The scope of this paper is implementation issues of the e-Navigation concept of the International Maritime Organization (IMO). IMO has adopted the e-Navigation strategic implementation plan (SIP) in 2014. This plan, i.a., bases on estimating the effect of e-Navigation applications on reducing navigational accidents, including collisions and groundings of ships falling under the International Convention for the Safety of Life at Sea (SOLAS) by approximately 65 per cent. However, IMO Member States are responsible for safety of navigation and efficient vessel traffic at international but also on national levels. Regarding the introduction of new concepts and innovative systems into vessel traffic there is a need to comprehensively assess potential effects not only for SOLAS ships but also for non-SOLAS ships. This paper aims at a more comprehensive and theoretically sounded estimation of e-Navigation potentials by investigating and applying IMO’s methodology for quantification of those effects also to the implementation of e-Navigation solutions to ships not falling under the SOLAS convention (non-SOLAS ships). The authors carried out a case study using the SMART-Navigation concept of Korea as model case for impact assessment. For the mentioned purpose, this paper identifies main tool kits of IMO e- Navigation, proposes and applies a set of formulas to comprehensively assess and quantify effects of new functions or services based on IMO’s methodological approaches. From gained results authors suggest investigations not only taking into account expert opinions but also simulation trials to identify factors and coefficients for thorough calculations. From the results the authors conclude and recommend to extend the impact assessment of e-Navigation also to vessel traffic involving non-SOLAS ships as a general and global recommendation to coastal states. Further, results are provided as a potential model case for IMO Member States’ reference for their statespecific individual situation and conditions.

It is clearly understood that the main benefits of e-navigation are improved safety and better protection of the environment through the promotion of standards of navigational system and a reduction in human error. In order to meet the expectations on the benefit of e-navigation, enavigation services should be more focused on non-SOLAS ships. The purpose of this paper is to present necessary e-navigation services for non-SOLAS ships in order to prevent marine accidents in Korean coastal waters. To meet the objectives of the study, an examination on the present navigation and communication system for non-SOLAS ships was performed. Based on the IMO’s e-navigation Strategy Implementation Plan (SIP) and Korea’s national SIP for e-navigation, future trends for the development and implementation of e-navigation were discussed. Consequently, Electronic Navigational Chart (ENC) download and ENC up-date service, ENC streaming service, route support service and communication support service based on Maritime Cloud were presented as essential e-navigation services for non-SOLAS ships. This study will help for the planning and designing of the Korean e-navigation system. It is expected that the further researches on the navigation support systems based on e-navigation will be carried out in order to implement the essential e-navigation services for non-SOLAS ships.

The full application and benefits of e-Navigation, as a whole, cannot yet fully be known. Technological developments will continuously change the course of national and international initiatives in the field, and lead the pace of the evolution. However, how countries govern and support the development of e-Navigation is very much within the realm of control. National-level e-navigation governance structures that are capable of harnessing innovation and supporting the needs of mariners will help ensure that the only limits to the evolution of e-navigation are technological. The aim of this paper is to describe a model for National-level e-Navigation structures, and to offer the Canadian model as an example for potential replication in other countries. The scope of the paper is limited, providing an account of the steps to implement the e-Navigation model in the Canadian context. The methodology is similarly humble, outlining the framework of the Canadian e-Navigation Concept of Operations, and current e-Navigation priorities. It is the basis for this model that is the keystone to the paper. The Canadian model was developed in a way that ideas, innovation and needs in Canada are not wholly determined by the government, but rather, the government aims to act as a facilitator and guide in bringing together disparate needs and ideas under a harmonized approach. The conclusion proposed is that on-going work with key partners and stakeholders can be used as the primary mechanism to identify e-Navigation related innovation and needs, and to prioritize next steps. Moving forward in Canada, implementation of new e-navigation services will continue to be stakeholder driven, and used to drive improvements to Canada’s marine navigation system.

Efficient and sustainable sea transport is a key aspect to ensure cost competitive ship operation. The constant need to increase economic feasibility, energy efficiency and safety while complying with emission regulations motivates further developments and improvements in voyage optimization and weather routing systems. These systems optimize a voyage based on meteorological and oceanographic information taking into account ship characteristics and routing information. The quality of the provided route not only depends on the quality of this data, but also on the modeling of the optimization problem and the algorithm chosen to solve it. Due to the wide range of mathematical approaches and consequently challenges in decision making, this paper aims to give a comprehensive and comparative overview of the existing state-of-the-art methods by a thorough literature review and elaboration of different modeling approaches, optimization algorithms, and their application in weather routing systems. The research shows that approaches range from modeling the weather routing problem as a constrained graph problem, a constrained nonlinear optimization problem or as combination of both. Based on the formulation of the ship weather routing optimization problem different methods are used to solve it ranging from Dijkstra’s algorithm, dynamic programing and optimal control methods to isochrone methods or iterative approaches for solving nonlinear optimization problems. However, it can be concluded that the determination whether an approach is suitable, produces sufficient results and may be recommended, strongly depends on the specific requirements concerning optimization objectives, control variables and constraints as well as the implementation.

