT Methods on Optimization of Time and Cost

The shipbuilding industry is the most important industry to support sea transportation in the context of maritime development. As a company engaged in shipping, the function of the shipyard is as a place for shipbuilding, ship repair, and ship maintenance. One of the activities carried out by PT. DNC as a shipyard company is to repair TK Aek Sigala-gala. Ship repair is a process of repairing or replacing ship materials that cannot be used to avoid risks that occur in the sea when the ship sails. In the implementation of project activities, the company must understand the right network so that there are no problems scheduling, planning and controlling project activities. This study aims to solve the problems faced by the company, is the delay in completion time. The data used is secondary data related to the sequence and relationship of activities, execution time, and cost budget plan (RAB). This study uses CPM and PERT methods to determine the optimal turn around time using critical path and probability concepts. The results of the CPM and PERT methods are activities on the critical path with an optimal duration of 98 days. The crashing method is to reduce the duration to 72 days with savings of Rp. 16,351,708. if the project implementer does not crash, the penalty that must be paid is Rp. 3,072,963,905.

Lack of small business participation (small fishing companies SIC Code 13100) in the Transport Education Training Authority-Supported Schemes

The study focusses on the transport sector, where company participation level is measured at approximately 20% of levy paying enterprises, and this level is mostly based on relatively high levels of participation from large and medium-sized companies. The study explores the relationship between Sector Education and Training Authorities (SETAs) and the companies within the sectors they are mandated to serve by researching the Transport Education Training Authority (TETA) maritime subsector. The research focus is on small companies and the focus is specifically on the low rate of participation of smaller entities in the skills development landscape. The consequences of the lack of participation are investigated and the study concludes that the SETA’s ability to effectively research its sector skills, as well as the SETAs ability to provide effective skills planning in support of the national agenda, are both negatively affected by current levels of poor participation. The research was conducted on small fishing companies registered with TETA, in order to determine the reasons for low participation in the government’s mandatory grant scheme. The research is survey-based across participating and non-participating small companies. In addition, it is proposed that the elements contained herein are transferable to other subsectors of the transport economy (e.g. air, road and rail), and to the multitude of other SETAs that have small companies registered with them. Succinctly, there is no financial incentive to a small company to participate, the SETAs should consider incentives schemes to increase participation that is project-based and allows for subsidised training. The value of an improved Sector Skills Plan (SSP) that matches the skills needs of the sector increases the likelihood of projects having a meaningful impact on the sector and reduces fruitless and wasteful expenditure in the sector. The small business environment has huge potential to assist in skills development, a skilled workforce, improved productivity and reducing unemployment. The findings and solutions are important tools for taking the maritime development agenda forward.

Resiliency of Fisherfolks on Safety Measures in the Municipality of Balatan, Camarines Sur Philippines

The promotion of sustainable shipping and sustainable maritime development is one of the major priorities of the International Maritime Organization (IMO) in the coming years.1 Safety measures for fisherfolk are essential prior to and during fishing to prevent any accident or emergency at sea. Fisherfolk and fishing boat owners should follow government rules and regulations such as BFAR Republic Act No. 8550, also known as “The Philippine Fisheries Code of 1998” under Section 1, which is an act providing for the development, management, and conservation of the fisheries and aquatic resources, integrating all laws pertinent thereto, and other purposes.2 One way to improve safety measures for small fisherfolk is to develop regulations to be followed by all fishing boats before and after fishing. Safety of life at sea (SOLAS) is equally important among fisherfolk. The lives of fishermen are at stake every time a typhoon occurs. Their primary source of living is halted due to inclement weather. Especially when typhoons Rolly and Ulysses hit the Philippines in 2020, leaving at least 20 people dead and its wake displacing 89,000 citizens in Albay and affecting almost two million people across 26 provinces in the island of Luzon, including Camarines Sur. The Bicol Region bore the brunt of the typhoon’s violent winds and torrential rains, blowing away roofs, toppling structures, and causing severe flooding and landslides, which impacted the fishermen of Balatan, Camarines Sur (Balaan, 2021)3.

