CONFERENCE FOR COORDINATION OF IRANIAN MARITIME ORGANIZATIONS | Year:2011 | دوره:19 |Papers Count:17

ALTHOUGH MARITIME INCIDENTS ARE INEVITABLE, BUT WITH ADOPTION OF PROPER PLANS MARITIME INCIDENTS ARE ESSENTIALLY PREDICTABLE, CONTROLLABLE OR CONFRONTABLE. ON THE OTHER HAND, THE EXPERIENCE OBTAINED FROM MARITIME INCIDENTS INDICATES THAT THERE ARE PLACES TO FOLLOW UP AND INVESTIGATE MARITIME INCIDENTS AND DEALING WITH IT REDUCE THE INTENSITY OF HUMAN DAMAGES, ENVIRONMENTAL AND ECONOMIC FROM INCIDENTS AND THE SCOPE OF INCIDENTS IMPACT ARE SIGNIFICANTLY REDUCED. ACCORDING TO THE GEOGRAPHICAL LOCATION OF HORMOZGAN PROVINCE, HAVING A LONG BORDER OF WATER AND DUE TO THE GROWING TREND OF CRUISES FOR VARIOUS REASONS, INCLUDING THE RECREATIONAL, TOURISTIC AND COMMERCIAL THAT WE SEE. AND WITH REGARD TO MARITIME SEARCH AND RESCUE CONVENTION WHICH WAS NOTIFIED IN 1979 BY MARITIME ORGANIZATION TO THE MEMBER COUNTRIES AND COMPELS THEM TO CREATE THE SEARCH AND RESCUE COORDINATION CENTERS THE TOPIC OF SEARCH AND RESCUE IN IRAN AND PARTICULARLY HORMOZGAN PROVINCE WAS CHANGED AS ORGANIZATIONAL (IT SHOULD BE NOTED THAT THIS CONVENTION WAS ADOPTED BY THE ISLAMIC CONSULTATIVE ASSEMBLY IN 1374). AFTER CREATING SEARCH AND RESCUE CENTERS IN IRAN THESE CENTERS WERE FORMED INTO THREE COMPONENTS: 1. EMERGENCY MESSAGE RECEPTION CENTERS 2. DATA ANALYSIS CENTERS FOR OPERATIONS 3. FACILITIES AND EQUIPMENT FOR OPERATIONS. AFTER THIS, A LETTER OF RECOMMENDATION WAS ADAPTED BY MARITIME ORGANIZATION IN 2003 AND AS A PROPOSAL, THE MEMBER COUNTRIES WERE ASKED TO IMPLEMENT IT WHICH WAS MARITIME ASSISTANCE SERVICE (MAS) THAT COULD BE CONSIDERED AS A POINT OF CONTACT FOR GUIDANCE OF ALL OPERATIONS. BY 2007 THE FOLLOWING COUNTRIES SENT A LETTER TO THE INTERNATIONAL MARITIME ORGANIZATION ANNOUNCED THE CREATION OF THESE CENTERS INCLUDING: RCC NEW ZEALAND, CROATIA, FINLAND, RCC AUSTRALIA, LATVIA, SLOVENIA, DENMARK, THE NETHERLANDS, AND SWEDEN. THIS STUDY IS PROVIDED AND DEVELOPED IN ORDER TO BUILD AND CREATE AN APPROPRIATE DOMESTIC PLATFORM IN LINE WITH THE CREATION OF MARITIME ASSISTANT SERVICE CENTER AND IN THE BEGINNING, ISSUES AND LEGAL RESOURCES AND THEN THE PRACTICAL SOLUTIONS, NEEDS ASSESSMENTS AND ANALYSIS IN LINE WITH THE CREATION OF SUCH A CENTER WERE EXAMINED.