The maritime sector in Malaysia is best known globally due to the Straits of Malacca and being a nation surrounded by sea. Malaysia also has a substantial maritime industry consisting of numerous shipyards, ports and terminal faculties, ship services and a plethora of other companies and institutions with maritime oriented activities and become essential components of the Malaysia’s maritime clusters. Issues such as underutilised intermodal terminals, uneven proportions in the freight transport infrastructure and road and seaport congestions prevent Malaysian seaports from achieving their full potential in serving their respective hinterlands. The key factors to improve Malaysian dry port or intermodal terminals are transport network; container planning; competition; location and, externalities. The paper does not only present the critical challenges faced by Malaysian intermodal terminals especially dry ports and the implications for seaport competency but it also provides strategies to utilise the Malaysian freight multimodal system to amplify seaports’ performance in serving their hinterlands. As such, this may warrant policy makers to devise a comprehensive national master plan for the maritime sector in order for Malaysia to further develop her maritime industry and economies.

Main cause of accidents is just not always bad luck. Literature on safety has emphasised on the facts that accident finally leads to unfortunate consequence. The first step of risk assessment is to identify the hazards that are present. The Routine Ship Towage, also called harbour towage, is potentially a hazardous operation. The main objective of this research is to identify and quantify the important factors impacting on the safety of routine ship towage operations in Indian coast. In doing so, initially, the existing literature on factors influencing safety of harbour towage operation was analysed to design questionnaire. Rest necessary data was collected through questionnaires. Finally, the factor analysis (Principal Component analysis) was applied to find grouped dimensions from identified hazard variables from literature and subsequently the critical analysis of incident type frequency, cause and consequences to get a clear picture of critical safety risk factors. As a result, the research found 20 criteria in 6 dimensions safety risk factors such as Crew Incompetency, Rough Weather, Poor Work Process, Suitability of Tug Type, Poor Safety Management System, and Poor Navigational Risk Assessment.

This research aims to examine the effects of national culture and leadership style on safety performance in bulk shipping companies. Survey data collected from 322 respondents working in dry bulk carriers was used, a multiple regression analysis was conducted to analyze the influence of national culture and leadership styles (i.e. transformational, passive management, and contingent reward) on safety attitude and safety behavior. The results indicate that national culture dimensions such as power distance, uncertainty avoidance, collectivism, and long-term orientation had a positive influence on safety behaviour. Long-term orientation had a positive influence on safety attitude, whereas masculinity had a negative influence on safety attitude of seafarers. Specifically, this research found that transformational leadership had a positive influence on safety attitude and safety behaviour of seafarers. Moreover, practical implication from the research findings to improve ship safety in dry bulk shipping were discussed.

The International Convention for the Control and Management of Ships’ Ballast Water and Sediments was adopted by IMO (International Maritime Organization) on 13 February 2004. Fifty-seven ballast water management systems were granted basic approval of active substance by IMO, among which thirty-seven systems were granted final approval. This paper studies the maximum allowable dosage of active substances produced by ballast water management system using electrolysis which is an approved management system by IMO. The allowable dosage of active substances by electrolysis system is proposed by TRO (Total Residual Oxidant). Maximum allowable dosage of TRO is a very important factor in the ballast water management system when using the electrolysis methods, because ballast water management system is controlled with the TRO value, and the IMO approvals are given on the basis of the maximum allowable dosage of TRO for the treatment and discharge of ballast water. However, between various management systems approved TRO concentration of maximum allowable dosage showed large differences, ranging from 1 to 15 ppm, depending on the management systems. The discrepancies of maximum allowable dosage among the management systems may depend on whether a filter is used or not, the difference in the specifications of the electrolysis module, the kind of the tested organisms, the number of individual organisms, and the difference in the water quality, etc. Ship owners are responsible for satisfying the performance standard of the IMO convention in the ports of each country therefore need to carefully review whether the ballast water management system can satisfy the performance standard of the IMO convention or not.

The paper suggests a new method of collision avoidance stemming from the concept of the polygonal target ship domain. Since the last century, we have witnessed the current typical ship domains classified and described. In this proposition, firstly, the domain is a geometrical manner which is used in both analytical and statistical method, resulting in the signification of practical application and simulation. Secondly, such domain will be applied to target ship under the combination of two separated parts: “Blocking area” and “Action area” in order to define the area where the ship must keep outside and how the actions to avoid collision can be generated. Thirdly, the concept has suggested the number of mathematical models for different approaching encounters, including head-on, overtaking and crossing situation. Finally, the parameters of turning circle of the ship can be proposed in determining the size of the domain. Statistical evidences indicate that this method reflects a crew’s real habit and psychological in maneuvering. As the result, simple domain is shaped like imagination of sailors, but more accurate in calculating boundary. It promises an effective solution for automatic collision avoidance method. The next researches of this paper have achieved positive results in finding shortest route for avoiding collision. Moreover, while using statistical methods, classical researches face a serious problem in a wide application with different areas, this concept can make up a beneficial solution for the popular application. The numerous ship domains which are in previous researches will be carried out to compare and point out the simplification and effectiveness of the new method in practice.