Global Maritime Trade Research Articles

Estudio de estrategias verdes como medida para mitigar la contaminación marina generada por buques.

Due to the constant growth in import and export operations, it has equally increased global maritime trade, especially for its safety, efficiency and economy compared with other modes of transport. However, shipping has been one of the causes of the negative impact that affects the environment due to pollution generated by ships that produces deterioration in the ozone by emissions of organic gaseous compounds that promote extinction of the species and marine habitat due to spills of toxic liquids, ballast water, containers that falls into the sea, among other polluting sources. For the above, We found a reason to made a qualitative study based on statistics, information from agencies responsible for regulating the sector, international projects for the prevention of marine pollution by ships, scientific journal articles and existing studies on the amount of marine pollution and through this information, identify strategies that promote the development and implementation of green logistics in the mention sector in order to mitigate pollution it generates.

ПРИНЦИПИ ОПТИМІЗАЦІЇЕКОНОМІЧНОГО ПОЛОЖЕННЯ СУДНОПЛАВНОЇ КОМПАНІЇ У СИСТЕМІ РИНКУ МОРСЬКОЇ ТОРГОВЛІ

The formation of the harmony of the maritime trade market is based on the reaction of ship-owning and port structures to the nature of changes in the main characteristics of cargo flows. At the same time, relations and the reaction of the ship-owning complexes to the optimization of the technical and economic level of the competitors are being formed. A shipping company as an enterprise develops and functions in contrast to other production structures of the national economy in the context of international competition. Regardless of the flag of registration of ships, companies operate in the global maritime trade market. It is the priorities of international conventions that determine managerial and marketing technologies. Therefore, a special nature of the participation of shipping companies in the formation of the final economic results is formed. It is this factor that requires constant clarification of the patterns of sustainable positionning in the system of the international division of labor. Also, it should be noted that the most important tendencies in improving the management of the development of subsystems of the national maritime transport industry are balancing the assessment of the merchant fleet and ports both from the standpoint of macroeconomic and entrepreneurial interests. Therefore, research focuses on the selection andimplementation of the special priorities of the national maritime transport complex. In this regard, the temporal characteristics of the routes are considered rather thoroughly. However, the inconsistency of approaches to the formation of systemic security remains.The efficiency of the state and functional and economic stability should be consi-dered as the main criterion for changing the form of the ownership. With the stability and sustainability of maintaining the liquidity conditions of the enterprise, the change of ow-nership is determined by market conditions and the marketing strategy of the owner himself. Usually, in this state, the change in the form of ownership on the part of the owner has particular number of non-standard reasons. For such enterprises, privatization is problematic because it does not optimize the social and economic con-sequences and results.Keywords: maritime trade, shipping companies, cargo flows, marketing techno-logies.

ДИФЕРЕНЦІАЦІЯ НАПРЯМКІВОПТИМІЗАЦІЇ МОРСЬКОГО ТРАНСПОРТНОГО ПОТЕНЦІАЛУ ЧОРНОГО МОРЯ

Integration strategies in the system of servicing sea freight traffic predetermine the differentiation of the rates of development of individual regional segments of the global maritime trade market. In this respect, the nature of the development of merchant shipping in the Black Sea basin is ambiguous. It is distinguished by a number of features that predetermine the direction of development and the nature of competition in the formation of priority routes for servicing the fluid flows of the world division of labor. The region implements two conditions for the growth of freight traffic: expanding participation in foreign trade of the national economy and realizing the benefits of transit potential. This, to a decisive extent, predetermines the nature of the attitude of individual countries to the optimization of the technical and economic level of the fleet and ports. This, in turn, leads to the emergence of innovative advantages of individual national maritime transport complexes. Thus, the priorities and parameters of stability of some subsystems change in comparison with others. Therefore, it is important to identify new patterns in the positioning of competing maritime transport companies.The peculiarity of development and directions of integration processes are taken into account, which determine the priority directions of the necessary formation of the potential of the fleet's carrying capacity. At the same time, the processes of implementation of the Laws on Concession in Commercial Ports and disclosure of the use of the transport potential of the Dnieper according to EU standards were taken into account.Optimization of directions and options for the development of units of the maritime transport industry should reflect the possibility of varying the resources of the organization and the technology of processing traffic flows. The maximum car-rying capacity of the fleet and ports can be focused on both the increase in the volume of transport work and the amount that in the current conditions is provided by the standard organization of the transportation process.Keywords:integration strategies, optimization, sea transport, fleet, ports, transport potential, sea transport industry.

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.

