REGULATORY SETTINGS
FOR A PORT OPERATOR
– IN BALTIC SEA REGION
Degree of Bachelor of Science in Industrial Engineering Business Engineering
Saleh Vaghoor Kashani
Programme: Industrial Engineering-Business Engineering Swedish title: Regelverk för en hamnoperatör- I östersjöområdet English title: Regulatory settings for a port operator-In Baltic sea region Year of publication: 2019 Authors: Saleh Vaghoor Kashani Supervisor: Daniel Ekwall Examiner: Andreas Hagen Key words: Baltic sea region, Regulatory Settings, Emergency in sea ports Port of Helsinki,Port of Gdansk, Port of Tallinn, Rostock Port,SOLAS 1974 Marpol ,Tonnage Measurement,1969 International Convention on Maritime Hazard Project, Logistics, Hazards goods
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Abstract The following study that is the regulatory settings for a port operator has been conducted with the intention to comprehend and highlight the different regulatory settings appropriate for the sea ports in order to ensure safe, reliable and efficient trade and transportations practices at sea ports. The area of focus of this research work was towards the Baltic Sea region ports where the researcher focused on the evaluating the regulatory settings for four different ports in order to compare and contrast each other with the intention to validate every port follows certain regulations. The researcher with the support of secondary quantitative study with the deductive research approach has intended to answer the problem of this research work. The findings of this study have suggested that different regulations on the basis of the international conventions are strongly considered by the range of ports especially Port of Gdansk, Port of Helsinki, Port of Tallinn and Rostock ports that have examined. Nevertheless, there were also some regulations which not all the ports were following thereby confirming all the ports follow certain regulations which are in accordance with their changing scenarios.
ABSTRACT ...... 1
INTRODUCTION ...... 4
Background and Overview ...... 4
Problem Discussion ...... 6
PURPOSE OF THE STUDY ...... 7
Research Questions ...... 7
RATIONALE OF THE STUDY...... 7
OUTLINE ...... 8
Introduction ...... 8
Frame of Reference/Literature Review ...... 8
Method: ...... 8
Discussion ...... 9
Conclusion ...... 9
LIMITATION ...... 9
FRAME OF REFERENCE/ LITERATURE REVIEW ...... 10
Regulations and Emergencies in Sea Ports ...... 10
Role of Regulatory settings in Mitigating the Effect of Emergencies ...... 10
Overview of Regulatory Framework on Safety and Security...... 11
Overview of Baltic Sea Region ...... 11
The Ports of the Baltic Sea Region ...... 12 Port of Helsinki ...... 12 Port of Gdansk ...... 13 Port of Tallinn...... 13 Rostock Port ...... 14
METHOD...... 15
Research Philosophy ...... 15
Research Approach ...... 15
Research Design ...... 16
Type of Investigation ...... 17
Data Collection Method ...... 17
Ethical Consideration ...... 18
Research Limitation ...... 18
Reliability and Validity ...... 19
RESULTS/ANALYSIS ...... 20
Introduction to the Section ...... 20
Content Analysis...... 25 The Regulations Prioritise by Port of Gdansk ...... 25 The Regulations Priorities by Port of Helsinki ...... 27 The Regulations prioritize by Port of Tallinn ...... 28 The Regulations Priorities by Rostock Port ...... 29
DISCUSSION ...... 32
Objective 1: To comprehend the importance of regulations for Sea Port operations ...... 32
Objective 2: To evaluate the role of different regulations and conventions and in mitigating the effect of emergencies in the Baltic Sea Region...... 33
Objective 3: To evaluate the regulatory settings of four Baltic Sea ports in order to validate all ports follow certain regulations...... 35
CONCLUSION ...... 36
RECOMMENDATIONS...... 37
REFERENCES ...... 38
APPENDIX ...... 43
Summary of Regulations ...... 43
Table of findings ...... 47
INTRODUCTION
Background and Overview The following study has been conducted to shed some light on the regulatory framework, settings and strategies that has been proposed for managing the ports associated with the Baltic Sea region. It is noticeable fact that sea ports from all over the world are usually located far near to the population area. Considering the fact that operations performed in a port bring considerable threat and challenges for the port managers, the population and as well for the traders themselves. It is evident that trade activities via ports has been perceived as one of the most economical and sustainable option for countries and regions as it possesses the capability of transporting the heavy weight goods and products that are difficult to trade by means of air and land because of landscape’s obstacles (Sekine, 2006). In this regard, the role of sea ports in ensuring the efficient and economical transportation of goods and services cannot be neglected. Apart from that, it is also important to highlight that this channel of trade activities is also responsible for reducing the stress among countries thereby fostering the good trade relations between countries. Furthermore, in light of the study conducted by Banomyong (2005), the trade activities persuade through sea ports is the one major source of bringing wealth to the region and bringing sustainability to the region where the sea ports are situated. It has been because of the reason that these regions become the source of attraction for majority of stakeholders of the society. Moreover, such sea ports also become attractive for the different nearby countries which in the consequences brings significant development in the form of improvising infrastructure and other financial benefits.
Nevertheless, it is important to highlight that considerable challenges and issues are always there that effect the trade activities in ports to greater extent. These risk and threats are in the form of hazards and tragedies that are always associated with the trade operations via sea ports. It is evident that different kinds of goods and products are being transported through sea ports. The wide range of goods and products in the form of chemicals, important mechanical equipment, heavy machinery, oil or petroleum products are being frequently transported through sea ports. However, it is important to highlight that the transportation of such good especially in the form of dangerous chemical or solutions yields considerable danger to the entire process and environment and the probability of the hazards becomes higher. According to the study conducted by Wang (2017), the hazards and threat in transportation are an issue although economical aspect of such goods that are impossible to transport by means of air or land is considrable. It has been further stressed out by the researcher that transportation of such
good possess enough hazards and danger that can easily affect the environment, property and as well people in different manner. Furthermore, it has also been discussed in the literature that despite of the possible danger and hazards associated with the transportation of the goods by means of sea ports it is still perceived as the most trusted and widely followed practice in the trade world because of the suitable and appropriate methodology of transportation along with the economical perspectives. In realisation to this, significant attempts have also been persuaded in order to make the process of transportation through sea an efficient and safe process. The efforts in the enhancing and improving the preventive measures has significantly raised the standard of for the trade activities performed through the sea ports. The developments in the form of certified packaging, leak proof tanks and improved transportation vehicles has significantly improved the overall safety of trade by means of sea ports (Abdulrazaq, 2013). The need and importance of such development became essential because of the increase’s tragedies in the form of leakage of the dangerous chemicals or petroleum products in the sea. Furthermore, it has also been discussed in previous studies that such incidents and tragedies are causing long term environmental degradation problems. For instance, there have been witnesses plenty of cases where the leakage of chemical or petroleum products have resulted in the degradation of the biological world beneath the water and in the consequences their negative effects are also being transferred to humans by means of sea food and water.
Considering the same concern, different legislation framework and working bodies have also been developed in order to ensure safe and efficient trade process through sea ports. As already discussed, sea ports are generally located nearer to population, therefore in case of any tragedy, the chances that people get effected becomes higher. In realisation to the same concern, several legislation and legal guidelines have also been formulated in order to ensure safe transportation of both dangerous and non-dangerous goods. As per the United Nations Model Regulations, it has been identified that the transportation of the dangerous goods has been harmonised between different modes of transportation at the international scales. Nevertheless, the findings of the literature also provide significant concerns in relation to the safe transportation of the non-dangerous goods. It has been discussed by Rekik (2015); the non- dangerous goods also possess significant risk of damage due to the excess transport stress. Moreover, the risk for non-dangerous goods transportations has also be intensified because of the inadequate protection in these goods during the process of transportation.
