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Economic and regulatory requirementBY: OLADOKUN | Category: Others | Post Date: 2008-12-21
2.9 Economic of IWTS The political and economic changes of nation is a big factor that maneuvered and created dynamic emerging economy in and generated needs and perspectives for more trade and transport along the river in Europe and the United States. Such economy analysis and environmental analysis which is being dealt with in this research cold bring assurance to drive the Transport policies that promote modal shift. The making of inland transportation requires economic analyses that identify trade growth consequential rapid rise in the amount of traffic. Commercial transport in Malaysia corridor has soared growing more than 100% in the last decade, with by far the largest increase registered in road transit. It is expected that Malaysia will continue this dynamic economic development in the coming years (with minimum average GDP/capita growth rates of 3-4% per year until 2015) and traffic flows could grow correspondingly. Projection made for Malaysia was estimated in the following table by [44]. Model developed by 44 will be use for economic quantification required in this work. Year Bulk cargo (`000 tonnes) Container)`000 TEUs) 3297 105932 433637 939 198063 295124 2101 980944 3852753 462 7887 1234395 198 8940 354672 Table 2.6: Projected throughput for bulk and container at Klang port Source: [44] Compare to other mode of transportation, Inland water Transportation is in comparison to air and road transport, seen as more environmentally friendly and energy efficient, and can therefore contribute to sustainable socio-economic development of the region. Multimodal use of available transport possibilities (road, rail and IWT) has to be ensured. 2.9 Regulation requirement Due to international implication of maritime industry, the required to be implemented are finalized by UN agencies following tacit procedure, while the state decide on formulating local legislation towards implementation through marine administration and port state control. Under above described legal framework for guide to drafting legislation, in the context of maritime transportation, 3 main purposes of legislation under legal framework are: i. To provide legal framework for maritime transportation - effective legal framework is expected to cover all parties involved in maritime transportation - and related activities - interest of cargo owner to ship-owner, agents, stevedore, and freight forwarder has to be covered, ship manning , labor , working condition , navigation , rules of the road, , safety of ship , ship builder and designer - all must be covered. ii. For implementation basic objectives of a states- purpose under this is aimed towards implementation to ensure that ship moving in international water safety and conditions are monitored through ports the call - to prevent coalition , accident and consequence of pollution that may arise from them- legislation involved monitoring that focus on manning , safety , prevention of collision , salvage . iii. To achievement of certain economic purpose- policy objective under economics from aim to expand national fleet, boosting of employment of national on board foreign ship. A recent study of transport impacts on the environment was done for the twelve European countries that make up the European Community compared, by mode, the social costs of air and noise pollution, land coverage, accidents. Construction/maintenance, and for all five categories, water transport had the least environmental impacts. In three of the categories, viz, noise pollution, accidents, and land coverage, water transport had little or no impact. As a result of this study, there is a growing demand by the member countries that inland navigation should be included in international traffic management since it is far less detrimental to the environment than shipping by road. The most important international agreements regarding dredging are the London Convention 10, issued in 1972 and reviewed in the 1996 Protocol 11; and the OSPAR Convention 12 from 1992.These international agreements establish frameworks within which the contracting countries are obliged to operate with respect to their handling of materials destined for placement in the sea. However, these Conventions do not include regulations of the dredging operations per se, which are mainly established at the national level, nor for the conditions of disposal of in land. Convention for the prevention of marine pollution by dumping of wastes and other matter (www.londonconvention.org), The London Convention was signed in 1972 and there are 81 member states (as of October 2003). Malaysia navy regulate the dredging. Thus the are other agencies but there is not integration for effectiveness of the system.(personal communication ). Because of issues environment blowing up many other environmental directives, policies and conventions interface are being created according to needs, this include policy related integration to IWT development, Habitats and Birds Directives like the (Natura, 2000 ecological network) and the Bern Convention (Emerald network).The European Action Programme for the Promotion of Inland Waterway Transport NAIADES sets an important frame for actions for development of adequate infrastructure that can improve transshipment . These include a better integration of IWT in the logistic chain, improving the environmental performance of the fleet and using modern information and communication technologies (e.g. for River Information Services) to improve navigation. The transeurpean transportation network Transport (TEN-T) guidelines and green transportation for Europe remain the new sustainable system under development today. Recently EU also establishes large scale European Agreement on Main Inland Waterways of International Importance (AGN) which lays down guidelines for the navigability characteristics of inland waterways carrying international traffic. The implementation and integration of all relevant policies is crucial for an appropriate development of IWT and the achievement of the environmental objectives to improve conditions for IWT and protect its environment. There is no recognized measure or point at which a channel is identifiably -substandard.- Channel improvements should ideally keep up with traffic so that a channel never becomes substandard. Permanent International Association of Navigation Congresses (PIANC) approach to channel design guide provides the basic assumptions drawn from information sharing in PIANC Symposium where many significant articles addressing issues ranging from technical and maintenance to policy and regulatory on aspects of navigability of -constraint- waterways.[45] Previous channel improvement works are done in reactive manner, rather than in a proactive manner and the equally need to be reversed. There is need for a design standard for shallow and restricted water maneuvering capability to be established, to ensuring that ships can be controlled when operating in shallow-water, such a standard could also be used to improve the safety of navigation and protection of the marine environment. In reality ships spend 90 percent of their operational lives underway at sea speed in deep water, it s during the mandatory beginning and end of every voyage when the risk of collisions and groundings are highest (proximity to port). Ensuring the ability to maintain complete and positive control of a ship's movement during these segments of a voyage is absolutely vital if that risk is to be reduced. The current practice do not positively addressing shallow-water, slow speed controllability during the design process. United Nations Convention on Law of the Sea (UNCLOS, which otherwise called Law of the Sea or LOS), administer by United States division of ocean affairs and the law of the seas is another most comprehensive law ever design by human under doctrine of togetherness to deal with Trans- boundary water that may become issues in inland water that cross nations. it is one of the several United Nations convention and international treaty seen as one of the most recent major development in international law governing the oceans - Prompted by the desire to settle, in a spirit of mutual understanding and co-operation, all issues relating to the law of the sea and aware of the historic significance of this Convention as an important contribution to the maintenance of peace, justice and progress for all peoples of the world. 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