CONSIDERING THE NECESSITY OF OBSERVANCE AND IMPLEMENTATION OF SAFETY WHICH SHOULD CONFORM WITH LOCAL AND INTERNATIONAL STANDARDS OF LOADING AND UNLOADING CONTAINER EQUIPMENT IN PORTS AND ALSO CONSIDERING THAT THE VOLUME OF TRANSACTIONS IN TRANSPORTATION CONTAINER GOODS IN PORTS IS INCREASING; COMPLIANCE WITH RISK PREVENTION TIPS SEEMS ESSENTIAL IN ADVANCE. IN THIS PAPER FIRST BY STUDYING THE RESOURCES THE IDENTIFICATION OF INCIDENTAL FACTORS IN PORTS AND REVISION OF THE STRATEGIES TO PREVENT THEM FOR ACHIEVING A SAFE WORKING ENVIRONMENT ARE INVESTIGATED, AND THE CASES WHICH CAUSE THE EXPANSION OF CONTAINER TERMINALS USAGE ARE INVESTIGATED. ALSO IN ORDER TO REDUCE THE RISK OF HAZARDS, SECURING THE PORT EQUIPMENT HAS BEEN STUDIED, SINCE TRANSPORTATION OF LOADING AND UNLOADING CONTAINER GOODS ARE THE FOLLOWER OF LAWS, REGULATIONS, LOCAL AND INTERNATIONAL CONVENTIONS, LATER IN THIS PAPER, INTRODUCTION AND STUDY OF EXISTING SAFETY STANDARDS PRINCIPLES IN THE EXISTING GLOBAL AND DOMESTIC, WHICH PROPER OBSERVANCE OF THEM WILL CREATE A SAFE ENVIRONMENT, ARE INVESTIGATED. THE NECESSITY OF OBSERVING THESE STANDARDS IN MARINE INDUSTRY PARTICULARLY IN CONTAINER LOADING AND UNLOADING AND DOING THE RELATED DAILY CHECK LISTS IN ACCORDANCE WITH THE STANDARD RULES ARE EXAMINED IN ORDER TO PREVENT INCIDENTS IN PORTS THAT DURING THE OCCURRENCE, OFTEN CAUSES SEVERE INJURIES OR WORKERS DEATH AND MAKE IRREPARABLE DAMAGE TO THE EQUIPMENT, MACHINES AND GOODS. SAFETY STRATEGIES FOR REDUCTION OF INCIDENTS AND INCREASE OF ENVIRONMENT SAFETY ARE STUDIED. IN CONCLUSION THIS ISSUE IS EXAMINED EVEN THOUGH A NUMBER OF FACTORS AND CAUSES OF HAZARDS FROM VARIOUS INCIDENTS IN PORTS ARE UNALTERABLE AND RETURNS TO THE NATURE OF THIS AREA BUT, THERE ARE THE POSSIBILITY OF MODIFICATION, GENERALIZATION, THE INTRODUCTION OF NEW STRATEGIES AND INTERVENTIONS TO REDUCE THE POTENTIAL IMPACT OF THESE FACTORS ON HEALTH AND SAFETY IN DAILY ACTIVITIES.

BUSHEHR PROVINCE, WITH ABOUT 700 KM COASTAL BORDER, BECAUSE OF HAVING NATURAL AND UNIQUE COASTS, ESTUARIES, MANGROVE FOREST, CORAL AREAS, AND MARINE HABITATS HAS HIGH ENVIRONMENTAL POTENTIAL. HOWEVER, THERE ARE THREATS IN THIS PROVINCE SUCH AS RECOVERING MORE THAN TEN HECTARE LAND FROM SEA; OCCUPATION OF 200 KILOMETER OF SEA BORDER BY INDUSTRY; POLLUTIONS MADE BY OIL, GAS AND PETROCHEMICAL; AND WASTEWATER DISCHARGED TO THE SEA (MAN-MADE: 358153 TONS, INDUSTRIAL: 1994654 TONS, AGRICULTURAL: 400000 TONS, AND FISHERY: 221917 TONS). SOME OF THE VITAL AND PRELIMINARY STEPS WHICH SHOULD BE PUT FOR LOWERING THE ENVIRONMENTAL HAZARDS IN MARINE-COASTAL AREAS IN BUSHEHR PROVINCE ARE: IDENTIFICATION AND ADMINISTRATION OF MANAGEMENT PROJECTS IN THE MARINE-COASTAL SENSITIVE AREAS AND EXECUTION OF MORE COMPLETE PROTECTIVE MODELS IN THESE AREAS, CREATION OF COMPREHENSIVE DATA BANK FOR COASTS AND INDUSTRIES, AND CODIFICATION AND EXECUTION OF ICZM ESPECIALLY FOR FUTURE INDUSTRIAL PLANS IN PROVINCE.