However, the appropriate legislation and regulation framework are the major driving force behind improving the transportation of the dangerous and non-dangerous goods. In
realisation to the same concern of the importance of appropriate legislation and regulation for sea ports, the following study has also been conducted to shed some light on the increasing incidents and tragedies related to the sea port and the role which the regulation can play in improving the safety standard at sea ports. In this following research, the researcher has focused on examining the safety and hazards and the importance of regulation settings and legislation that are being made for enhancing the security and standard of transportation by means of sea channel. The following study has been devoted to scrutinize the safety and hazards issues of Baltic Sea ports. In fact the sea ports at the Baltic Sea region have been referred to as one of the important regions in sea transportation. (Smailys2015). Furthermore, the importance of this region and its sea ports is also higher as it is the major channel which connects European countries with one another and made it possible to access from different regions. In this regard, the importance of this region specifically of its ports become significant. In realisation to the same concern, different legislative framework has also been initiated from different unions and strategic alliances. The following study is devoted to scrutinise the regulatory setting and different frameworks that has been proposed to ensure safe transportation at different ports of Baltic Sea region.
Problem Discussion The transportation of the good by means of ports and sea channel has also been considered to be one of the most sustainable and economic manner of delivering goods from region to region or countries to countries (Xiao, 2015). Considering the fact that sea ports are also located near to the populous area (Harrald, 2004). This raise considerable threat for the local population as in the case of any emergency and tragedy, the population which is greatly affected is the nearby population and the population which is working in respective sea ports. Moreover, the other threat for following and implementing ineffective and inadequate safety measures in sea ports is the threat to the goods that may be affected during the process of transportation. In this regard, this can be stated that the role of regulatory framework and settings becomes crucial for port operator focus. Since these regulatory settings are committed to effectively deal against any emergency and threatening situations that is caused by inadequate, inefficient planning for the safety and planning of sea ports.
Purpose of the Study The fundamental purpose of this study is to shed some light on the importance and need of the improved and approved regulatory settings specifically proposed for Baltic Sea Region Ports. The project is based on the identification the role of regulations to mitigate the effects of emergencies in major seaports in the Baltic Sea Region. . The information available in their website is examined in order to determine their framework about certain international regulations.
Research Questions • What is the importance of regulations for Sea Port operations? • What is the role of different regulations and conventions in mitigating the effect of emergencies in the Baltic Sea Region? • Considering four Baltic Region sea ports, what do they say in their websites about following certain international regulations? Which one they follow and which one they don’t? • What recommendation and suggestions can be provided to sea ports authorities and regulatory framework to formulate better and improved policies and strategies especially for Baltic Sea region?
Rationale of the Study As the region Baltic sea region is referred to as one of the most important sea regions which is interconnected with different regions and countries at a time, therefore the importance of understanding the safety and regulatory settings becomes more essential and necessary. Considering the fact that Baltic Sea region simultaneously connects different countries ports to the sea. This raises considerable challenges for the ports and traders to follow different legislations and guidelines for different regions’ port which in the consequences not only increases the complexity in the trade and transportation process but at the same time, it increases the possibility of errors and hazards for the traders while managing and dealing with different regulatory settings at the same time (Tichavska, 2015). Though the development and initiation of the program Hazards started by Europe Union specifically for the Baltic Sea region is considered to be the revolutionary and influential program which has been forecasted to change the dynamics of the Baltic Sea Region Ports. Nevertheless, there is still need to examine the
policies and strategies that have been proposed for the Baltic Sea Region in order to improve the standard safety and regulations of the different ports associated with the Baltic Sea Region ports (Heij, 2011). As the tragedies and risk of hazards has been intensified because of the increase goods transportation practices and the urge of businesses to maximise profit thereby following the inadequate policies transportations.
Even though previous researchers have made significant attempts in relation to highlight the importance of efficient and productive transportation practices, it is important to highlight that the literature does not provide sufficient evidences in relation to the importance of the security and regulatory settings specifically for the case of the sea ports connected with the Baltic Sea Region. Moreover the information channel that is considered is the main website of the Baltic ports. In this regard, the following study intends to minimize the research gap pertaining to the field of interest. The following research will be instrumental in seeking the attention of the academicians to this important issue of mitigating the hazards and chances of tragedies during emergencies and other uncertainty by means of fostering the safe and appropriate regulatory settings specifically for the Baltic Sea Region Ports.
Outline The study is divided into following five section:
Introduction:
The first section of this dissertation is the introductory section which describes and provides brief introduction of the context of the study.
Frame of Reference/Literature Review The second section is the literature section which includes the findings and assumptions of previous research work.
Method: This section is also referred to as the corner stone of the research study which informs about the methods and techniques that the researcher has followed while formulating this research work.
Discussion The discussion section is the important section in manner that it specifically describes and specific problem of the research leading to the construction of the findings.
Conclusion It is the last section of this study that has concluded all the major findings and assumptions which the researcher obtained in this research study.
Limitation It is evident that the following study has intended to focus on examining on the Baltic Sea Region and its ports and only four ports have been selected due to limitations. The data also collected from the main website of the port in the certain time frame. Moreover, only few international regulations have been selected to be examined due to time limitation and limitation scope in this study. However, it is important to highlight that inclusion of any other sea region and ports and more diverse regulation settings might diversity in results. Besides, this the primary focus of this study was to shed light on some emergency regulations to mitigate the effects of emergencies in major seaports in the Baltic Sea Region. However, the researcher due to limited case of ports and examples did could not generalise the findings for all the ports of the entire Baltic Sea Region which is the one delimiting factor. The researcher has conducted this research work with the full consideration of the secondary research strategy. However, the primary research strategy might further enhance the scope and exclusivity of this research work. Furthermore, it is also evident that the researcher has collected subjective information where the researcher focused on utilising the qualitative data. However, the inclusion of some quantifiable evidences might further enhance the scope and feasibility of this research work. Time and the scope of this research was the main reason for the mentioned limitations
FRAME OF REFERENCE/ LITERATURE REVIEW
Regulations and Emergencies in Sea Ports It is notable that the transportation of the goods especially the dangerous goods has been categorized through different modes of transportations and legislation that are often governed by United Nations Model Regulations. Furthermore, the findings of the literature have suggested that emergencies may happen at any time. For instance, the chances of emergency in the form of natural disaster, technological accident and the security at port always exists. This increased risk may harm to affect the population working over there along with the nearby population. To this end, the need of emergency planning and preparedness becomes an integral and necessity part in the port management by means of accessing risks and mitigating measures that drives such risks (Hassler, 2016). In realization to this concern, different regulations started to propose by different countries in order to ensure the safety and sustainability in the transportation especially of dangerous goods. Moreover, different local and international bodies have formulated and presented different strategies. For instance, in light of Merchant Shipping (OPRC) Regulations 1998, the production and formulation of different programs are required to be implemented on regular basis.
Role of Regulatory settings in Mitigating the Effect of Emergencies It is evident that the danger and possibility of any kind of emergency always exists in the case of operation performed at sea ports. The reason behind this is the excessive mobilization or transportation of non-dangerous and dangerous goods. It has also been discussed in the literature that these effects significantly cause efficiency and effectiveness of the whole transportation systems (Mazer, 2016). To this sense, the role of regulatory settings becomes instrumental in mitigating the effects of emergencies thereby ensuring the safe environment for the transportation of goods and services. Different regulatory settings and framework have already been discussed in the literature which predicts that the regulatory settings are crucial in mitigating different adverse effects of emergencies. Furthermore, it has also been observed that in the case of any incident or tragedy in the transportation of goods and people this respective channel that is sea channel is referred to as one most difficult and challenging channel for the rescuer and concerned authorities to overcome the challenge.
However, it is important to highlight that the role of regulatory settings and framework thus become important to overcome the intensity of the challenges developed because of any emergency. It is evident that if any incident or tragedy happens in any specific port which causes emergency, there is a possibility that that situation may become worst if the particular port does not possess and implements adequate policies and regulations to overcome the uncertainty associated with any emergency. In this regard, this can be stated that the role of adequate and effective regulatory setting becomes essential in mitigating the negative effects of emergencies.
