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As per available reports about 160 journals, 37759 open access articles, 22577 conference proceedings, 29 Upcoming Conferences, 4 national symposiums, 10744 editor, 11411 speakers, 49 collaborations and 138 media partners are presently dedicated exclusively to Sea Transportation.
Sea transport systems in today's shipping market have evolved into three separate but closely connected segments: bulk shipping, liner shipping and specialized shipping. Although these segments belong to the same industry, each carries out different tasks and has a very different character. Large homogeneous parcels such as iron ore, coal and grain are carried by the bulk shipping industry, small parcels of general cargo are carried by the liner shipping industry and specialized cargoes shipped in large volumes are transported by the specialized shipping industry. These three cargo streams create demand for bulk transport, liner transport and specialized transport. A major distinction is drawn between the fleets of ships owned by companies moving their own cargo in their own ships and the ships owned by independent ship-owners and chartered to the cargo owners.
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Scope and Importance
Sea Traffic Management or Sea transport management (STM) is a highly integrative concept emphasising collaboration within and between different processes! To reach the full effects, to be expressed by performance targets, as addressed in MONALISA 2.0 and enabled by STM, it is essential to identify the interface towards port operations. Ports are departure and arrival hubs requiring a coordinated transportation system, addressing the goals of the transport system as a whole with smooth and seamless operations at sea, at port (reaching the port, departing from port, performing loading and unloading operations) as well as connections to inbound and outbound transportation. This means that the scope for STM needs to take port operations into account. Figure 1 depicts separated and integrated processes related to sea transportation. STM, amongst other purposes, addresses the creation of conditions for, and the coordination of, the safe, efficient and environmentally friendly sea voyage. Conditions and coordination mechanisms are, besides conditions at sea, determined by the states in processes for port operations that in turn are related to in- and outbound transportation. Water transport scores a distant second to road transport, with an average share of about 1.6 per cent of Nigeria’s gross domestic product. Water transport is slow and therefore, unsuitable for passenger movement, except for holiday and tourist traffic where time is not a constraint or where other forms of transport are not available. Water transport has the following three components: ocean transport, coastal water transport and inland water transport. Inland water transport is only advantageous in terms of costs of moving heavy traffic, especially where speed is less important than cost. The importance of water transport statistics depends on the geography of the country concerned. Land-locked communities will be less concerned with water transport statistics than inland or peninsular settlements, except perhaps in terms of inland water transport.
India’s transport sector is large and diverse; it caters to the needs of 1.1 billion people. In 2007, the sector contributed about 5.5 percent to the nation’s GDP, with road transportation contributing the lion’s share. Good physical connectivity in the urban and rural areas is essential for economic growth. Since the early 1990s, India's growing economy has witnessed a rise in demand for transport infrastructure and services. Offshore activities and shipping in Arctic regions are increasing significantly due to the vast amount of natural resources found in the high north. However, the distinct conditions of the Arctic Sea, such as remoteness or the lack of marine infrastructure, represent a challenge to be surpassed in order to ensure safe and economical feasibility of high north transport and operations.
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This page was last updated on January 24, 2020