MORE THAN 90 PERCENT OF THE GOODS TRANSPORTATION IS CONDUCTED THROUGH THE SEA. PORTS PLAY A LINKING ROLE BETWEEN ONSHORE AND SEA. ON THE ONE HAND, THE MASS TRANSFER OF GOODS AND ON THE OTHER HAND, LOW COST OF MARITIME TRANSPORTATION MAKES THE PORT AND MARINE ACTIVITIES EXTREMELY SIGNIFICANT. IN THE MEANTIME THE PARAMETERS OR FACTORS OF “HIDDEN UNSAFE” PARAMETERS EXIST IN ACTIVITIES AND IMPLEMENTATION OF THE WORK WHICH LED TO THE SAFETY BREAK AND CAUSE SYSTEMIC INCIDENTS. A SAFE PORT REQUIRES ATTENTION TO THE HIDDEN UNSAFE FACTORS WHICH LIKE THE INVISIBLE RINGS HAVE BEEN EFFECTIVE IN SAFETY BREAK AND CAUSE DECREASE OR ITS ABSENCE. THE ANALYSIS OF THE ACCIDENTS AND INCIDENTS OCCURRED IN MARITIME TRANSPORTATION INDICATES THAT ACCORDING TO THE RELEVANT INDIVIDUALS AT ALL ASPECTS AND RELATED MATTERS OF MARITIME TRANSPORTATION, MOST OF THE ACCIDENTS AND INCIDENTS ARE RELATED TO HUMAN FACTORS AND THE REASONS OF MORE THAN 90 PERCENT OF ACCIDENTS DIRECTLY AND INDIRECTLY ARE RELATED TO HUMANS. HUMAN ERROR THAT HAS SYSTEMATIC ORIGIN IS CONSIDERED AS THE MAIN CAUSE OF ACCIDENTS IN THE AREA OF PORT AND MARITIME ACTIVITIES, WHICH INTERNATIONAL MARITIME ORGANIZATION NAME THE KEY ROLE OF HUMAN ELEMENTS IN THE OCCURRENCE OF ACCIDENTS AS A RESULT OF THE SAFETY BREAK AS WELL. IDENTIFICATION AND FINDING THE REASONS AND ORIGINS OF FACTORS THAT ARE FACED SAFETY WITH THE RISK, IN FACT THE LINKING OF INVISIBLE RINGS THROUGHOUT HUMAN SYSTEM (ORGANIZATION), ARE EFFECTIVE IN REINFORCEMENT AND REVISION OF EACH RING AND WILL HELP US TO IDENTIFY AREAS OF THE SAFETY BREAK.

ALMOST 90 PERCENT OF WORLD TRADE IS DONE THROUGH SEA. SEA AND MARITIME HAVE BEEN ALWAYS CONSIDERED BY HUMANS. IT IS SAID THAT ONE OF THE FACTORS LED THE SEAFARERS TO THIS PROFESSION HAS BEEN “ROUND THE WORLD” TRAVEL AND TOURISM. BUT IS THERE STILL THIS ATTRACTION IN TODAY’S LIFE DESPITE THE ADVANCED TECHNOLOGIES? WHICH FACTORS CAUSE THIS PROFESSION REMAIN ATTRACTIVE BECAUSE OF THE OWN SPECIFIC REQUIREMENTS TAKE INDIVIDUALS WITH THEIR OWN SPECIFIC MOODS AND EXPERTISE? TODAY COMPETITIVE WORLD AND OPEN-DOOR POLICIES HAVE CAUSED THE SEAFARERS TO BE EMPLOYED BEYOND BORDERS AND NATIONAL FENCES AND AS RESULT WE ARE THE WITNESS THAT SEAFARERS WITH MULTIPLE NATIONALITIES ARE WORKING ON SHIPS. FROM DIFFERENT COUNTRIES THEY COME TOGETHER IN AN AREA CALLED SHIPS TO DEFINE THE INTERNATIONAL TRADE BECAUSE THE MARITIME TRANSPORTATION IS THE MOST ECONOMICAL KIND OF TRANSPORTATION IN THE WORLD. IN RECOGNITION THE IMPORTANCE OF SEAFARERS’ ROLE IN WORLD TRADE DEVELOPMENT, PASSENGER AND GOODS CARRIAGE, THEY HAVE HAD ALWAYS SPECIAL RESPECT. HOWEVER IN RECENT YEARS, THEY HAVE BEEN CONFRONTED WITH A CHALLENGE CALLED CRIMINALIZATION OF SEAFARERS AFTER THE OCCURRENCE OF MARINE ACCIDENT AND INCIDENT AND UNFAIR TREATMENT WITH THEM FOR SOME REASONS SUCH AS RELIGION