Overview of Regulatory Framework on Safety and Security It is notable that Core TEN-T (Trans-European Transport Networks) seaports are considered to be as the essential and instrumental unified passenger and cargo transport in the European Union. The role and importance of different regulatory framework and setting are being considered is of high importance. For instance, it has been observed that the ability and legal liabilities of these framework is instrumental in providing sea ports and associated area a well-functioning traffic services and their role in the major accidents and incidents become more in emergencies for both the people and as well as businesses. Though the regulation framework of safety and security regulations in ports are rather complicated or comprehensive. Moreover, the other reason which is being described as the reason of this complexity and comprehensiveness of these regulations is because of the fact that these regulations are mostly formulated and implemented by either United Nation or European Commission based. Since, these regulations are formulated with the consideration of generalized issue of sea ports, the issues and challenges at ground level might be different. According to Ferrari (2015), there is observed large variation on national level enforcement and at the national level of different countries. Nevertheless, one of the major and recent development that has been occurred in the field of regulatory settings for the seaports is the initiation of the HAZARD project that provides better compliance of different regulatory settings of current and future scenarios which is also being monitored and verified through achieved improvements.
Overview of Baltic Sea Region The Baltic region is amongst most well build and developed region of international collaboration. It is a hub for advancing joint efforts between organizations, non-benefits, open authorities, and regions of the nations situated on the Baltic Sea coast and its contiguous regions. The Baltic Sea area has both uncertain issues and potentials for progress. This requires the recognizable proof of the Baltic Sea district as an area having a limit with respect to the productive progress of commonly helpful intergovernmental and global ties. The territory of 14
countries is included in the Baltic Sea. From them, nine countries share a border with The Baltic Sea (Russia, Estonia, Sweden, Latvia, Poland, Lithuania, Germany, Finland, and Denmark). Norway only shares border with Danish starits, while four others (Belarus, Slovakia, Czech Republic, and Ukraine) are not located on Baltic Cost. The Catchment Area (93.2%) is the largest part located adjacent to Baltic Sea (David, 2013).
The key part in characterizing the BSR is played by two programs: VASAB, "Vision and Strategies around the Baltic Ocean", and Interreg, "Trans-European co-operation expecting to empower agreeable and progress". Furthermore, VASAB joins together eleven countries participating within the region of spatial arranging and progress. It is directed by the Committee on Spatial Arranging and Advancement of the Baltic Ocean Locale (CSPD/BSR), with representatives of important services of participating nations as well as territorial authorities of the countries whose domain isn't fully covered by VASAB (Germany, Russia). Interreg may be a program of the European Union. Non-EU nations (Russia, Belarus, and Norway) take part in a few of its ventures by co-financing activities with their own assets (Wulff, 2013). Topographically it covers bigger domain than VASAB program because it incorporates the complete North-West Government District of the Russian League, whereas the Republic of Komi is not covered by Vasab, the Arkhangelsk and Vologda regions, and the Nenets unknown areas.
The Ports of the Baltic Sea Region
Port of Helsinki The Port of Helsinki and the Helsinki region have created in association with one another, which has brought about modern and business action being revolved around import, fare, and coordination, more than all things considered. The monetary effect of the Port of Helsinki is 5 % of Helsinki's GDP (Helminen, 2014). The port is additionally the object of elective land use needs, which is the reason the Port of Helsnki has an undeniably smaller zone of land in its utilization, particularly in the town focus. The area of the traveler terminals in the inside or near and easy to reach, one of the characteristics that draw in sightseers to Helsinki. Ship travelers touching base in Helsinki arrive straightforwardly amidst Helsinki's administrations and attractions, and while withdrawing, the traveler terminals in the middle are effectively available. All together for delivery organizations to have the capacity to proceed with the upkeep and advancement of their associations and business, the Port of Helsinki must guarantee that the port territories staying in the downtown area are used as adequately as could reasonably be expected. The Development program for the parts of the Port of Helsinki is planned to figure
out what sort of traffic is directed in which part of the port and what improvement tasks are required by any of the part of the port. The program time period is two-dimensional. Principally, the port's strategy is characterized in detail for the coming ten years, notwithstanding which, the advancement tasks for the different parts of the port are characterized at a more extensive dimension up to the year 2030 (port of Helsinki 2019) .
Port of Gdansk The Port of Gdansk is one of the greatest Baltic ports. The primary port foundation was built up in Gdańsk as of now in the early middle Ages. Presently the port assumes a noteworthy job as a key connection in the Trans-European Transport Corridor No. 1 interfacing the Nordic nations with Southern and Eastern Europe. The internal port is a part of the port of Gdansk, including the territory along the Dead Vistula and the Port Canal handles containerized freight, traveler ships and ro-ro vessels, traveler vehicles, and citrus organic product, sulfur, phosphor, and other mass. (port Gdansk 2019).
The profound water external port, expected to deal with vitality crude materials, for example, fluid fills, coal and condensed gas is arranged quickly on the waters of the Gulf of Gdansk, along with the wharfs running 220 to 765 m long. It can suit the biggest vessels exploring the Baltic Sea (Notteboom, 2015). The fairway is 17 m profound. The region of the port is 653 hectares of land and 412.56 hectares of water bodies1. As of now, the external port is being expanded. Another profound water holder quay is under development.
Port of Tallinn Since its freedom from the previous Soviet Union in 1991, Estonia has experienced a quick advancement. The capital city, Tallinn, with a population of more than 400,000 occupants is the political and prudent focus of the nation. About one-half of Estonia's organizations, making up to 50-60% of the nation's GDP, is situated in Tallinn. Tallinn's financial development has dependably been firmly associated with the port exercises.
Since the constitution of the Hanseatic League in 1285, Tallinn has assumed a critical job in an exchange over the Baltic Sea. Exchange streams between the nations of the area have expanded continually step by step. Today, Tallinn is after St. Petersburg and Primorks the third biggest port at the Baltic Sea, and number one while considering payload and traveler traffic together. Port of Tallinn comprises of five constituent harbors: Muuga, Old City Harbor, Paljassaare, Paldiski South and Saaremaa (Lewandowski, 2014). Muuga suits a compartment
terminal, eight oil tanks, corn storage facilities, and tremendous stockpiling regions. Traveler traffic (seven million travelers per year) gathers basically in Old City Harbor since this port gives every single vital office to the traveler and journey ships at four current terminals, together with stacking offices (Port of Tallinn 2019)
Rostock Port The core of the seaport turned into the ship port with its terminals for consolidated load, for wood items and move on off cargo ships. Since the start of the 1990s, this part has recorded extraordinary development. Rostock's good topographical area, the simple availability both land-side and ocean side, just as extensive interests in the framework all added to Rostock's port on the Warnow River turning into the number 2 port among German Baltic Sea ports. Similar to the case with ship traffic, the voyage deliver industry, additionally started at an exceptionally low dimension in the mid-1990s (Blokus, 2016). Today, Rostock's voyage transport port in Warnemünde is among Germany's most favored ports for the travel industry. A huge number of visitors use Rostock-Warnemünde as a base for investigating Germany's capital city, Berlin, just as the fortunes of the beachfront locale of the province of Mecklenburg-Western Pomerania (port of Rostock 2019).
METHOD
Research Philosophy In light of the study conducted by Hughes (2012), a research philosophy is considered to be the integral part of the research in a manner that philosophical paradigms form the basis of the whole research process. More specifically, a research philosophy is considered to be as the set of beliefs that guide a researcher how to perceive a research phenomenon and problem and what measures can be set in order to investigate a particular research phenomenon. Furthermore, in the field of academia, the philosophical paradigms or research philosophies that are preferably followed by researches are in light of positivism, interpretivism and pragmatism research philosophies. The positivism research philosophy mainly follows in such research studies where it is required to establish the relationship between the two research variables. More specifically, this specific research philosophy enables researchers to forms the relationship between the two variables thereby allowing researchers to analyze the influence or effect of one variable over other. Furthermore, another kind of research philosophy is the interpretivism research philosophy. As per the findings of Antwi (2015), the interpretivism philosophy is the research philosophy which usually followed for the exploration and investigation of the subjective nature of data as this kind of research philosophy is preferably follow for conducting in-depth research. Lastly, in the field of academia, there is also followed one other form of research philosophy which is considered to be the blend of both other forms of research philosophies and is renowned as pragmatism research philosophy.
In this particular, the primary aim of the researcher was to examine the regulatory settings with the port operator’s focus. In other way, the researcher has intended to examine the relationship or association with the regulations against ports in terms of the security and safety of different perspectives. As the positivism philosophy under his research paradigm favors most in the investigation the research phenomenon of interlinked variables. Therefore, the use and preference of the positivism research philosophy is justified.
