Maritime Policy Research Articles

A Contribution to the Sustainable Development of Maritime Transport in the Context of Blue Economy: The Case of Montenegro

Maritime transport and sustainable development require a recognizable global approach. The state, as the dominant structure in the world, enables the realization of sustainable maritime transport aims through its instruments. Therefore, it is very significant to consider the national maritime policies because the effective implementation of the global policy is impossible without considering the adequate mechanisms at the state level. The adopted Montenegrin strategic documents impact the institutional framework set-up of the Blue Economy (BE) sectors and potentials for ecologically sustainable maritime transport. Although there are no practical directions for the sustainable use of sea resources, Montenegro is affirmatively oriented to the BE concept. Knowing that Montenegro is in the process of the pre-accessing EU phase, it is of importance to be on the right road to creating a national maritime transport policy including environmental practices, to become part of the strategic implementation of the BE. The paper provides recommendations that can serve for the successful follow-up of the BE activities in Montenegro and the wider area.

Scenario planning for an autonomous future: A comparative analysis of national preparedness of selected countries

This paper reports on the outcome of a comparative analysis of national preparedness relating to maritime policy, legislative frameworks, societal readiness and human resource development for autonomous vessel operations in selected countries. The study used a systematic literature review to generate four possible scenarios from which one was selected as the most plausible for interrogating the state of preparedness of the selected countries. A mixed methods approach was then used to gain in-depth insights into the legislative, human resource, and infrastructure aspects of national preparedness. The resulting analysis and findings, informed by a methodological consideration of various external factors, reveal the unique situation of each of the selected countries which either impedes or facilitates national preparedness. The existence (or non-existence) of a maritime transport policy together with its implementation (or non-implementation) of related actions regarding technological readiness reflect whether the conditions in the scenario will be a threat, challenge or opportunity for that particular country. Despite this, many countries appear not to have addressed the specific issue of readiness for an autonomous future in shipping, either because of a lack of awareness or because policy makers are pre-occupied with what is considered to be more pressing public policy matters. The paper concludes by noting that scenario planning, stakeholder identification and partnerships, as well as explicit policy development mechanisms geared towards close(r) collaboration between government, industry and academia as drawn from triple helix theory are required to successfully respond to the possible extreme disruption of autonomous systems in a maritime context.

STRATEGI PENINGKATAN DAYA SAING INDUSTRI PERKAPALAN ( SHIPBUILDING INDUSTRY)

The shipping industry is one of the industries that can advance global economic integration. Currently, the commercial shipbuilding sector is dominated by China, Japan, Korea, and European countries. The domestic shipping supporting industry has not met all the needs of domestic ships, both warships and commercial ships, and ships used for domestic shipping are almost entirely purchases of used vessels from abroad because they are cheap. In contrast, the contribution of the domestic industry only accounts for less than 10%. This research aimed to formulate a development strategy for the shipping industry by increasing competitiveness to support maritime policies and fulfill the needs of the TNI's Alutsista. This study used the Analytical Network Process (ANP) method. The results showed that the priority strategies that could be implemented comprise seven clusters: Supporting industries (share technology development), core industries (technological capabilities), engineering specifications and designs (idea), feasibility studies (technological readiness), research and development (technological innovation), factor conditions (human resources), and government (long-term program). There are different priority strategies in each cluster. Keywords: analytical network process (anp), competitiveness, shipbuilding industry

Development of Liquefied Natural Gas Facilities in the Baltic Sea Ports: a Geographical Perspective

This paper presents an overview of the liquefied natural gas (LNG) facilities development in the Baltic Sea. The value of the paper lies in its seek to demonstrate how the process of interaction between the shipping and energy networks unfolds through infrastructural developments of ports. The analysis is based on mapping, cartographic and spatial contextual methods. The mapping of gas supply networks, LNG facilities and traffic patterns establish the originality of this research. It shows that factors motivating the development of LNG terminals in the Baltic ports come from areas of energy and maritime policy. Moreover, in future, the emerging LNG infrastructure may have an effect on port competition in the Baltic Sea Region.