The vantage point of geopolitics: capturing indonesia’s maritime axis

After the East Asia Summit in 2014, the Indonesia Maritime Axis became a priority under Joko Widodo’s administration. The maritime development aspect once articulated in the Djuanda Declaration in 1957, however, during several periods of leadership, the government marginalized the Maritime realm and was more directed to encourage agricultural as well as inland centric development vigorously. Truly unfortunate, it became contrast with the fact that Indonesia, as an archipelagic country based on the United Nations Convention for the Law of the Sea (UNCLOS) in 1982, hibernated over periods to maritime development. This study examined Indonesia Maritime Axis policy from a geopolitics perspective in international relations and national interests. The research method utilized qualitative with a descriptive analysis approach. The main argument rest in a state which performed geopolitics in regional dynamics, prominently towards Indo-Asia-Pacific rim to achieve national interests. The United States and China tried to anchor down their influence over this vast and vibrant region while Indonesia seeks opportunities towards cooperation to increase economic growth. Furthermore, Indonesia firmly showcased a rising middle power, as well as an archipelagic country, which struggle to protect its maritime sovereignty.

Water search and rescue (SAR) for ship accidents in China: analysis of 12 years’ data

Maritime search and rescue (SAR) remains a great global challenge because of the long distances, harsh environment and complicated trauma. A systematic investigation and analysis of China Maritime Search and Rescue Center (CMSRC) data has been lacking. This study aimed to provide more insightful information for future development of a better maritime and aquatic SAR system in China. This retrospective study retrieved and analyzed data on the water traffic volume from The Ministry of Transportation, People's Republic of China website and SAR data on ship accidents between January 1, 2008 and December 31, 2019. Spearman's correlation test was performed to analyze the data for the number of ship accidents, number of persons in distress, number of rescued persons, SAR success rate, and SAR forces. The χ2 test was used to assess significant changes in the proportion of ship accident locations, categories, dispatched SAR forces, and location of deaths annually. The Cox Stuart test was applied to determine the trends in the data from 2008 to 2019. Between 2008 and 2019, a total of 24,013 ship accidents were reported and recorded by the CMSRC surveillance system; 209,948 persons in distress because of ship accidents were reported; 8,051 individual deaths from ship accidents. Water traffic volume and ship carrying capacity increased while the annual number of persons in distress, ship collisions, and ship collision-related deaths decreased. The SAR success rate (96.17%±0.92%) did not improve despite an increase in the number of rescue ships dispatched during this period. Helicopters (92.40±20.58 min) arrived faster than rescue ships (283.75±40.96 min) but the dispatched number of helicopters did not increase during this period. The average arrival time of nearby passing ships (41.90±7.98 min) was the shortest. CMSRC efforts mitigated the growth of ship accidents despite increasing traffic volume. More dispatched rescue ships did not improve the SAR success rate without saving arrival time. Future SAR protocols may need to increase and strengthen the role of helicopters and nearby passing ships to improve the SAR success rate.

Creating Value for Reliability Centered Maintenance (RCM) in Ship Machinery Maintenance from BIG Data and Artificial Intelligence

Seagoing ships transport nearly 90% (International Maritime Organization, in IMO’s contribution to sustainable maritime development, 2012) of the world trade by volume worldwide through a large network of maritime logistics companies located in different time zones making it the lifeline of the global economy. This makes it challenging for the shipping companies to run their operations economically ensuring the safety of life at sea and a pollution-free environment. The introduction of Electronic Chart Display and Information System onboard ships to improve safe navigation and the use of sensors to monitor machinery parameters and track real-time ship performance have paved the way for digital transformation in the maritime industry. These performance monitoring tools though fundamental to improving fleet performance, fetch enormous data, however, their complexity makes it challenging to deal with the 4 Vs, volume, velocity, veracity, and a variety associated with big data terminology. This paper describes how ships can benefit by deploying Big Data analytics, the Internet of Things and Artificial intelligence (AI) in enhancing the value of Reliability Centered Maintenance (RCM) in ship maintenance and thus are indispensable for the RCM. The author believes that the synergy that will be created by using Big data, RCM and AI concepts will enable the creation of a maintenance business model that will eventually develop a new growth engine for the stakeholders in the shipping industry.