Research Approach Besides research philosophy, the next research methodology processes whose importance can also be observed from Saunders research onion is the research approach. In light of the study conducted by Jackson (2015), the research approach is considered to be as the detailed plan or structure which informs about the methods and techniques related to the data
collection, analysis and interpretation. In the field of academia, there are two major kinds of research philosophies that are preferably followed by researchers to formulate a research work. The research approaches are identified as inductive and deductive research approaches. According to Villar (2013), inductive approach is the kind of research approach which is specifically followed to make the findings of the study from general to specific. Moreover, researchers while following the inductive approach formulates the hypotheses at the last of the study which are made on developed on the basis of inferences and assumptions made on the basis of the observations. On the other hand, the deductive approach or deductive type of reasoning is the kind of research approach which emphasis on the formulation of the hypothesis at the beginning of the study which are then tested through the analyzed results. Moreover, the other important distinguishing characteristics of the deductive approach is that the deductive approach emphasize on making the findings of the study from specific to general.
In the following research work, the researcher has followed the research deductive type of research approach. As per the definition of the deductive approach, this type of research approach emphasize on making the finding of the study from specific to general. Therefore, the following research study was also required to be studied by following the deductive approach as the researcher has intended to exemplify the cases of the four Baltic Sea Region ports and have investigated the regulations that are being regulated in these ports. Through this approach, the researcher was able to generalized the specific information of the targeted ports for the different ports. Moreover, through the deductive research approach, the researcher was also able to test the formulated research hypotheses at the end of the study.
Research Design The research design is referred to as the set of methods and techniques that integrates range of specific methods and techniques that are used during the process of data collection, data analysis and data interpretation (Mitchell, 2012). Three different kinds of research designs are being utilized in the field of academics and are referred to as qualitative, quantitative research design and mixed research design. The qualitative research design is specifically used for the exploration of the research phenomenon from more detailed and in-depth manner and is being supported with the inductive research approach. On the other hand, the quantitative research design emphasis more on the establishing the relationship between variables and is associated with the deductive research approach (Bryman, 2017). Apart from both, the mixed research design is also the one important research design that integrates the characteristics of both qualitative and quantitative research designs.
In this particular research, the researcher has focused on utilizing the quantitative research design. The main justification of following the quantitative research design is because of the association of quantitative research design with the preferred research approach that was deductive approach. Moreover, the quantitative research design has also assisted the researcher by determining the relationship between the variables that is in this case, the regulatory settings have been related with the port safety, security and other concerns. In this regard, this can be stated that the preferred research design that is the quantitative research design is the justified research design for this study.
Type of Investigation The type of research investigation describes the entire theme that the researcher set for the examination of the research phenomenon. Particularly, it describes how the researcher has planned to investigate a particular research phenomenon. In light of the study conducted by Nadkarni (2013), the most generalized type of research investigation that are being followed in the academics are in the form of exploratory, explanatory and deductive research approaches.
In this particular research, the researcher has tried to investigate the phenomenon by following the deductive research approach. Since, there exist the association between the deductive approach and explanatory research approach therefore, the use of explanatory research for the purpose of investigating this research phenomenon is justified. Moreover, the researcher throughout this research work has intended to utilize the available secondary evidences in the form of published journal articles and the information gathered from the website and annual reports of the selected 4 ports in order to further explain the research phenomenon. All data which is gathered in this study is a secondary data which is available online in the specific time limit. Therefore, the use of the deductive research approach is justified.
Data Collection Method According to the study conducted by Palinkas (2015), there are generally two major sources of the data collection that are generally followed in the field of academics. The forms of data collection methods are in light of the primary source of data collection and the secondary
source of data collection method. The primary source involves the collection of first-hand knowledge from the targeted audience. On the other hand, the collection of data by means of published journal articles, annual reports and other online source lies under the category of the secondary sources.
The researcher in this particular study has focused on utilizing the available secondary evidences therefore, the secondary source of data collection method was followed by the researcher. As the researcher has mainly focused on 4 different ports of Baltic Sea Region in the form of Port of Gdansk Port of Helsinki. Port of Tallinn and Rostock Port. Therefore, the data available on their websites was the major source of data which have been utilized in this research work. Moreover, the researcher in this study has also gathered online source in the form of published journal articles, the annual reports related to the context of the data. Since there was sufficient data available on different online channels, therefore the use of the secondary source of data collection was justified by considering the accessibility and comfortability factor of the researcher as well.
Ethical Consideration The importance of ethical practices and behavior is high in every sector. Similarly, in the academics, the importance of ethical considerations, guidelines and framework set for the academicians are also important. Throughout this research, the researcher has focused has shown good ethical behavior as a researcher that have ensured the authenticity and integrity of this research. For instance, the researcher has only relied on gathering the data by means of the online source. To this end, the researcher has preferred to make proper citations of the research material that have been utilized in this study. Moreover, in the following research, the researcher has also preferred to use the findings of previous studies. In this sense, the researcher has also given full credit to the researchers whose findings were used to support the findings of this study. The researcher has given credit to researchers by making proper citations and referencing.
Research Limitation Though the researcher has tried to formulate this research work in best and well- structured pattern. However, some constraints were also there that limited the scope of this study. One of the major constraints was the time constraint. Furthermore, the researcher in this study has also relied on the secondary source of data collection. However, the inclusion of some primary evidences might also enhance the effectiveness of this research work. Apart from that,
the researcher in this study has collected the data by means of the secondary source. Since, majority of website and online sources were easily accessible and provided evidences that the researcher required. However, there were also some sources that were not accessible which made the collection of data difficult to some extent. If such constraints did not pose challenges for the researcher, then the researcher would be able to present this research work in a more sophisticated manner.
Reliability and Validity The reliability of the data collected from secondary refers to the extent that a particular source supports or back your arguments. In the context of this research work, the reliability of the data can be justified as the secondary sources used in this study show consistency in supporting the viewpoint of the researcher. On the other hand, the validity of the secondary data can be described as the extent to which the particular source is also confirmed from other works. The source can be stated as valid if it also confirmed by another researchers’ work. By reviewing the selected sources, it is justified to say that the researcher was committed to include or cite such sources that were also cited by several other researchers. In this regard, this can be stated that the selected gathered data for this study is reliable and valid.
RESULTS/ANALYSIS
Introduction to the Section The following section is considered to be the most important section of this research work as it involves the specific information of the selected port case. Specifically, this analysis and discussion section is committed to examine what specific regulations are being followed by the selected ports of the Baltic Sea Region. In this particular section, the researcher has utilized the content analysis data analysis which is specifically followed for the analysis secondary nature of data. The analysis or discussion section has been broken down into following four themes representing each port. The following table represents the certain regulations that are considered to be most important with respect to the safety of ports. As there have been numerous kinds of regulations being governed for different ports of Baltic Sea region, however, due to certain limitations it was difficult to examine all the regulation governing in each port. It is important to highlight that the regulatory framework and laws that have been proposed for the sea ports are usually formulated by international regulatory bodies and regulations that usually formulates a generalized plan and structure for widespread chain of ports for instance, Baltic Sea region and others. Nevertheless, it is also important to highlight that since majority of regulatory framework are formulated for widespread regulations, therefore majority of seaports find it difficult to compliance their operations compliance according to these international bodies. As the regulatory bodies that work under European Commission, European Union also intends to engage different countries in the regulatory planning phase. In this sense, the international perspectives pertaining to different laws and regulations becomes important to consider as the trade effectiveness is being associated with effective collaboration and communication between different international bodies (Mazer, 2016). Therefore, the following table includes the seven most concerning and important regulations and has triangulated whether each port follow certain regulations highlighted below.