Logistics by Ship


 
 
 According to Carbone and De Martino, a port is an entity involved in delivering value to the end consumer. A requirement for good port performance is the ability to compete through cargo handling in addition to connectivity with the overall supply chain. The types of logistics entities in each port are different, making coordination between them is difficult. In each of these relationships, the operators of a specific port create a logistical value, which relates to the efficient and effective receipt of goods for consumers. (Lee, E.S. & Song, D.W. (2010). Knowledge management for maritime logistics value: discussing conceptual issues. Maritime Policy and Management. Vol. 37 No. 6, p. 226-242)) During the last decade there have been three trends in the development of logistics: integration; specialization; and innovation. This article explores recent studies concerning supply chain integrations designed to create value for consumers. This is followed by a discussion of studies exploring developments from logistics coverage to supply chain management, in order to identify the predominant directions currently being promoted in ports with regards to value creation for consumers, especially consumers of goods transported by sea. Finally, the study considers the value created by port logistics in Indonesia.
 Keywords: Logistics; Ships; Transit
 
 

State aid, EU maritime transport policies and competitiveness of EU country fleets

Aim and purposesThis study conducts an across-the-board comparative analysis of the impact of the main measures used by the 10 leading maritime nations of the EU on the relative competitiveness of the fleets that they control, covering the period from 1996 to 2011. We propose two models to compare the relative effectiveness of the maritime policy measures implemented: one for the full set of countries and measures and the other specifically for each maritime nation.FindingsThe estimation results make us conclude that generally the measures adopted in national-level maritime policies (tonnage tax, second register and other measures) seem to have been effective in that they have had a positive effect on the competitiveness of controlled fleets, but with uneven impact on the fleets of each country.

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.

ПРИНЦИПИ ФОРМУВАННЯ ПАРАМЕТРІВ І РЕЗУЛЬТАТІВ РОЗВИТКУ ТОРГОВОГО ФЛОТУ

The importance of the maritime transport industry for the national economy is evidenced by the main indicators of the traditional marine powers – the UK. Shipping introduces more than $ 14 billion in GDP with around 240 thousand people being employed in the Motherhod's Complex of the country. At the same time, the ship-owners of the United Kingdom only own 3 percent of the World Trade Fleet.Even when having complicated economic conditions, the individual countries based on the prioritized importance of maritime transport choose and implement active state of maritime policies on the criteria of freight independence and positive impact on the balance of payments. Among the conditions for the sustainable positioning and development of industrial potential, the subsystems of the maritime transport industry should be allocated not only by the nature of competition in the international division of labor, but the strengthening of the principles of international regulation of trade shipping on system safety and environmental activity criteria.Strengthening the role of maritime transport in providing sustainable economic relations in the international trade system determines the requirements for the management of the normalized state of the production potential of the fleet and the port system relative to the dynamism of freight traffic. In this regard, attention should be paid to the management of investment activities on the adequacy criteria by expected innovative changes in the maritime transport system, taking into account a number of contradictory external influences. The most important characteristic of the global maritime market should consider the nature of the compliance of the agility of the fleet parameters of cargo flows. However, due to the multidimensity of the formation of freight traffic, the management of the adequate state of the merchant fleet is complicated. At the same time, innovative technologies in retail ports are being implemented in real maritime states. Therefore, it is important to optimize the process of normalizing the state of the shipping market. But the main thing should be considered to achieve the adequacy of the state of national transport enterprises on the criteria of the balance. However, the problem remains a balance of the formation of the agricultural ability of the fleet according to the structural components of the maritime market.