Development of collision risk assessment model for bridge across waterways based on traffic probability distribution

Korea identifies in advance the impact of maritime development, including bridges across waterways, on maritime traffic safety and evaluates changes in maritime traffic flow and ship navigation safety by Maritime Traffic Safety Assessment. However, this system adopts the probability of collision per 10,000 vessels as a safety standard based on the number of collisions per vessel rather than the annual collision frequency during collision risk assessments through ship handling simulation, which is unsuitable for safety verification in sea areas with high traffic. Therefore, in this study, the annual frequency of collapse (AASHTO Method II) was used to convert collision frequency per ship into an annual collision frequency equation, maritime traffic distribution was analyzed for 4 bridges across waterways in Korea, and a normality test was performed. Through k-means clustering, passing ships were clustered by tonnage, and the annual collision frequency for each cluster was calculated. As a result, the annual collision frequency of once every 50–100 years was suitable depending on the ship size. This is similar to the annual collision frequency reported by International Maritime Organization, and it is judged to be suitable for use as an annual collision frequency safety standard not only in Korea but also worldwide.

Negotiating a Jewish maritime approach in Tel Aviv’s urban laboratory

ABSTRACT This article seeks to examine different stages, symbolic and material, of using the sea in Zionist thought and practice of statehood. What happens after a metaphorical space – which was used to imagine ways of establishing statehood – turns into reality? During this process, the city of Tel Aviv becomes the center of discussing the connection to the sea, for the city itself and for the Yishuv as a whole. Different expressions of an extending Jewish maritime development are affected through the simultaneity of interacting with the sea while negotiating its role for the Yishuv’s society during the 1930s.

Marine Policy in Holding and Handling Marine Natural Asset as An Attempt to Recognize Indonesia as The Sector’s Maritime Axis

The maritime axis is now increasingly popular and attracts the attention of many parties, including the mass media which also often brings up the term in the news in recent times. The emergence of the term cannot be separated from the idea of ​​President Joko Widodo who wants to make Indonesia as the world's maritime axis, also wants to make Indonesian waters a territory safe waters in the world for all marine activities, and for that, the government will ensure security and safety of sea transportation carried out by the community and business actors. The development of maritime affairs cannot be done all at once. To optimize maritime development at the national level, regional and global, and especially in achieving the world maritime axis requires direction, orientation, strategy, and anticipation of effective, consistent, and sustainable development. Therefore, the researcher saw the implementation of the maritime axis from a policy perspective. Issues that will be the focus of this research are firstly how the development of the world maritime axis concept in Indonesia, secondly how to implement Indonesia's maritime axis from a policy perspective. The purpose of this research is to know the development of the concept of the world maritime axis in Indonesia and its implementation. Based on the results of research that Indonesia has implemented the concept of the world maritime axis by issuing policies and their implementation; it is recommended that Indonesia has a pivot law maritime world to answer challenges to realize Indonesia's excellence. The uses of this research order to information and development of law and practice as input for stakeholders including the Government, experts, academics, practitioners and the public.