Table for Regulations of Selected Ports
Port Port of Port of Port of Rostock References Regulatio Gdansk Helsink Tallinn Port n i Internatio ✔ ✔ ✔ ✔ Port of Gdansk. nal Safety (2019). Information about Codes and waste reception. [online] Agreemen Available at: ts http://www.portgdansk.pl/ship Internatio ping/waste-reception nal [Accessed 11 Apr. 2019]. Conventio n for the Helsinki and Tallinn : Safety of GOFREP. (2019). GOFREP - Life at Sea Finnish Transport Agency. (SOLAS) [online] Available at: https://vayla.fi/web/en/mercha nt- shipping/gofrep#.XLIdWIlKhd g [Accessed 13 Apr. 2019].
Rostock: BSH (2019). BSH - International requirements. [online] Available at: https://www.bsh.de/EN/TO PICS/Shipping/Marine_equip ment- Market_surveillance/Internatio nal_requirements/International _requirements_node.html[Acc essed 13 Apr. 2019
1974 ✔ ✔ ✔ ✔ Port of Gdansk. MARPOL (2019). Information about 73/78 - waste reception. [online] Internatio Available at: nal http://www.portgdansk.pl/ship Conventio ping/waste-reception n for the [Accessed 11 Apr. 2019]. Prevention of Helsinki: Port of Helsinki. Pollution (2019). Port Security. [online] from Available at: Ships ISP https://www.portofhelsinki.fi/e S n/cargo-traffic-and- (Internatio ships/instructions/port-security nal Ship [Accessed 13 Apr. 2019]. and Port Facility Rostock Port Security BSH. (2019). BSH - Code) MARPOL. [online] Available ISM at: https://www.bsh.de/EN/TO (Internatio PICS/Shipping/Environment_a nal Safety nd_shipping/MARPOL/MARP Managem OL_node.html [Accessed 13 ent Code) Apr. 2019] Internatio nal Conventio n for Safe Containers (CSC),
1972 ✔ ✔ ✔ ✔ Helsinki and Tallinn: Internatio Svaetichin, I. and Inkinen, T., nal 2017. Port waste management Conventio in the Baltic Sea area: A four n on port study on the legal Tonnage requirements, processes and Measurem collaboration. Sustainability, 9 ent of (5), p.699. Ships, Rostock Port Rostock-Port (2019). [online] Available at: https://www.rostock- port.de/fileadmin/user_upload/ pdf/entgelte_eng/2016_12_21_ Regulations_and_Charges_201 7_Cruise.pdf [Accessed 13 Apr. 2019]. 1969 ✔ ✔ ✔ Baltic Sea Maritime Incident Internatio Report (2019). [online] nal Available at: Conventio https://www.raja.fi/download/5 n on 3418_BSMIR_final_report.pdf Maritime ?c9b9b018b21ad588 Search [Accessed 13 Apr. 2019]. and Rescue Rostoc: Rostock Port (SAR) Rostock-Port. (2019). [online] Maritime Available Labour at: https://www.rostock- Conventio port.de/fileadmin/user_upload/ n, pdf/entgelte_eng/2016_12_21_ Regulations_and_Charges_201
7_Cruise.pdf [Accessed 13 Apr. 2019].
2006 ✔ ✔ Rostock Port Internatio Baldauf, M., Mehdi, R., nal Fischer, S. and Gluch, M., Conventio 2017. A perfect warning to n on Load avoid collisions at Lines, sea?. Zeszyty Naukowe Akademii Morskiej w Szczecinie
1966 ✔ ✔ ✔ Rostock Port: COLREG BSH(2019). [online] Available S - at: https://www.bsh.de/DE/PU Internatio BLIKATIONEN/_Anlagen/Do nal wnloads/Nautik_und_Schifffah Regulatio rt/Seehandbuecher_ueberregio ns for nal/SeeschStrO_engl.pdf?__bl Preventing ob=publicationFile&v=8[Acce Collisions ssed 13 Apr. 2019]. at Sea 1972 The ✔ Rostock Port: Internatio Rostock, S. (2018). STAR nal Maritime & Offshore Training Conventio Rostock. [online] n on Edumaritime.net. Available Standards at: https://www.edumaritime.n of et/germany/star-maritime- Training, offshore-rostock [Accessed 13 Certificati Apr. 2019]. on and
Watchkee ping for Seafarers (STCW)
Content Analysis
The Regulations Prioritise by Port of Gdansk In relation to the regulation number 2 of the table above (1974 MARPOL 73/78) related to the pollution of Ships, it has been identified that the port of Gdansk follow the regulation to greater extent. As per the statistics provided by Port of Gdansk. (2019), it has been identified that the ships and cargos produced waste on Gdansk’s port is part of the compliance Act 12 September 2002 on cargo residues and vessel generated waste reception facilities (Journal of Laws No. 166 of 2002, item 1361), also as general rules and regulation according under “The port cargo residues and vessel generated waste management plan” accepted by the office of Marshal of the Pomeranian Voivodship number DROS-SO.7240.10.2017 of 3 October 2017.The Gdansk’s port authority SA assure the reception of produced waste throughout the sea vessel operation as stipulated upon the MARPOL 73/78 Convention:
▪ Waste oils and their mixtures ▪ Solid waste ▪ Sewage ▪ Exhaust cleaning residues
Furthermore, it has also been identified that all the measures were for pollution and emergency control at Gdansk’s port are applied as per the "Guidelines for emergency and pollution control in the port water regions under the management of Port of Gdansk Authority SA" accepted by the Director of Maritime office in Gdynia on Decision number 8201/5/04 of 02 December 2004. The rules were changed and updated on 05 April 2012 and accepted by the Director of Maritime office at Gdynia by Decision number 076/46/12 of 22 05 June 2012. Seaports are backbone of counties economic activity and of environmental pollution in coastal areas. Due to the increasing global trade, transporting goods through ports has steadily increasing and will continue to increase in coming days. Evaluating pollution impacts of ports
requires consideration of many sources, including marine vessels, trucks, and off-road equipment used for moving cargo. The air quality impacts of ports are significant, with particularly large emissions of diesel exhaust, particulate matter, and nitrogen oxides (Port of Gdansk, 2019). The health effects of these air pollutants to residents of local communities include asthma, respiratory track diseases, heart disease, cancer, and premature mortality. In youngsters, there are joins with asthma, bronchitis etc. A meaningful way to deal with port- related air pollution will be to follow the regulations and guide line of waste disposal so as to control and protect marine traffic from polluting ports and harbors.
Potential sources of emergency and pollution in port water regions include:
▪ sanitary, industrial and precipitation sewage outlets ▪ quayside cargo handling operations ▪ construction, repair and maintenance work ▪ operations and maintenance of vessels ▪ reception of vessel-generated waste (Darbar, 2009)
Moreover, in relation to the regulation number 3 related to the Tonnage Measurement of Ships, it has also been identified that the port of Gdansk is committed to adequately follow the regulation related to the Tonnage measurement of ships. According to Port of Gdansk. (2019), the port believes upon a vessel's initial call to the port a duplicate copy of the International Tonnage Certificate or another globally perceived record including information on the gross tonnage of the vessel will be submitted through the Electronic Marine Information System, the vessel will urgently inform the Port Authority of changes in the Tonnage Certificate (Port of Gdansk, 2019). The Harbor Master has the power to ask for the submission of the certificate if required. Flag of Estonia is flying with a gross tonnage of under 20,000 are absolved from pilotage in the required pilotage territory in Muuga, Tallinn, Kopli, Paldiski Kunda and Hara Bays, aside from in the water region of the port.
In relation to the regulation number 4 related to the 1969 Convention on International Convention on Maritime Search and Rescue, it has been identified that the port of Gdansk has been adequately following the regulations based on SAR convention in order to provide best responsive maritime service in the case of any unwanted emergency (Baltic Sea Maritime Incident Report, 2019).
In accordance with the 1966 International Convention on Load Lines, it has also been identified through Gdansk report that the Port follows specific regulations pertaining to this specific convention. The convention supported by IMO regulates its legislation for different ports including the Gdansk Port.
The Regulations Priorities by Port of Helsinki In relation to the regulation number 1 related to safety of life code at sea, it has been identified that port of Helsinki is adequately compliance its operation under the SOLAS regulation V/11. In light of the program initiated by Tallinn traffic, Helsinki Traffic and St. Petersburg traffic called as GOFREP (under SOLAS) regulation, the program has been specifically initiated give new dimensions to the safety of Sea life (GOFREP, 2019).