“Green shipping” and the problem of sustainable use of maritime transport

Green is consistently associated with the political, legal and organizational efforts of various organizations in the area of preservation and sustainable development of the environment. Having analyzes the topic, the author reflects on the legal issues of preventing marine pollution related to the introduction of the International Code for Ships Operating in Polar Waters, the requirements to the “chemistry of pollutants”, technical regulations aimed at the expel of certain ships based on their technical characteristics. The author also attempted to formulate the key statements within the framework of the concept of ecologically sustainable development of the marine transport sector. The subject of this research is the legal relations in the area of regulation of the ecological use of maritime transport. Research methodology employs the analysis of national legal sources; formal-legal, comparative-legal and systemic-logical methods. Law of the Sea has been actively struggling against marine pollution since the International Convention for the Prevention of Pollution of the Sea by Oil (OILPOL) of 1954, creating and constantly improving the responsibilities within the framework of International Convention for the Prevention of Pollution from Ships (MARPOL). The scientific novelty is defined by the absence of analogous works in the Russian literature on the subject. The relevance of this work is substantiated by the need for adoption of legal measures aimed at ensuring efforts on amending the state maritime policy, considering that the implementation of the standards of International Maritime Organization effective since 2020, will result in expel of a considerable number of ships from the maritime sector, as well as and increase the sea freight rates.

ВПЛИВОВІ ФАКТОРИ РЕАЛІЗАЦІЇ ФІНАНСОВОЇ СТРАТЕГІЇ ПІДПРИЄМСТВ ПОРТОВОЇ ДІЯЛЬНОСТІ

The article considers the external and internal factors that determine the choice of financial strategy of port enterprises.The main areas were identified, changes in which significantly affect the development of maritime transport, and which must be taken into account in the formation and implementation of the national maritime policy of Ukraine and the development strategy of individual enterprises in the maritime sector.Most of the existing approaches to the formation and implementation of enterprise strategy, explain the ability to assess the results and tactics of enterprise development, anticipate risks and prevent possible bankruptcy.When the factors of the external and internal environment change, one financial strategy can be transformed into another. Therefore, the company can implement several financial strategies simultaneously. The development and implementation of financial policy measures within individual strategies allows to clearly define a single concept of enterprise development in the long and short term, to make an appropriate choice of mechanisms and methods to achieve the goals.The considered features testify to complexity of the processes proceeding on sea transport that causes special requirements to a choice of financial strategy of the enterprises of port activity.Also considered an important factor in determining the type of financial strategy is the size of the enterprise, which according to the level of concentration and centralization of production and capital of the enterprise is divided into small (small), medium and large (large). The paper considers the influential factors in the development and implementation of the financial strategy of the enterprise depending on its size.The implementation of the strategy should contribute to the achievement of such a strategic goal as increasing the competitiveness of the enterprise. When developing measures to implement the strategy it is necessary to pay attention to the optimization of the main parameters that determine the competitiveness of the product range, ie quality of service,transportation costs, delivery time, etc.The formulated strategy for port enterprises is a set of decisions made by management on the basis of basic principles and rules. In other words, strategy is an obligation to act in a certain way: one way and not the other. It is not enough to have only a strategic plan; you need a set of basic principles and rules of conduct for staff at all levels, taking into account the activities in a constantly changing environment.In essence, the strategy is formulated and is a set of rules for decision-making, which any company, including port enterprises is guided in its activities, ie the strategy can be considered an umbrella, which hides all management functions.The analysis of literature sources suggests that the financial strategy is a guiding vector of financial management of the enterprise, and without its proper formation of the business entity is very difficult to avoid financial problems in the implementation of production and economic activities in today's globalized, dynamic and competitive market environment.The financial strategy of port enterprises will allow to define long-term strategic goals, assess the resources needed to achieve them and identify sources of their replenishment. Currently, the successful operation of any enterprise without a well-thought-out strategy is impossible. In order to effectively implement the set goals, it is necessary to identifythe most important (priority) activities that ensure the long-term development of the enterprise, and focus efforts on them.Keywords:strategy, financial strategy, factors, maritime transport enterprises, strategic approach, investment strategy, credit strategy.

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.