The EU Maritime Regime and Challenges for Land-locked Developing States: Evidence from Ethiopia

EU plays a dominant role in international maritime governance, and it has comprehensive maritime policies and strategies that have implications for third States. On the other hand, developing landlocked States (LLS) have the lowest bargaining power in the international maritime arena owing to their economic and geographic position. This article examines the implications of the EU maritime policy for developing LLS. After analysis of primary and secondary data as well as empirical evidence from Ethiopia, it is argued that the EU maritime governance such as its port State control regime and maritime market access regulations could possibly make international maritime trade through the EU waters as well as global maritime trade unaffordable for developing LLS. In view of the inherent challenges encountered by developing LLS and the economic interest of these States, it is submitted that there is a need to accord differential treatment schemes in the maritime field to these States at global as well as at the EU level.

Macrofouling assemblages in coastal waters adjacent to the Port of Colombo, Sri Lanka

Sri Lanka was an important node and a major centre of international trade in the ancient maritime silk route, and still serves a significant role in present global maritime trade. The critical role played by the country’s ports on economic development has come at the cost of compromising the ecological health of the environment. The present study was to assess the status of biofouling assemblages in coastal waters impacted by the Port of Colombo. Sampling was conducted from February to December 2018 in the Dikkowita Fisheries Harbour, Kirulapone canal opening, and Panadura Fisheries Harbour. The fouling assemblages in the rocky intertidal zone were studied using photo-quadrats and environmental surveys. Photo-quadrats were obtained monthly following a protocol developed by the Marine Biological Association of the United Kingdom and modified to suit the local environments, whilst area surveys were conducted at two-month intervals. In addition, artificial settlement structures were deployed to assess subtidal fouling communities. Species abundance was estimated by individual counts, and percentage cover was determined using CPCe software. A total of 47 macrofouling taxa were recorded. High numbers were recorded from the phyla Mollusca (20), Arthropoda (06), and Porifera (4). Saccostrea cuccullata (Bivalvia), Cellana radiata (Gastropoda), Clypidina notata (Gastropoda), and Balanus reticulatus (Crustacea) were some of the common species found in all three study sites. Oysters were the dominant macrofouling organisms in terms of percentage cover in Dikkowita Fisheries Harbour and Kirulapone canal opening. Our study also recorded three globally invasive species, B. reticulatus, Amphibalanus amphitrite and Perna viridis, alerting us to the need for long-term monitoring.

Una merienda global: The Americas and China at the Early Modern Spanish Table

Antonio Pereda y Salgado’s Still Life with an Ebony Chest (c.1652) presents the viewer with the makings of a luxurious Spanish merienda, or light afternoon meal: sausage, biscuits, chocolate, and all the necessary accoutrements. including ceramic cups and a silver plate. Many of these objects and foodstuffs would have been imported to Spain from Spanish Americas and China. Pereda’s painting thus reveals both a material culture as well as social practices that were predicated on Spain’s global maritime trade routes. Chocolate was a key element of these exchanges. A spiced, bitter drink used in Mayan and Aztec social and religious rituals, chocolate was initially perceived in the Spanish realms as medicinal. However, by the middle of the seventeenth century, it had become one of the essential pleasures of the elite Spanish table. It changed not just the Spanish lived experience, but, as Pereda’s and other paintings depicting chocolate attest, also Spanish visual culture.

Growing China-India Competition in the Indian Ocean: Implications for Pakistan

The Indian Ocean is the world’s third-largest body of water and has become an area of growing competition between China and India. As the economy, power and interests of both the countries increase, this competition endanger the stability of the region, which is significant for global maritime trade flows. This paper aims to give an overview of India’s ambitions as well as China’s growing strategic interests in the Indian Ocean Region (IOR). Based on their growing interests, the study will highlight the implications of this competition for Pakistan. It will also try to present a way forward, which Pakistan must adopt to avoid its interests being compromised.

대형 무인 선박의 자율운항 기술 개발동향

In this paper, we present a comprehensive review of the latest autonomous navigation technologies for unmanned ships. Maritime trade has increased enormously along with the evolution of industrial economies over the last century. The unmanned ship has received worldwide attention as a next-generation transportation vessel. It can change the paradigm of global maritime trade. In this paper, first, we present the global trend of unmanned ship development by reviewing the major research project currently conducted by several research groups. One of them describes the three steps of an unmanned ship according to the level of autonomy. The core technologies of the unmanned ship are classified into three categories in terms of safety, efficiency, and connectivity. The state-of-the-art technologies and the remaining challenges in each category are reviewed comprehensively.