Furthermore, in relation to the regulation number 2 (MARPOL 73/78) and governed by ISPS, it has been identified that Helsinki Port is committed to compliance its operation under this regulation. Through this regulation, it has been identified that port ensure the access permits, occupational safety and other traffic regulations to be operated under the safe process (Port of Helsinki, 2019).
Additionally, in the context of regulation number 3 related to the Tonnage Measurement. It has also been recognized that Port of Helsinki also compliance its processes under the regulation of 1972 Conference tonnage measurement.
In relation to the regulation number 4 related to SAR, it has also been observed that Port of Helsinki also comply its operations with the consideration of the 1969 convention. It is notable that Finland possess two maritime search and rescue coordination. The one is referred to MRCC Turku while the other is MRCC (Helsinki Baltic Sea Maritime Incident Report, 2019).
In relation to the 1996 International regulations for the prevention of Collisions at Sea, it has been identified that Port Helsinki has been adequately following the regulations. Considering the greater traffic in the Helsinki Port, the port management has been focusing to strictly compliance its operations because of the increasing collision incidents.
The Regulations prioritize by Port of Tallinn In the case of Port of Tallinn, it has also identified that the port also follows certain regulations. In relation to the regulations demonstrated in the Table 1, it has been identified that the port also follows certain regulations. It has been identified that the operations of the Tallinn port are strictly compliance with the regulation related to SOLAS. According to official website of the port, all individuals working on the region of the harbors of the Port of Tallinn must obliged and strictly follow the International Code for the Security of Ships as well as Port Facilities (ISPS Code), it went into power on 01 July 2004 as a part of the International Convention for the Safety of Life at Sea (SOLAS), Regulation (EC) No. 725/2004 of the European Parliament and of the Council of 31 March 2004 on improving Ship and Port Facility Security, the requirements of harbor security plans, and the Rules for Entry in the Port Territory of AS Tallinna Sadam (Svaetichin, 2017). The maritime industry concerns are the security of people of marine contamination for smooth payload transportation. To accomplish this, the International Maritime Organization (IMO) depends on its two exceptionally solid columns, SOLAS and MARPOL. The International Conventions for protecting human life and marine condition from a wide range of contaminations and mishaps. All the SOLAS section cover a general fundamental least model which applies to the ships, nothing to concern with their location and nationality. It is conceivable that the material or apparatuses accessible in one state are not available for the ship in another nation. An "Equal" Section is likewise is provided to manage such circumstance.
Moreover, in relation to the regulation number 2 from the table (1974 MARPOL 73/7) related to the convention of safe container, it has been identified that the port also follows the regulations adequately. According to the information retrieved from its website Darbra (2009), the port believes dangerous load will be taken care of in the port as per lawful acts, including the Chemicals Act, the International Maritime Dangerous Goods Code (IMDG Code), Circular No. 675 "Proposals on the Safe Transport of Dangerous Cargoes and Related Activities in Port Areas" (MSC/Circ. 675) of the Maritime Safety Committee of IMO, Chapter VII of the International Convention for the Safety of Life at Sea (SOLAS) and the prerequisites of principles for sea transport of global hazardous cargoes set up under Annexes I– III of the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78).Supervision on the consistence with the rules of reception, creation, storage and dispatch of the dangerous merchandise and carriage of dangerous products and items (Ferrari, 2015).
Under this regulation, the port compliance its operations in relation to container safety with respect to following guidelines:
• Supervision on global commitments accepted by the Republic of Estonia with respect MARPOL 73/78 and HELCOM 92.
• Supervision on ports with respect to sea wellbeing and over the issue of port.
• Certification, endorsement of activities of port development or recreation inside the competency of the Administration and approval of port guidelines.
• Organization of the authentication of harbor pilots and supervision over their exercises with respect to maritime security.
• Organization of expert examinations for pilots and free pilotage examinations, and supervision over their exercises with respect to sea security.
• Organization of expert examination of VTS administrators and supervision over their exercises with respect to sea security.
Furthermore, in relation to the regulation number 3 related to the Tonnage Measurement. It has also been identified that Port of Tallinn is also committed to compliance its operations with the under the regulation of 1972 Conference tonnage measurement.
Moreover, in accordance with the regulation related to SAR, it has been identified the Port of Helsinki has also been observed as the worst case pertaining to its cargo transportation. Specifically, in Tallinn, Estonia has established an aeronautical and rescue coordination center in order to cope with the concerned issue for port of Helsinki (Baltic Sea Maritime Incident Report, 2019).
The Regulations Priorities by Rostock Port In relation to the regulation number 1 of the table above (SOLAS) the International convention for the safety of life at sea is about the minimum standards for the merchant ship safety at Rostock port. This port ensures that the ships flagged by their port obey minimum safety standards overall like in equipment’s, constructions and merchant ships operations. Rostock port follows SOLAS and implements all vessels on the sea also the small craft and private yachts that are on local and short trips. Additionally, it also applies the international safety measure for commercial vessels on international passages. Rostock port is trying to
convert these international safety requirements into national laws because such requirements identify it subject to legal proceedings. This convention is effective in placing its safety requirements on over al vessels of port regarding passage planning and voyage BSH. (2019). Every port has to take account of overall potential dangers to the navigation. Predictions of tidal, forecast of weather, crew competence and other relevant aspects that has been identified and practiced by the authorities of Rostock port.
In association to the regulation number 2 of the table above (1974 MARPOL 73/78) which is regarding the pollution of Ships, it has been determined that the port of Rostock follow the regulation to this International convention from the ships that contains almost all the requirements that is utilized for equipping the ships for pollution prevention facilities. The previously followed pollution related convention of 1973 had 20 articles that contain obligations for contracting the states; also, it had the basic requirements. Now 1974 MARPOL conventions has the aim of protecting marine environment that has helped Rostock port (BSH 2019). It contains practically relevant prevention of pollution regulation of marine environment at port regarding emission from ships and many waste streams. Rostock and other port have been following this regulation because many other international maritime regulations made it significant for marine environment and restricts to follow it stay away from the violation of MARPOL at any condition.
In relation to the regulation number 3 of the table above (1972 Tonnage measurement of ship convention), it has been determined that the Rostock port follows this convention for the sake of base calculation of fees and charges for overall sea worthy floating objects in port and sea going vessels. It is considered as the registered tonnage measurement which gives international valid ship tonnage certificate. It has been applied by Rostock port because for the ships with no international tonnage certificate, a particular estimation can be carried out at the cost of the party which is liable to pay. This convention calculation basis for inland watercraft is the calibrated ton Rostock-Port (2019). The ships in Rostock port are equipped with separate ballast water tanks; such tanks are separate and require to comply with the revised appendix of international convention o Tonnage measurement of ships. Tonnage international certificates are effective to maintain marine environment of port and it has been issued according to the smaller recreational craft.
In relation to the regulation number 4 of the table above (1969 SAR international convention) related to maritime search and rescue of Ships, it has been determined that the port of Rostock does not follow the regulation of SAR convention. The authorities of Rostock port
follow their other local rescue and maritime search regulations and found them effective and advance as compared to the SAR convention (Rostock-port.de, 2019).
In relation to the regulation number 5 of the table above (2006 Load line convention) it has been analyze that the port of Rostock follows the advanced regulations to greater extent by contracting with the government authorities to take important measure for the effective provisions of convention. This international load line convention is significant for the departures from the port that are carried out regardless of the prevailing volume of load. It has been observed according to the recent statistics and published timetable with mentioned departure and arrival time in a voyage region of port. For the follow-up of this convention the company of shipping evaluates the load bookings for overall general cargo in an individual shipment’s multitude (Rostock-Port, 2019). Before the major use of load lines, the user has to inform the authorities of Rostock port regarding the load that is expected and after its checking the implementation has been structured on load distribution by a construction expert. According to the 2006 load line convention, the ports should provide convenient passage to the ships on or below the ship’s deck. Likewise, in Rostock port the openings of cargo and other sides of ships below the free board of deck which has water tighten design of door so that it makes sure the tightness of water and maintains the integrity of load lines.