Blue governance: Sustainable port governance

This research presents a proposal for a study of governance from the perspective presented in the Integrated Maritime Policy (IMP) of the European Union, which seeks to provide coherence to the problems in the maritime sector through the coordination of all stakeholders in the maritime sector. The objective of this research is to identify the barriers and the problems that occur when a Member State tries to implement the Integrated Maritime Policy in the governmental organization of marine spaces. The challenge is to achieve ‘blue governance’ i.e.the activation of a network of cooperation between the different stakeholders of the port sectors so as to be able to integrate the different regional, national, European and international levels with the purpose of establishing a structured, systematic collaboration framework

CONDITIONS FOR THE DEVELOPMENT OF THE POLISH NAVY DURING THE PERIOD OF MARITIME POWERS RIVALRY

The 21st century rivalry of the maritime powers took the form of substitute activities. These are military incidents, control, or seizure of a shipping entity, and activities that threaten shipping itself. This determines the state of maritime security of Poland, because the Baltic has become one of the areas of its conduct. The adopted form of importing energy carriers along with the forming an alliance with the US construction of the alliance with the USA creates the possibility of taking hostile actions against it. It is necessary to adapt the form of operation of the Polish Navy to these threats. Based on the analysis of international, and national legal regulations, strategic documents of maritime powers, and applied forms of maritime activity, the scope of changes in Polish maritime policy was determined. Modifications of the definition of terms maritime piracy and unlawful assault at sea in Polish legal regulations were considered necessary, they should also include activities of maritime terrorism, subversion and sabotage of offshore facilities and installations, as well as ships operating. The principle of linking defense tasks against the sea attack, and maintaining navigation continuity was proposed as an element determining the construction method of the Polish Navy and the scope of combat training. On this basis, its combat potential and scope of training were determined. It should cover four areas (preparation for defense operations, combating nontraditional risks, how to respond to provocative, and criminal activities).

The scope of changes in the economic sectoral policies of the Russian Federation and their impact on the Russian Baltic activity, the case of transport policy

The following paper covers the policy of the Russian Federation (RF) on maritime transport in the broader context of the strategic regulations on transport. On the one hand, the strategic regulations of the Russian Federation on the development of transport was brought closer. While on the other hand, the focus was on the maritime transport issues of the RF in the Baltic Basin and the implementation of the transport strategy between 2008-2019 in the context of the Russian maritime policy activities, with a particular focus on the Baltic Sea

Land reclamation or Silk Road understanding Beijing’s initiatives in the South China Sea

Purpose Southeast Asia’s position between the continents of Asia and Oceania gave the region a distinctive identity. Over the years, Southeast Asia has witnessed several important political changes and the emergence of new security threats. Historical mistrust, enduring territorial disputes and competition for maritime claims and resources have combined to weaken the regional security structure. The purpose of this paper is to explore whether China’s growing assertive position in the region bring some fresh air in the region following Beijing’s collaborative initiatives. Design/methodology/approach Seas are a central concern for Southeast Asian countries, so it is hardly surprising that the countries in the region are strongly nationalistic in asserting and protecting their claims. Maritime policy analyst, Mark Valencia, comments, “Indeed, when countries in Asia think maritime, they think first and foremost about boundary disputes, not the protection of the deteriorating marine environment or management of dwindling fisheries […] [it] is these perceptions that must change.” This paper will explore whether China’s growing assertive position in the name of diplomatic cooperation will mellow down and bring some fresh air into the South China Sea (SCS) region following Beijing’s One Belt One Road (OBOR) initiatives. Findings The world is still unsure when it comes to SCS! It often feels like “Pengci” or the art of staging drama to get the desired outcome? Beijing has to address the increasing global fears and uncertainty about her motives and talk more about its dracoplomacy. At one point, Beijing followed Xiaoping’s famous guideline: “hide our capacities and bide our time.” But now, things have changed. China is no longer actively avoiding international limelight. The motto has become “going international.” This change was not all talk either rather it was accompanied by significant, short-term action. Since becoming president, Xi has already visited more than 40 countries with his OBOR dream! It is important for Beijing to emphasize the purpose of her massive infrastructure push. That is, to achieve economic development, rather than to satisfy her growing political ambitions on the global stage. The creation of the Asian Infrastructure Investment Bank and other major geo-economic projects are signs that Beijing is using her coercive diplomacy in a subtler way. Therefore, this paper checks whether Beijing’s Silk Road spirit will be successful enough to maintain its agility and grace in the future. Originality/value This is an original piece of work, and it adds value to the special issue titled “China’s Rise and Power Shifts in Asia: Geopolitical, Socio-Economic and Historical Perspectives.”