AND NATION. PORTS WHERE ARE CONSIDERED AS A SAFE PLACE FOR SEAFARERS AFTER DAYS OR PERHAPS MONTHS AND IN FACT “A HOME AWAY FROM HOME” TODAY THE SEAFARERS HAVE BEEN DEPRIVED OF THE SHORE LEAVE RIGHT. COMMANDERS AND OFFICERS ARE RECOGNIZED AS THE MAIN CULPRIT IN CREATION OF INCIDENTS AND THEY HAVE BEEN TREATED AS CRIMINALS AND SOMETIMES THEY STAY IN PRISON FOR MONTHS OR YEARS, OR THEY HAVE BEEN TREATED AS TERRORIST. THESE FACTORS, ALONG WITH SOME OTHER CAUSES HAVE CAUSED THE SEAFARING PROFESSION HAS NO LONGER REMAINED AN INTERESTING PROFESSION SUCH THAT BASED ON THE INTERNATIONAL FEDERATION OF SEAFARERS STUDIES FOR 2015, THE SHORTAGE OF 27000 OFFICERS IS PREDICTED. TO THIS END AND FOR THE RECRUITMENT OF SKILLED AND EFFICIENT WORKERS AT SEA INTERNATIONAL MARITIME ORGANIZATION (IMO) HAS DONE SOME PROCEEDINGS AS AMONG THEM CAN NAME THE ALLOCATION OF 2010 TO SEAFARER’S DAY. THIS PAPER AIMS TO FOCUS ON “SEAFARER” AND PRESENT THE CHALLENGES AND GROWING OBSTACLES OF SEAFARING PROFESSION AND ALSO SOME SOLUTIONS FOR THE IMPROVEMENT AND PASSING THE EXISTING CONDITION.

THE PERSIAN GULF, OMAN AND CASPIAN SEA AREA HAVE BEEN RECOGNIZED AS VALUABLE PARTS OF THE WORLD MARINE ECOSYSTEM. THE EXISTENCE OF VALUABLE AQUATIC SPECIES IN THESE REGIONS HAS RESULTED IN ESPECIAL ATTENTION TO THESE AREAS AMONG THE REGION COUNTRIES REGARDING THEIR LIFE VALUES. MOREOVER, THE LENGTHY COASTS OF THIS THESE WATER AREAS RESULTED IN ESPECIAL ATTENTION TO THESE AREAS REGARDING THEIR TOURISM ASPECT. THE EXISTENCE OF IMPORTANT HYDROCARBON RESOURCES (OIL AND GAS), DEVELOPMENT OF CITIES AND POPULATION CENTERS, IMPORTANT PORTS, AND VESSELS TRAFFICKING IN THESE AREAS HAVE GIVEN A REMARKABLE ECONOMIC-SOCIAL VALUE TO THESE AREAS. BASED ON THE ROPME REPORT (REGIONAL ORGANIZATION FOR THE PROTECTION OF THE MARINE ENVIRONMENT), MORE THAN 44 THOUSAND VESSELS TRAFFIC IN PERSIAN GULF AND OMAN SEA IN A YEAR. IN ADDITION, MORE THAN 13 MILLION OIL BARRELS ARE DAILY TRANSPORTED BY TANKERS IN PERSIAN GULF. IMPORTANT REGULATIONS WERE APPROVED IN REGIONAL AND INTERNATIONAL LEVELS FOR PROTECTION OF MARINE AND COASTAL ENVIRONMENTS IN THESE REGIONS AND THE ISLAMIC REPUBLIC OF IRAN JOINED THEM. BECAUSE OF THE SALIENT ENVIRONMENTAL FEATURES AND THE COMMITMENTS DUE TO ISLAMIC REPUBLIC OF IRAN JOINING THE INTERNATIONAL AND REGIONAL CONVENTIONS AND THE NECESSITY OF UPDATED NATIONAL REGULATIONS, THE ISLAMIC CONSULTATIVE ASSEMBLY APPROVED THE “LAW ON PROTECTION OF SEAS AND NAVIGABLE RIVERS AGAINST OIL POLLUTION” ON 11TH AUGUST 2010. THIS LAW, WHICH WAS PREPARED BY THE COOPERATION OF ALL THE MARINE ORGANIZATIONS, REPLACED THE “LAW ON PROTECTION OF SEAS AND BORDER RIVER AGAINST OIL POLLUTION” APPROVED IN 1975. THE PRESENT ARTICLE DISCUSSES THE NECESSITY FOR STRICT IMPLEMENTATION OF REQUIREMENTS OF LAW ON PROTECTION OF SEAS AND NAVIGABLE RIVERS.