In relation to the regulation number 6 of the table above (1966 COLREGS) it has been identified that the port of Rostock follows the collision prevention regulations at sea level. It is due to the reason of all the actions and measures which are needed to prevent the port ships from accidents that are described in the convention. COLREGS convention is found effective in decision making for the prevailing circumstances of Rostock port and its ship maneuver. According to the regulation, ships con the port cross the lanes of traffic at right singles to the traffic direction. It has been described that confusions are decreased because of this and also it helps in enabling the vessel to cross the lane as fast as possible (Baldauf, 2017). The separation of traffic scheme of COLREGS convention does not relieve any such vessel from complying with any other specific rules of preventing collisions at sea. It is also effective in dividing the inland waterways that are subjected to their own rules of navigation and waterways of coastal that is additionally subjected to international level rules of navigation. Proper application of COLREGS convention has made the radar equipment effective of Rostock port as they are fitted and operational involving scanning of long range to get early warning indication of radar plotting and collision risk (BSH 2019).
According to the regulation number 7 of the table above (1972 STCW convention) related to training standards, certification and watch keeping for seafarers, it has been determined that the Rostock port has adopted this regulation. This port is following the new amended conventions of international training standards because it is effective in improving the measures that is utilized in avoiding fraudulent activities related to competency and strength certificates for the process of evaluation (Rostock, S. 2018). The STCW international convention of 1972 has revised the significant requirements on rest and work hours to prevent alcohol and drug abuse. Rostock port has also updated the standards of medical fitness for their seafarers. It has now competence requirements for serving on board for overall tankers involving new necessities required for serving on gas tankers that are liquefied. It also gives training guidance for on board ships that are specifically operating in polar waters and also on dynamic system of positioning.
DISCUSSION The primary aim of the project is based on the identification the role of regulations to mitigate the effects of emergencies in major seaports in the Baltic Sea Region. In order to fulfill this aim, several objectives for the research study have been crafted
Objective 1: To comprehend the importance of regulations for Sea Port operations There have been provided sufficient evidences in the literature that justifies the high importance of appropriate and adequate regulations for sea port operations. Regulatory framework and port regulations are required to be comprehensive which then allow different ports to regulate effective regulations at their port. The regulations for any sea port operations have been issued and structured by a public port authority and it has a legal basis so that it can be followed strictly. Such regulations provide a detail of different aspect of regulations associated to safety and protection, documentation, loading and discharging of goods and most significant crisis management of Sea ports to decrease the effect of any emergency (Ferrari, Tei, and Merk, 2015). As this research study has focused on the sea ports of Baltic Sea region, it has been identified that the emergencies can happen at any point of time in the form of technical fault or accident, natural disaster, any accident due to human error etc. The significant regulations of Baltic seaport have been structured to reduce the effect of such emergences in seaport. The regulations regarding emergency planning is considered as an integral part in the management of sea port (Di Vaio, and Variable, 2018). There have been 4 seaports of Baltic Sea region that has been discussed in this research study. According to the results, Gdansk sea
port has regulations of pollution management at sea port to manage large amount of waste, protection and safety of life code, security management, search and rescue and management of containers and load of goods to avoid any accident. Additionally, the port of Helsinki and Tallinn follow one of the significant and advanced regulations of sea life safety that has new dimensions to manage the protection of seaports. Such safety regulations like SOLAS helps in decreasing the chances of facing any emergency accident or disaster at sea port. The seaports of Baltic Sea also ensure the control on occupational safety and regulations of traffic to be managed under an effective safe process. Maintenance of sustainability and safety of passengers and goods is the base of seaport regulations. Furthermore, Rostock seaport had adopted some effective regulations to improve the measures that are used in avoiding any activities that are fraudulent and associated to strength and competency. It also follows a regulation to prevent drug and alcohol use for the efficient maintenance of sea port safety. According to the results, all the 4 discussed seaports of Baltic Sea regions follows almost all standard and significant protection and safety regulations of sea port. This research gives the realization of different important seaport regulations that has been followed in different countries to maintain sustainability and safety in seaport transportation specifically of dangerous goods because many international and local seaports have faced emergency accidents of oil spill and other.
Objective 2: To evaluate the role of different regulations and conventions and in mitigating the effect of emergencies in the Baltic Sea Region
The role of seaport regulations addresses that danger and possibility of emergency accidents due to any specific reason presents on operation case that are performed on seaports. It is due to excessive transfer of dangerous and non- dangerous goods which demands protection and safety. Such advanced settings of regulations become a tool to mitigate the impact of emergencies. There are significant 7 safety related regulations discussed and included in this research study. The advanced regulation and international convention of Safety codes and life safety has been faced by almost all the discussed seaports of Baltic (Sea Becker, 2012). This regulation was structured by a Baltic public port authority to improve the maintenance of life safety at the sea ports. Moreover, MORPAL international convention and regulation of
pollution prevention was structured to preserve the environment of marine. It has been practiced by the seaports of Baltic Sea region to end pollution completely that can be caused by harmful substance. Seaports follow this regulation in order to decrease the accidental spillage such dangerous waste. Additionally, such seaport regulations also include Tonnage measurement of ships that plays a major role in governing the ship measurement and size that is according to the enclosed cubic capacity. The international convention of Tonnage measurement is applicable for the freight capacity of seaport ships. It has been identified in this research that tonnage measurement regulation has been followed by all the seaports of Baltic Sea region and it is considered effective for managing safety rules and public laws. Also, net tonnage is utilized to measure seaport dues. Other than that, the Maritime search and rescue regulation contributes in giving the services of search and rescue for the specific regions of seaport and national capabilities of a team has been developed accordingly. It has been operated 24 hours in order to manage any emergency or accident (BSH 2019).
According to the results Maritime search and rescue international convention regulation has been followed by all the seaports of Baltic Sea region except Rostock seaport as they have no trained staff for search and rescue team yet. Also, they follow some other standard safety and protection regulation. Other discussed significant regulations that mitigate the effect of any emergency includes load line management and COLREGS regulation. The load line maintenance is needed because when a ship is loaded to the point where the load line exists underwater and it exceeds its draft point, it gets in danger due to that, now seaports of Baltic Sea regions marks the highest point on a hull of ship that meets the surface of water safely. This convention has made the maritime life in control as safety is concerned. COLGREG regulation is commonly effective for the rules of navigations to be followed by the ships and other vessels on seaports to avoid any collision among two or more vessels. This regulation was basically derived from a treaty of multilateral to decrease the risk of any accident or emergency. Lastly one more significant regulation has been discussed in this research that is based on advanced standards of training, certification and watch keeping for seafarers in seaports (Baldauf, 2017). Collectively all the mentioned regulations have impacted positively on the management of safety in seaports of Baltic Sea regions.
Objective 3: To evaluate the regulatory settings of four Baltic Sea ports in order to validate all ports follow certain regulations.
This research study has evaluated the regulations and conventions followed by four seaports of Baltic Sea regions that includes Tallinn, Rostock, Gdansk and Helsinki. In Gdansk all the main regulations have been followed that prevent emergency control and pollution, load line control etc. Moreover, Tallinn seaport has focused majorly to improve the regulations for the management and control of Maritime life. This seaport has obliged and follows the code that is international, for the security purpose of ships. It facilitates the port because of their services provided by SOLAS. The Tallinn seaport is careful in the management of dangerous load of goods and ship to avoid any emergency accident (Baltic Sea Maritime Incident Report, 2019). Helsinki port follows the convention of Maritime safety protocols that has been initiated to give new dimensions to the safety and protection of sea life. It basically contributes in ensuring the access permits traffic regulations and occupational safety to work under the standard process of safety. Furthermore, the Rostock seaport is one of the advanced seaports of Balti sea region. It follows a regulation of minimum standards for the merchant ships that makes sure regarding the level of minimum standards has been followed. It impacts all the vessels at seaport and implements international safety measures. It has been observed that the seaports of Baltic Sea region following safety regulations and have done improvement to prevent emergency or accidents and mitigate.