Constant changes – regularity of positioning of subsystems of the maritime transport industry

The contradictory nature of the economic growth of the structural subdivisions of the global division of labor predetermines the special requirements for the development of the maritime trade market. Despite the sustainable significance of the maritime transport industry for the formation of effective foreign economic relations, there are constant systemic changes in the structure of merchant shipping. A modern feature of the functioning of the global maritime trade market and of the positioning of several shipping companies is the asymmetry of the stability parameters of enterprises and the volatility of the external conditions of their operator and investment activities. Therefore, the features of managing the stability of the positioning of individual subsystems of the marine complex are considered from the position of global needs of international trade and the efficiency of entrepreneurial activity of shipowners and operators.

Supporting the wartime economy: imperial maritime trade and the globalised maritime trade system, 1914–1916

ABSTRACTThe British Empire depended on international trade and financial systems for survival. These depended on general peace. The Empire could not afford extended periods of military expenditure, using civil–military and economic mechanisms to avoid the costs of an army. These demanded an efficient global maritime transport system feeding a free economic market with close industry–navy and insurance market–government–navy cooperation. These required a naval system to protect global maritime trade. The outbreak of war in 1914 stopped maritime trade, requiring rapid unprecedented government intervention to restart it. From this restart, the privately run global maritime trade system began to distort, but collapse was protracted and the commercial system showed remarkable elasticity. The imperial government progressively replaced an efficient, fluid maritime trade system based on meeting commercial demand with centralised control to meet the demands of a mobilising war economy. By July 1916 this process was complete and a remarkable example of international administration across all areas of the global and domestic economy was well advanced. The resulting centralised control of global maritime trade fed multinational economic demands of war economies: yet this broad, complex, multidisciplinary event remains largely unknown.

Multiple dispersal vectors drive range expansion in an invasive marine species.

The establishment and subsequent spread of invasive species is widely recognized as one of the most threatening processes contributing to global biodiversity loss. This is especially true for marine and estuarine ecosystems, which have experienced significant increases in the number of invasive species with the increase in global maritime trade. Understanding the rate and mechanisms of range expansion is therefore of significant interest to ecologists and conservation managers alike. Using a combination of population genetic surveys, environmental DNA (eDNA) plankton sampling and hydrodynamic modelling, we examined the patterns of introduction of the predatory Northern Pacific seastar (Asterias amurensis) and pathways of secondary spread within southeast Australia. Genetic surveys across the invasive range reveal some genetic divergence between the two main invasive regions and no evidence of ongoing gene flow, a pattern that is consistent with the establishment of the second invasive region via a human-mediated translocation event. In contrast, hydrodynamic modelling combined with eDNA plankton sampling demonstrated that the establishment of range expansion populations within a region is consistent with natural larval dispersal and recruitment. Our results suggest that both anthropogenic and natural dispersal vectors have played an important role in the range expansion of this species in Australia. The multiple modes of spread combined with high levels of fecundity and a long larval duration in A.amurensis suggests it is likely to continue its range expansion and significantly impact Australian marine ecosystems.

Feral Cat Globetrotters: genetic traces of historical human-mediated dispersal.

Endemic species on islands are highly susceptible to local extinction, in particular if they are exposed to invasive species. Invasive predators, such as feral cats, have been introduced to islands around the world, causing major losses in local biodiversity. In order to control and manage invasive species successfully, information about source populations and level of gene flow is essential. Here, we investigate the origin of feral cats of Hawaiian and Australian islands to verify their European ancestry and a potential pattern of isolation by distance. We analyzed the genetic structure and diversity of feral cats from eleven islands as well as samples from Malaysia and Europe using mitochondrial DNA (ND5 and ND6 regions) and microsatellite DNA data. Our results suggest an overall European origin of Hawaiian cats with no pattern of isolation by distance between Australian, Malaysian, and Hawaiian populations. Instead, we found low levels of genetic differentiation between samples from Tasman Island, Lana'i, Kaho'olawe, Cocos (Keeling) Island, and Asia. As these populations are separated by up to 10,000 kilometers, we assume an extensive passive dispersal event along global maritime trade routes in the beginning of the 19th century, connecting Australian, Asian, and Hawaiian islands. Thus, islands populations, which are characterized by low levels of current gene flow, represent valuable sources of information on historical, human‐mediated global dispersal patterns of feral cats.

Forecasting Global Maritime Container Demand with Integrated Trade–Transportation Modeling Framework

Global maritime trade has experienced increasing trade value and volume in recent decades. Most trade commodities are transported through seaborne containers. Therefore, the ability to forecast maritime container demand is important to policy makers for keeping their competitive advantage or to plan for infrastructure development. Numerous efforts have been made to forecast container demand, most such studies adopting an economic approach or a transportation model. Few studies have considered the forecasting of maritime container demand from an integrative economic trade–transportation modeling perspective. The study presented in this paper developed a quantitative demand forecasting approach to predict future seaborne container demand in the global context. This integrated forecasting framework uses the transportation-based four-step model coupled with economic and trade theories. Computable general equilibrium models based on economic theories were developed to derive the amount of trade flow between countries. Through the application of transportation mode choice models, the amount of seaborne trade between countries was then estimated. Statistical models with expert opinions were developed to convert commodity value into number of containers. The developed model framework was then used to study the container demand trends in several countries between 2008 and 2018. This case study found that the model framework could simulate global maritime trade and container demand and would be useful for planners in formulating relevant macroeconomic trade and transport policies.