MANAGEMENT OF LOADING AND UNLOADING IN PORTS IS THE EXECUTIVE OF ALL THE LOADING AND UNLOADING OPERATIONS OF SHIPS AND GOODS. IN ORDER THAT LOADING AND UNLOADING OF EACH PORT BE PROPER, RAPID, ACCEPTABLE, IN ACCORDANCE WITH THE CONSENT OF THE GOODS OWNERS AND SHIPPING LINES, LOADING AND UNLOADING NORMS AND STANDARDS OF THE WORLD SUCCESSFUL PORTS SHOULD BE RESPECTED.WITH RESPECT TO THE GLOBAL EFFORTS AND ACCELERATION IN STANDARDIZATION OF PORTS ACTIVITIES AND REDUCTION OF OPERATIONAL CURRENT COSTS, ATTENTION TO THE FORMULATION AND IMPLEMENTATION OF APPROPRIATE STANDARDS WITH PORTS GOVERNING CONDITIONS IS AN INEVITABLE AFFAIR. THE MAIN PURPOSE OF THIS PAPER IS TO STUDY THE PORT REGULATIONS AND STANDARDS DEVELOPED BY UNCTAD AND COMPARE IT WITH INTERNATIONAL IRANIAN STANDARDS. SINCE FOR INVESTIGATING THE PROPER PERFORMANCE OF STANDARDS IN PORTS, TOOLS AND MEASURES ARE REQUIRED, THIS PAPER INTRODUCE THE MOST IMPORTANT MEASURES WHICH IS USED IN GLOBAL ARENA FOR PORTS ASSESSMENT.IN ADDITION, SUCCESSFUL STRATEGIES FOR THE PORTS OF PERSIAN GULF COUNTRIES AND THE COMPARISON OF IT TO THE DOMESTIC PORTS, THE ROLE OF DEVELOPMENT AND USE OF APPROPRIATE STANDARDS AND REGULATIONS AND UPDATED PORT IN IMPROVING THE PERFORMANCE OF PORTS ARE INVESTIGATED.

TODAY, MARITIME TRANSPORTATION TAKES PLACE WITH THE TRANSPOSITION OF MORE THAN 25,000 BILLION TON / KM GOODS AS A CRITICAL PROCESS IN THE GLOBAL ECONOMY AND HAS ASSOCIATED IT WITH THEIR EXISTENCE IN THE COURSE OF ACHIEVING SUCH DESIRES. IT SHOULD BE STATED THAT THIS INTERACTION IS INDEBTED TO THE CRUCIAL ROLE AND EFFORTS OF THE MAIN ACTORS IN THIS SCENE, IT MEANS THAT THOSE WHO HAVE CHANGED THE PORT AREAS OF THE WORLD WITH THEIR TIRELESS SERVICES TO THE COMPETITIVENESS AND DYNAMISM. NOWADAYS THE COMMUNITY OF THE PORTS SERVICES ENTERS INTO HIGHLY SENSITIVE AREAS TO ANSWER LARGE AMOUNTS OF ECONOMIC EXCHANGES OF INTERCONTINENTAL AND TRANS-CONTINENTAL IN HARMONY WITH THE SIZE AND SPEED OF SHIPS WHICH IS WITH TRANSFORMATION IN INDUSTRY AND EQUIPMENT MANUFACTURING OF THIS FLOATING MANMADE PHENOMENON AND THE DRAMATIC EVENTS IN THE INDUSTRY IN THE TODAY INDUSTRIAL WORLD.

