Academic literature on the topic 'Conditions for cabotage'

Shipping between domestic ports must be transported by ships with Indonesian flags and operated by national shipping companies, meaning the cabotage principle. The aim is to prevent and reduce dependence on foreign ships carrying out Indonesia's maritime territory. However, in regulating and implementing the cabotage principle, it is not sure that it can be applied absolutely, which can be interpreted as not reflecting legal certainty. This study aims to analyze the legal certainty of implementation of the cabotage principle in Indonesian territorial waters. This research is a normative study that uses legal, historical, interpretation and case approaches. The case and interpretation approaches are used to examine the cabotage principle concept in legislation and several relevant cases brought to Indonesian courts. The results shows that the regulation of the cabotage principle on sea transportation is found in the form of laws, presidential regulations, presidential instructions and ministerial regulations. However, in other various regulations, the cabotage principle does not apply absolutely (semi-protectionist) or inconsequently. On the one hand, this is because it prohibits foreign ships from operating in Indonesian territory to carry passengers and/or goods between islands or ports. On the other hand, foreign ships are allowed for other activities that do not include carrying passengers and/or goods with certain conditions and approval from the government. The application of the cabotage principle based on judges' considerations in cases submitted to the State Administrative, Supreme and the Constitutional Courts has fulfilled legal certainty according to the Shipping Law. However, the protection of national Shipping must be prioritized, and the use of foreign ships should be considerably tightened unless Indonesian-flagged vessels are not insufficiently available.

The purpose of this study was to develop and apply a model to evaluate the operating conditions of cargo transportation by cabotage in Brazil, from the perspective of Brazilian shipping companies operating in this segment. The evaluation model was developed based on the Multicriteria Decision Aid (MCDA) methodology, conceived under the constructivist paradigm and with the participation of a team of experts in cabotage, who built a framework for evaluation of this transportation mode. The global evaluation of the conditions of cargo transportation by cabotage in Brazil, based on this framework, was scored 3.9, - on a scale of zero to ten, - a score considered extremely low for a segment of cargo transportation so important and with such weight to the Brazilian economy. It was concluded that this score reflects the situation of shortage, neglect, and abandonment currently faced by shipping companies that offer cargo transportation services along the Brazilian coast. This work contributes to the construction of a multicriteria evaluation model, which can be replicated for other modes of transportation, with the necessary adjustments.

Cabedelo, a port city, which is part of the Greater João Pessoa Metropolitan Region, is located on a peninsula between the Atlantic Ocean and the river Paraíba. Its port was inaugurated on January 23rd, 1935, after several unsuccessful attempts to build the Port of Capim in João Pessoa, due to the bad conditions of the river in that place. The port is very important for the municipality and for the state, as it is responsible for making Cabedelo the third GDP of the state. For this study, the Companhia Docas da Paraíba provided files with data of vessels that arrived at the port between the years 2010 to 2016. Using these data, electronic spreadsheets were drawn up showing information with the characteristics of the ships (total length, breadth and maximum draught) as well as the main product that disembarked or boarded the port, as import/cabotage or export. The information in this study is important for future studies and investments in port and/or in the port area.

The aims of this research is to analyze the policy of sea transport in the realization of modern sea toll transportation and development. The research uses descriptive-qualitative. The result shows: 1) government’s policy regarding sea toll is to ship transport, guarantee the availability of goods, reduce disparity cost and ensure continuity service transport of goods to regional, remote, outermost and border; 2) sea transport development policy is to enhance the role of national shipping leet both domestic and export-import transportation by imposing cabotage principle; abolish unoficial charges in ports through improved coordination of all relevant institutions and the process of loading and unloading goods that meet international shipping standards and the implementation of the International Ship and Port Security; restructure shipping legislation and its implementation, as well as institutional sub-sector of sea transport in order to create conditions that will attract private investment in the construction of sea transportation infrastructure; 3) sea transportation policy is set to increase nasional development to transport people, goods and information. This policy functions as supporting system to achieve the optimum allocation of economic resources in order to provide equitable, and affordable purchasing power services.

The sectoral structure of the Northern sea transport corridor is defined, the set of the transport tasks provided to them - the international transit, import and export operations, internal transportations is considered. It is shown that in relation to the water area of the sector of the Northern Sea Route both the international, and internal transportations (big cabotage and intersectoral transportations) can be referred to transit. The analysis of transit transportations across the Northern Sea Route between the countries in 2010-2018 is carried out, dynamics and commodity structure of transit is defined. Dynamics of transit transportations of main types of freights is considered: bulk freights (oil products, gas condensate), bulk cargoes (iron ore, coal). The analysis of dynamics of in-Russian transit transportations across the Northern Sea Route is carried out; dynamics of transportations of frozen fish which transportation the possibility of creation of the year-round container line between the ports of Petropavlovsk Kamchatsky, Murmansk, Arkhangelsk and St. Petersburg contacts is separately considered. Results of development of transit transportations in 2010-2018 are generalized and the factors defining demand of transit transportations of different types of freights are defined. Assessment of prospects of development of transit freight traffic by foreign shipping companies (Maersk) is given. The conclusion is drawn that a priority of development of navigation in the sector of the Northern Sea Route is providing national investment projects - transportations of mineral resources and ensuring activity of mining companies. At the same time, creation of a steady system of transportation of the Arctic mineral resources defines problems of development of icebreaking, navigation and hydrometeorological providing that will lead to reduction of risk of the Arctic navigation and will increase appeal of the sea Arctic transport system in general. It is defined that emergency conditions for development of navigation in the water area of the Northern Sea Route are: expansion of group of the domestic Arctic linear icebreaker fleet; central planning of sea freight transportation and coordination of actions of participants which could increase appeal of use of the Northern Sea Route including for transit transportations.