Indonesia’s Indo-Pacific Vision: Staying the Course in a Covid-19 World

executive summary: This essay examines the evolution of Indonesia’s Indo-Pacific thinking, major developments since the election of President Joko Widodo (Jokowi) in 2014, and the future of the country’s regional leadership amid new 21st-century challenges, particularly Covid-19. main argumentIndonesia’s outlook as a maritime state has matured over the past decade. Under the Jokowi government, important shifts have occurred in the country’s thinking about the Indo-Pacific with implications for maritime policy. In particular, Jokowi has shown a greater focus during his second term on establishing a material legacy—including by upgrading infrastructure, developing human resources, boosting lagging economic growth, and relocating the capital—rather than a visionary one. While Indonesia’s relentless pursuit of multilateralism is necessary to promote regional cooperation and balance strategic rivalry, much of the administration’s attention has been diverted to addressing the economic fallout and public health pressures of the Covid-19 pandemic. Nonetheless, Indonesia’s concerted effort to be an active regional player, given its size and historical nonalignment, remains critical. policy implications• The current Covid-19 crisis and heightened strategic competition in the Indo-Pacific in recent years mean that Indonesia will continue to strenuously pursue multilateralism to balance the influence of both the U.S. and China and to maximize stability and scientific cooperation. • Slowing economic growth and increased strain on the country’s health system due to the pandemic will limit some of Jokowi’s goals for his second term. Yet, given the country’s centrality to the Indo-Pacific construct and the importance of maritime security for the archipelago, the administration cannot afford to divert its focus from the Indo-Pacific. • Indonesia’s failure to develop a coherent response to Indo-Pacific maritime security issues can be traced back to the militarization of its foreign policy. This trend is unlikely to change during the president’s second term, given the prominence of former army generals as advisers in the cabinet.

REGIONALISM AS A DIRECTION IN THE MARITIME POLICY OF UKRAINE: THE UPDATING OF LEGAL REGULATION

The possibilities of regional and subregional cooperation as one of the main directions of modern maritime policy of Ukraine are highlighted and analysed in the article. The directions of updating and development of legal provision of such cooperation in the Black Sea and connected to it regions are outlined. The directions of modern regionalism, enshrined in the updated Maritime Doctrine of Ukraine for the period up to 2035, are considered. It is marked out an increase in attention to regional mechanisms of cooperation in comparison with the previous version of the Doctrine. The preconditions, current state and opportunities for the development of regional cooperation of Ukraine in the maritime sphere within the Organization of the Black Sea Economic Cooperation, the EU and in the field of the development of the TRASECA transport corridor are analyzed. The complex of selected research methods (analysis and synthesis, formal legal research, scientific forecasting, etc.) allowed to form the proposals for the conceptual update of the legal regulation of regional cooperation in the Black Sea and connected to it regions. The importance of regionalism for cooperation of states in the maritime sphere is noted. Regional and subregional efforts can best solve the multifaceted problems of coastal countries. The integrative role of economic cooperation for collaboration of the countries of the Black Sea region is emphasized. Considering that the modern legal regulation of examined cooperation has a formed qualitative legal basis, domestic efforts should not stop, combined with the pragmatism of political initiatives. The factors of regional cooperation development in the Black Sea region are classified. These include the following: joint participation of the countries of the region in international agreements of a global nature; audit and updating of existing regional agreements; developing a maritime policy that will be able to outweigh political ambitions and finally establish an atmosphere of mutual respect and mutually beneficial partnership for peace and development. These proposals are able to contribute to the renewal and revitalization of regional cooperation, have access to the practical side of the formation and implementation of modern maritime policy of Ukraine.