THE IMPORTANT ROLE OF SEAS AND OCEANS IN TRANSPORT, FISHERY, ENERGY SUPPLY, USE OF MINERAL RESOURCES AND THEIR ROLE IN ESTABLISHING ENVIRONMENT BALANCE ARE CLEAR TO ALL. DESPITE THE UNIQUE BIODIVERSITY, MARINE AND COASTAL AREAS HAVE BEEN NEGLECTED FOR A LONG TIME, AND ALTHOUGH THE MARINE-COASTAL HABITATS HAVE BEEN DESCRIBED AS VULNERABLE IN RIO, THEY SHARE A SMALL PART IN GLOBAL PROTECTED AREAS NETWORK. THE PERSIAN GULF HAS IMPORTANT SENSITIVE HABITATS WHICH ARE RESORTS TO MANY PRECIOUS VEGETABLES, ANIMALS, AND AQUATICS AND THESE HABITATS HAVE AN IMPORTANT ROLE IN MARINE LIFE CYCLE. BECAUSE OF 40000 OCEAN LINERS TRAFFICKING IN THIS AREA IN A YEAR (ABOUT 17000 OF THEM TRANSPORT CRUDE OIL TO ALL OVER THE WORLD) AND VAST EXTRACTION OF OIL RESERVES FROM SEA BED, THIS AREA HAS THE NEEDED POTENTIAL FOR COLLECTION AND SURVIVAL OF HARMFUL SUBSTANCES FOR A LONG TIME AND THE PRESENT ECOLOGIC CONDITION OF THE AREA REVEALS THE NECESSITY OF PROTECTING THIS LIVE ECOSYSTEM AND THE HABITATS IN THIS AREA. THIS ISSUE CAUSED IN CONSIDERING THIS SEA AS MARINE SPECIFIC AREA BY THE INTERNATIONAL MARITIME ORGANIZATION AND SOME SPECIAL REGULATION WERE EXECUTED WITH THE PURPOSE OF POLLUTION PREVENTION IN THIS MARINE AREA. IT IS CLEAR THAT IDENTIFYING AND LOCATING THE PROTECTED AREAS DOESN’T GUARANTEE THE CONTINUAL PROTECTION OF THIS AREA ALONE, AND TWO ACTIONS SHOULD BE EMPHASIZED IN THIS REGARD: FIRST, THE PLACE AND PROTECTION OF THESE REGIONS SHOULD BE DEFINED IN COASTAL ZONE MANAGEMENT PLAN; AND SECOND, WE SHOULD PROFIT THE CONVERGENCE OF MARINE ORGANIZATIONS IN ACCELERATING THIS ACTION AND USE THE BEST OF EXPERTS IN CODIFYING PROTECTIVE PLANS. THE PRESENT ARTICLE INVESTIGATES MARINE-COASTAL PROTECTED AREAS WITH SELECTION PROCESSES APPROACH AND DISCUSSES VARIOUS SELECTION CRITERIA SUCH AS (IMO, 2001), (I.U.C.N,1999), (SALM & CLARK, 1984) AND (SALM & PRICE, 1995) WITH AN EMPHASIZE ON PERSIAN GULF REGION.

THE GEOPHYSICAL SITUATION OF OUR COUNTRY, ESPECIALLY TO THE LONG COAST IN THE VICINITY OF THE WORLD'S MOST VITAL ECONOMIC LIFELINE (PERSIAN GULF) FROM ECONOMIC AND STRATEGIC HAS CHANGED IRAN, AS A DEPENDENT COUNTRY TO THE COASTS AND PORTS AND IT IS AN EVIDENT FACT AND REALITY, CONVINCE OUR ENEMIES, ESPECIALLY AMERICA AND TO SEND THEIR MILITARY SHIPS TO THE REGION UNDER THE PRETEXT OF PROTECTING ITS OWN INTERESTS AND COVERING THE PROTECTION OF PERSIAN GULF OIL TO INTERNATIONAL MARKETS. IT IS EVIDENT THAT AN AGGRESSIVE ATTACK AGAINST MARITIME INFRASTRUCTURE OF OUR SOUTHERN PORTS CAN CAUSE A GREAT DISTURBANCE IN THE ECONOMY OF THE COUNTRY AND LEAVE A GREAT DEAL OF CASUALTIES, DAMAGES AND ALONG WITH THE GREAT CRISIS. OUR SEAS, ESPECIALLY THE PERSIAN GULF WATERS DUE TO THE CONTACT WITH THE HIGH SEAS, FIXED AND MOBILE MILITARY BASES OF ENEMIES SUCH AS THE CENTERS OF THE HIGH RISK AND RISING TENSIONS OVER