Empowerment of the Marine Task Force for Safeguarding the Outer Islands to Increase Development of Maritime Potential in the Border Area, especially the North Natuna Sea

The purpose of this study is to describe the empowerment of the marine task force in carrying out the security task force for the outer islands, the authority of the role of the marine task force in maritime development, the regulatory authority for the role of the marine task force to improve the development of maritime potential in the North Natuna Sea border area. The method used is qualitative research. Analysis using data analysis techniques Soft System Methodology (SSM). The results showed that the communication of related stakeholders was well established and constructive, the efforts were made by having limited defense capabilities against attacks; supervisory ability; and the ability to prevent the transit of illegal activities. For Maritime Development in the North Natuna Sea Border Area, Assistant Dankormar Col. Mar is responsible to the Marine Corps Commander in carrying out his daily tasks. The Indonesian Navy agency in the Natuna Region to compile a Regulation on the implementation of the Marine Task Force in increasing maritime potential development

ООБЛИВОСТІ ТА ПРОБЛЕМИ МЕХАНІЗМУ РЕАЛІЗАЦІЇ МОРСЬКОГО СТРАХУВАННЯ В УКРАЇНІ

The article reveals the problems in the organization of marine insurance in Ukraine that have arisen to date, the peculiarities of its development, analyzes the state of marine insurance in Ukraine, highlights the features of maritime compulsory and voluntary insurance, considers such a division of marine insurance as cargo insurance, marine insurance market of Ukraine. The advantages and disadvantages of sea transportation are revealed and it is noted that sea transportation, transportation of goods by sea are the activities of maritime transport enterprises, which belong to the risky activities of maritime transport enterprises. Hence the problem of forming such a mechanism for the implementation of marine insurance in Ukraine, which would provide compensation for losses in the event of an insured event, could regulate them on a legislative basis, prevent dangerous events and meet international marine insurance standards. Shipowners, consignees, shippers and insurance companies should be interested in ensuring the safety of navigation, the safety of cargo delivery and the safety of port operations. Therefore, an important condition for the development of domestic maritime and water transport, maritime transport enterprises is the development of marine insurance in Ukraine. Thus, in this article the current state of marine insurance in Ukraine was considered, personalities and shortcomings in the organization of the marine insurance mechanism were identified. During the study, it was found that in Ukraine the most common types of marine insurance are: - voluntary insurance of sea and river transport (water transport insurance); - cargo insurance; - insurance of risks (liability of shipowners). It was found that Ukrainian marine insurance does not meet international standards and modern requirements. Therefore, it is necessary to maintain and improve existing types of marine insurance by investing in the shipping industry and maritime transport enterprises, as the transportation of goods by sea and river transport is an important condition for the development of the country as a whole.

Decision making of maritime development scenario on the impact of naval base for supporting navy ships operations

The Indonesian Navy is the spearhead in maintaining maritime security in Indonesian waters. In carrying out its main tasks, the Indonesian Navy has components of an Integrated Fleet Weapon System in which there are elements of Ships and Naval Bases. To ensure the effectiveness of carrying out operations by ship elements, ship operations are supported by the Naval Base as the organizer of the support function. Naval Base's carrying capacity consists of 5 (five) support functions, including: (1) support for anchoring facilities; (2) support for supply facilities; (3) support for maintenance and repair facilities; (4) support facility maintenance personnel; and (5) support for base development facilities. Naval Base does not yet have its dock to support anchoring facilities for ship operations. In addition to cooperation in the use of the Naval Base anchorage facility, there is also cooperation in port security, both in terms of land and port water aspects. As the number of ship visits at Naval Base Harbor increases, the dock utility increases. The increase in dock utility resulted in a decrease in port services which also resulted in a decrease in the Naval Base Carrying Capacity. To improve port services, Pelindo III implements the port development program contained in the Naval Base Port Master Plan in Permen KP number 792 of 2017. In this study, an analysis of the impact of the Naval Base Port development policy on the carrying capacity of the Naval Base was carried out. The data analysis uses System Dynamics modeling with a simulation period of 30 years in 3 development scenarios, namely short-term scenarios, medium-term scenarios, and long-term scenarios. From the simulation results, it is found that the construction of the Naval Base port affects the Naval Base Carrying Capacity with an average increase of 1.8% in each policy scenario. The increase in Naval Base Carrying Capacity has an effect on increasing Ship Operations by an average of 1.8% and also increasing the Security of Naval Base Harbor by an average of 0.14%. The results of the analysis of this study can be used as consideration for policymaking by the Navy.