Optimalisasi Kemandirian Kelautan dalam Mewujudkan Pembangunan Budaya Maritim Nasional

<p><em>National development is in line with the direction of the Marine Policy as outlined in the 2015-2019 RPJMN. Joko Widodo-Jusuf Kalla's Nawacita program in Point 1 is to assess itself as a maritime country and strengthen marine surveillance and build national connectivity. In realizing a maritime policy order in Indonesia, it is imperative to create independence and sovereignty in order to organize national development towards a national maritime axis. In accordance with its geographic identity, Indonesia has a vision as a World Maritime Axis. The government has a number of agendas related to this vision, including related to maritime culture development, maritime resource management, infrastructure development and maritime connectivity, diplomacy and maritime security defense. It is hoped that from the implementation of this maritime axis, Indonesia's economy and prosperity will increase.</em></p><p><strong><em>Keywords:</em></strong></p><p><em><em>Maritime axis; Community economic growth.</em><br /></em></p>

The Emergence of China as a “Great Maritime Power”

The article discusses strategic intentions and practical actions of modern Chinese leadership aimed to make China a “great maritime power”. The authors analyze theoretical investigations of Chinese scientists in the fields of maritime strategy and politics; examine basic principle of contemporary Chinese maritime policy, Beijing strategic documents and specific plans aimed at developing marine activities, as well as the problems that arise on this way and some practical results achieved. The authors conclude that despite an active “sea rhetoric” of Chinese top leaderships, the global ocean is not in the main focus of Chinese politics which is primarily oriented towards Eurasian continent. For the PRC leadership, “turning China into a great sea power” neither an ultimate goal, nor a path to achieve the world hegemony, but one of the means to solve some goals to support country’s economic and social development. Today main efforts of Chinese maritime policy are aimed at the ocean studies, legal and technical preparation for excavation of deepwater resources, marine environmental protection, upholding the sea rights and interests of China. As far as Beijing considers the “near seas” as “vital” for ensuring China economic and military‑political security, it acts in their space offensively, actively and uncompromisingly. However, although China’s maritime policy focuses mainly on achieving the economic goals, for the past decade the country’s maritime economy has developed at a slower pace than the country’s economy as a whole. The authors conclude that China has a lot to do in order to effectively use not only its own sea space, but also the vast resources of the global oceans to realize the ambitious goals and objectives of the country’s development.

Analisis Fungsi Kesatuan Penjagaan Laut dan Pantai (KPLP)/Indonesia Sea And Coast Guard Guna Penegakan Hukum Pelayaran di Daerah Lingkungan Kerja dan Daerah Lingkungan Kepentingan Pelabuhan Tanjung Mas Semarang

In the administration of President Jokowi Widodo has established a national maritime policy through the concept of Indonesia as a World Maritime Axis (PMD). This concept was conveyed by President Jokowi Widodo at the 9th East Asia Summit (EAS), 13 November 2014. Maritime security is not only the main task of the Navy as the main backbone of a country's maritime security, but cannot be separated from the support of non-military (civilian) agencies whose duties and functions are closely attached to the aspects of maritime security and safety surveillance, in this case, the Coast. Guard (Coast Guard). This research is qualitative research and uses descriptive analysis aimed at describing the tasks and problems faced by the Sea and Coast Guard Unit as a Sea and Coast Guard in the Work Environment Area (DLKr) and the Environmental Interest Area (DLKp) Tanjung Mas Port Semarang, as well as relating to the policies taken by KSOP Tanjung Mas Semarang in overcoming problems that arise in the field related to KPLP functions based on Law Number 17 of 2008 concerning Shipping.