An exploratory study on the effect of trade data aggregation on international freight mode choice

As part of a comprehensive regional or global maritime trade modeling framework, it is often necessary to determine the modal share of commodity flow between countries. Typically, this is resolved by either using a constant empirical value (such as the commodity value-weight ratio) or applying statistical models to determine mode choice or share. Whilst the latter method tends to provide a more rational solution, it is constrained by the appropriate choice of trade data classification level during model development. This paper therefore explores the potential impact of trade data aggregation (in terms of trade data classification level) on commodity mode choices derived from discrete choice models. Using international commodity flows between continents, discrete choice models can be developed to compare the modal split between air and sea transport. By considering four different international trade routes and three trade classification levels, the paper shows that detailed commodity trade classification may not necessarily lead to better results. Using the Harmonized Commodity Description and Coding System (or HS System) as an example, it was found that it may be more effective developing models using HS two-digit commodity trade data for the purpose of international freight mode choice studies for the purpose of regional or global maritime trade modeling.

Long Range Identification and Tracking (LRIT) Apropos Global Maritime Security

Globalisation of the world economy and the interdependence of nations thereof, has ensured that the security of global maritime trade remains a priority security issue for the state administrations. Maritime terrorism, illegal arms and drug trafficking, piracy etc., continue to remain the scourge of trading nations. Visibility and identification through maritime domain awareness (MDA) has come to be universally recognised as the basic tenet of the process to ensure maritime security. In 2000, the International Maritime Organisation (IMO) decision for mandatory provision of automatic identification system (AIS) onboard merchant ships and International Ship and Port Facility Security (ISPS) compliance by ports served to significantly enhance maritime security. With increased perceptions of threat post 9/11, further measures were discussed to augment maritime security during the 2002 International Convention for the Security of Life at Sea (SOLAS) Conference organised by the IMO. The mandatory security measures, adopted in December 2002, included a number of amendments to the 1974 SOLAS. The Conference also adopted Resolution 3, for “further work by the IMO pertaining to enhancement of maritime security” and Resolution 10 for “early implementation of long range ship's identification and tracking (LRIT).” During the 81st session of the Maritime Safety Committee, held at IMO Headquarters in London on May 10-19, 2006 regulations for LRIT were included in SOLAS Chapter V on Safety of Navigation. LRIT was made a mandatory requirement with effect from December 31, 2008 for merchant ships (over 300 gross registered tonnage — GRT) on international voyages and mobile offshore drilling units. LRIT entitles SOLAS Contracting Governments to receive information about ships navigating within a distance not exceeding 1,000 nautical miles (nm) off their coast. The regulation was scheduled to enter into force on January 01, 2009. Though the deadline of December 31, 2008 has elapsed, the implementation of LRIT could not be executed due to lack of conformity by all contracting nations. This paper deliberates on the concept of LRIT and traces its development while specifically exploring its relevance to India in terms of implementation and operation. At the threshold of entering LRIT enabled maritime awareness domain, it would be prudent for India to put in place procedures and infrastructure that will maximise the system output.

Sea navigation, challenges and potentials in South East Asia: an assessment of suitable sites for a shipping canal in the South Thai Isthmus

This paper discusses the situation of sea navigation in south East Asia focusing on the Strait of Malacca. The strait links the Indian and Pacific oceans, which is considered one of the busiest in several narrow channels around the world. The paper highlights the significance of the strait to global maritime trade, volume of traffic, and rising environmental and social consequences in the strait. A feasibility study of constructing a new shipping canal in the South Thai Kra Isthmus as an alternative option of Malacca route had been studied since 19th century. The paper explores suitable sites for a potential shipping canal in the Kra Isthmus using physiographic spatial data i.e., elevation, sea charts, geology, soils and river systems. Each spatial data was considered as a separate decision variable for site evaluation. Separate evaluation criterions were prepared for each variable based on shipping canal requirements. Overlaying the maps in GIS environment, the variables were carefully evaluated, and five geographic sites for the canal were derived. The length of the shipping canal over sea and land was computed for each site. Site B located in south of Ranong and Chumphon provinces, was the shortest one, whereas site C in Surat Thani, Pangnna and Krabi provinces was the longest. However, each site consisted of benefits and constraints.