The government policy regarding sea tolls is to navigate goods transportation, guarantee the availability of goods, reduce price disparities, and ensure the continuity of goods transportation services to underdeveloped, remote, and border areas. Maritime transportation development policies are directed at increasing the role of the national shipping fleet, both domestic and export-import by applying the cabotage principle; eliminating illegal levies at ports through improved coordination for all agencies related to the loading and unloading process and meeting international shipping standards and the implementation of International Ship and Port Security; restructuring the shipping legislation and its implementation, as well as institutions in the marine transportation sub-sector in order to create conditions that are capable of attracting private interest in the development of marine transportation infrastructure. Sea transportation policy is defined as the lifeblood of increasing national development for the smooth flow of people, goods and information. This policy supports the optimal allocation of economic resources, so that sea transportation services are fairly evenly available and affordable for the people’s purchasing power. Keywords: policy, sea transportation system, national development

Introduction. Industrial development and increasing traffic emissions cause air quality problems. The most accurate for air pollution analysis are ground-based data; however, it is very limited in space. Modelling could solve this problem, but huge amount of input information and limits of computational power make it difficult to analyze big territories with high resolution. Sentinel-5P satellite with TROPOMI instrument nowadays gives opportunities to monitor the air pollution with good spatial resolution. The purpose of the study is to analyse nitrogen dioxide, sulfur dioxide, carbon monoxide and formaldehyde spatial and temporal distribution over Ukraine and Black Sea and Azov Sea. Methods and raw data. There were selected Sentinel-5P data of NO2, SO2, CO and HCHO for the period from first data release in 2018 to June, 2019. Data processing implemented in Google Earth Engine using JavaScript programming in The Earth Engine Code Editor. Results and discussion. Joint analysis of NO2 tropospheric, stratospheric and total columns showed the prevailing of tropospheric NO2 content and therefore crucial role of anthropogenic emission sources. While background NO2 total column varies from 4·10-5 mol/m2 to 7·10-5 mol/m2, in the most polluted cities content exceeds 1·10-4 mol/m2. The highest values are observed in Kyiv and industrial cities in Donbas region. Some of them are situated in the area of Joint Forces Operation outside the demarcation line. Sentinel-5P data catch the large emissions from the local industries; however, no official confirmations about production volume are available. NO2 dispersion increase during winter with the values range from 1·10-5 mol/m2 to 3·10-5 mol/m2 over clean territories and 8·10-5 mol/m2 to 1·10-3 mol/m2 in industrial cities. Seasonal maximal observed during warm period in unpolluted regions and during winter in the cities. Cold seasonal NO2 content outbreaks in the mountains are the result of its transportation from industrial cities. Spatial distribution of CO total column over Ukraine is rather homogeneous because of CO lifetime in the atmosphere up to several months. It could be transported on the long distances, which makes identification of polluted regions difficult. However, several cities with maximal average values of more than 0.037mol/m2 prove the existence of extreme anthropogenic emissions. Overall background CO contents vary within 0.033–0.035 mol/m2. Coastal regions of the Black Sea and Azov Sea are more polluted by CO compared to the mainland, which could be the consequences of ships emissions. Temporal analysis of CO total column found 4 powerful emissions: three of them are anthropogenic in industrial cities and one is natural, connected with forest fires in Belarus and northern part of Rivne region in April, 2019. There is one location with huge SO2 emission in Ukraine, observed in Novyi Svit (Donetsk region) outside the demarcation line of Joint Forces Operation, which corresponds to Starobeshivska thermal power station. In general, higher SO2 contents are observed over Donetsk, Zaporizhia and Dnipro regions; also over the Black Sea and Azov Sea. For HCHO spatial distribution minimal values are typical for the Carpathians. It is well seen that SO2 content are higher in the Southern part of Ukraine than in the Western part. The research finds regularities in spatial distribution of pollutants over the sea area. During cold season higher concentrations could be observed over the main merchant vessels tracks in the Black Sea. In summer months, which coincide with the main tourist season, most polluted are shoreline area because of emissions from cabotage and fishing vessels. The study updates information about most polluted cities in Ukraine, especially in the regions with absence of ground-based measurements. Some of them are mentioned for the first time among other research. Air quality analysis in many industrial cities significantly changed over the last two years. It shows difficulties of long-term pollution forecast and scenarios based on historical data and observed trends. It is recommended to use ensemble modelling for this purpose with scenarios of emission reduction, increasing and temporal stability. Sentinel-5P data confirm the conclusions of previous research about dependence of NO2 annual cycle and seasonality phases shift from the level of anthropogenic load. Prospects for further research. Sentinel-5P spatial resolution expands the horizons for air pollution research. The most relevant are monitoring of short-term anthropogenic and natural emissions, pollutants’ seasonality changes in different macroclimatic conditions, research of ships emissions in Black Sea and Azov Sea, combination of satellite air pollution data with methods of “artificial intelligence” for individual emissions detection.

The thesis describes conditions for carrying out cabotage in road freight transport, in comparison to current and past development at the EU level, and in transport policy of the EU described in the primary law. The most current changes at the field of cabotage are a good precondition for the future growth of this type of transport. The issue of cabotage could be described in three groups of topics, the first being the unified EU regulations of cabotage and conditions set for carrying out cabotage, the second concerns topics, that are similar in every EU country due to harmonization of national law, for example the payment of VAT, admission to the occupancy of road haulier or technical conditions for vehicles. The third group deals with matters that are different in every EU country, e.g. toll systems. Carrying out cabotage is therefore to be adjusted to all aforesaid conditions, which have a direct influence to the economical background of cabotage transports.