CONCLUSION The study that is Regulatory setting for the port operator focus has been conducted with the support of the secondary research strategy. The main focus of the researcher was to comprehend the importance of different regulatory settings and conventions for ensuring the safe, reliable and efficient trade and transportation activities within the context of Sea ports. The fundamental purpose of this study is to shed some light on the importance and need of the improved and approved regulatory settings specifically proposed for Baltic Sea Region Ports. The project is based on the identification the role of regulations to mitigate the effects of emergencies in major seaports in the Baltic Sea Region. The researcher in this study was inclined towards examining different ports safety regulations and convention. The ports whose regulatory settings has been examined by the researcher are in the form of Port of Gdansk, Port of Helsinki, Port of Tallinn and the Rostock Port. It has been discussed in the study that all these ports are considered to be the important and busiest ports in the Baltic Sea Region.
In realization to the fulfill the purpose of the study, the findings of this study have suggested that all the ports that were examined against their regulations are following certain regulations in order to ensure the safe and reliable sea ports operations which are committed to mitigate the effects of emergencies in major sea ports of the Baltic Sea ports. Moreover, in realisation to meet the research questions that is the importance of regulations for Sea Port operations, the role of different regulations and conventions in mitigating the effect of emergencies in the Baltic Sea Region and the question related to the website and their role in highlighting certain regulations, the research with the support of several secondary evidences have identified that regulatory settings and framework that have been developed on the basis of the conventions in the form of International Convention for the Safety of Life at Sea, International Convention for the Prevention of Pollution from Ships ISPS, 1972 International Convention on Tonnage Measurement of Ships, 1969 International Convention on Maritime Search and Rescue have been identified as the conventions and regulatory settings that are highly considered different kinds of ports associated with the Baltic sea region especially the ports that have been studied in this study, Nevertheless, there were also different kinds of regulations and conventions that are considered to higher extent by one port however, the same regulation is preferred by other port. Moreover, internal regulation has been set in a way that satisfy the basic of the international regulation settings.
Nevertheless, on the basis of the findings of this study, this can be stated that all ports follow certain regulations depending on the challenges and issues that are more intensified for them.
RECOMMENDATIONS One of the objectives of this study was to provide recommendations to the regulatory framework and ports authorities to improve their safety standards by means of formulating and implementing effective policies and regulations. In realization to this, the following recommendations are essential to follow:
• It has been found that regulatory framework and legislation bodies that are operating under European Commissions or United Nations are required to take consideration of the challenges of ports of different regions with different requirements. Despite of the fact that all ports usually face similar kind of safety and other concerns while operations in sea ports nevertheless, it is important to highlight that ground challenges for every port are somewhat distinguishable and can be differentiated. In this regard, there is a need for concerned authorities to formulate and initiate such regulatory frameworks that can overcome the challenges of widespread ports. Though the development and introduction of HAZARD project has emerged as new hope and indication to revolutionize the concept of security at sea port of the Baltic Sea region. Nevertheless, it is recommended to initiate more plans and developments so that more advantage and benefit can be provided to sea port.
• It is notable that challenges for sea ports in effectively managing the sea port operations in a safe and secure process has become more important and essential because of the increasing threats of incidents at maritime life. One of the obvious reasons behind the increasing incidents is because of the utilization and preference of conventional policies and strategies that have become outdated and does not comply with the current challenge of sea ports. In this sense, it is recommended to the regulatory bodies to continuously make amendments in the orthodox and conventional ports safety laws and acts so that they can be complied with the current era challenge.
• It is also recommended to regulatory bodies and authorities to encourage sea ports to inform their workers and other stakeholders regarding the safety in the sea port region. The formulation of new laws or amendments in old one will possibly improvise the overall standard and awareness regarding safety.
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APPENDIX
Summary of Regulations
International Safety Codes and Agreements International Convention for the Safety of Life at Sea (SOLAS):
The SOLAS Convention is generally regarded as the most important of all international treaties concerning the safety of merchant ships.
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. Flag States are responsible for ensuring that ships under their flag comply with its requirements. Convention also highlights the necessary certificates in order to indicate the compliance with requirements.
SOLAS includes regulations concerning the survey of the various types of ships, issuing of documents signifying that the ship meets the applicable requirements, provisions for the control of ships in ports and requirements for watertight integrity as well as cargo ship stability. Convention also details fire safety provisions of the ships as well as requirements for life-saving appliances and arrangements, radio communication and navigation safety. In addition, the convention includes requirements for stowage and securing of cargo or cargo units (such as containers), carriage of dangerous goods as well as additional safety measures for bulk carriers, which should be taken into account in Seaports.
1974 MARPOL 73/78 - International Convention for the Prevention of Pollution from Ships ISPS (International Ship and Port Facility Security Code) ISM (International Safety Management Code) International Convention for Safe Containers (CSC),
MARPOL is the main international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes. MARPOL regulates globally maritime related environmental protection actions and it includes six annexes, which regulate different types of loads and harmful pollutants originating from ships. MARPOL also sets provisions for port reception facilities, which collect residues, oily mixtures, and garbage generated from an ocean-going vessel. Contents of the annexes are detailed below.
Annex I Regulations for the Prevention of Pollution by Oil
- Defines pollution restrictions for oils and oily waters originating from oil tankers or other vessels. Provides information on required pollution prevention equipment.
Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
- Details the discharge criteria and measures for the control of pollution by noxious liquid substances carried in bulk
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
- Contains requirements for the issuing of standards on packing, marking, labelling, documentation, stowage, quantity limitations, exceptions and notifications.
Annex IV Prevention of Pollution by Sewage from Ships
- Contains requirements to control pollution of the sea by sewage and e.g. provisions of port reception facilities for sewage.
Annex V Prevention of Pollution by Garbage from Ships
- Applies to different types of waste and specifies the distances from land and the measures in which garbage may be disposed of.
1972 International Convention on Tonnage Measurement of Ships
Convention introduces a universal tonnage measurement system. Both gross and net tonnages are calculated independently and they are used to calculate port dues. Gross tonnage forms the basis for manning regulations, safety rules and registration fees.The rules apply to all ships built on or after 18 July 1982.
1969 International Convention on Maritime Search and Rescue (SAR) Maritime Labour Convention:
The Convention establishes search and rescue related preparatory measures, which should be taken into account in case of Maritime accidents. The Convention aims at developing an international search and rescue plan (SAR plan), no matter where an accident occurs. The rescue of persons in distress at sea will be co-ordinated by a SAR organization and, when necessary, by co-operation between neighbouring SAR organizations. Preparatory measures also include establishment of rescue co-ordination centres and subcentres. In addition, Convention outlines operating procedures to be followed in the event of emergencies or alerts and during SAR operations. Details regarding the designation of an on-scene commander are also included in the Convention.
2006 International Convention on Load Lines:
This Convention provides for the terms of ship's surveys, issuance, duration, validity and acceptance of International Load Line Certificates, as well as relevant State control measures, agreed exemptions and exceptions.
Annexes to the Convention contain various regulations for determining load lines, including details of marking and verification of marks, conditions of assignment of freeboard, freeboard tables and corrections, special provisions for ships intended for the carriage of timber and the prescribed form of International Load Line Certificates. Annexes also contain additional safety measures concerning doors freeing ports, hatchways and other similar items, and takes into
account potential hazards present in different zones and different seasons. This can be considered as "good to know" convention for seaports.
1966 COLREGS - International Regulations for Preventing Collisions at Sea:
The International Regulations for Preventing Collisions at Sea (Colregs) sets out the navigation rules to be followed by ships and other vessels at sea to prevent collisions between two or more vessels. COLREGS lays down rules e.g. for the following topics:
- General Rules
- Steering and Sailing
- Conduct of vessels in sight of one another
- Lights and Shapes
- Sound and Light Signals
COLREGS is mainly focused on navigation rules, but it is important that seaport operators are aware of the existence of the convention.
1972 The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW)
Convention establishes basic requirements on training, certification and watchkeeping for seafarers on an international level. Covention is not very relevantto seaports, but seaport operators should be aware of the existence of the convention
Table of findings
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Watchkee ping for Seafarers (STCW)
Street address: Allégatan 1 · Mailing address: 501 90 Borås · Phone: +46 33-435 40 00 · E-mail: [email protected] · Web: www.hb.se