THE COUNTRY'S SECURITY PARTICULARLY MARITIME INFRASTRUCTURE ARE CONSIDERED. STRESSFUL POLICIES OF SOME COUNTRIES IN THE REGION ACTUALLY PROVIDE AN EXCUSE FOR FOREIGN TROOPS IN THE REGION IN ADDITION TO THE CAUSE OF EFFECTIVE THREATS’ DEGREE. BATTLESHIP AND FRIGATES THAT REPRESENT THE OFFENSIVE ACTIVITIES OF ENEMIES IN THE WATERS OF THE PERSIAN GULF CERTAINLY ARE FACED WITH DIFFERENT RESTRICTIONS ON THE MOVEMENT AND ACTIVITIES BUT THESE RESTRICTIONS WITH REGARD TO DYNAMIC AND CHANGING NATURE OF TECHNOLOGY INVASION ARE REMOVABLE AND REDUCIBLE. THEREFORE, IN DETERMINING THE ORIGIN OF THE THREATS THE LAST MARITIME ACTIVITIES LIMITATION THAT IS THE COASTLINE SHOULD BE CONSIDERED. ACCORDING TO THE WIDE POSSIBILITIES THAT IN THE MANNER OF ATTACK AND DEFENSE IS CONCEIVABLE, IN THE CASE OF A MORE ACCURATE CHARACTERISTICS OF ATTACK TOOLS TYPE MAINTENANCE OF THE SECURITY, REDUCTION OF PORTS VULNERABILITY AND MARITIME INFRASTRUCTURE, THROUGH THE IMMUNIZATION IMPLEMENTATION OF THEM AGAINST THE THREATS BASED ON THE PRINCIPLES OF PASSIVE DEFENSE IS INEVITABLE. IRAN HAS ENCOUNTERED DURING AMERICA’ MILITARY THREATS IN THE IMPOSED WAR REPEATEDLY IN THE COAST AND ITS PORTS AND HAS LEARNED MANY LESSONS FROM THE PAST THAT IN THE LIGHT OF NEW ASYMMETRICAL MILITARY THREATS SHOULD BE CONSIDERED. NOW BY CONSIDERING AND UNDERSTANDING THE CRUCIAL IMPORTANCE OF PORTS TO PREVENT POSSIBLE ATTACKS OF FOREIGN ENEMIES OR AT LEAST TO DELAY THE ATTACKS AND CREATING CONFUSION IN THE ENEMY IN ORDER NOT ACHIEVING THE GOALS IN THE CASE OF ATTACK, SENSITIVE PARTS OF PORTS SHOULD BE IDENTIFIED AND AS SOON AS POSSIBLE FOR THE RESTORING OR REINFORCEMENT OF THOSE PARTS THE NECESSARY STEPS SHOULD BE IMPLEMENTED. IN THIS REGARD INTEGRATED AND COORDINATED MODEL FOR IDENTIFICATION OF VULNERABILITIES IN PORTS IS PREPARED AND WITH THE IDENTIFICATION OF A PORT ASSET AND THEIR VALUATION AND THEN INVESTIGATION OF THE EXISTING THREATS AND COMPENSATORY PROCEEDINGS THAT CAN BE APPLIED ABOUT THESE VULNERABILITIES, AN IMPORTANT STEP HAS BEEN TAKEN TOWARDS REDUCING THE VULNERABILITY OF PORTS. THEREFORE, IN THIS PAPER ATTEMPTS HAS BEEN MADE TO PRESENT THE VULNERABILITY ASSESSMENT OF PORTS, A MODEL OF EFFICIENCY AND EFFECTIVENESS BASED ON CRUCIAL COMPONENTS, AVAILABILITY, RECYCLABILITY, VULNERABILITY, IMPRESSIBILITY, IDENTIFIABLY, AND PRESENT THE ASSESSMENT GOALS OF THE PORTS VULNERABILITY FOR USING BY OTHER PORTS.

VULNERABILITY OF AQUATICS, THE CAPABILITY OF REBUILDING THEIR RESOURCES, AND THE NEED OF HUMAN SOCIETIES, IMPELS US TO ALWAYS CONSIDER THE CHANGES AND THE PRESENT PROCESSES OF THE AQUATICS. ONE WAY TO MEET THIS PURPOSE IS TO DO REGULAR RESEARCH EXCURSIONS TO CONTROL THE POSSIBLE CHANGES IN VARIOUS POPULATIONS AND TO MAKE MANAGEMENT DECISIONS. A QUICK REVIEW OF FISHING DEMERSALS SHOWS THAT THE RATE OF LIVE MASS OF THIS FISH HAS DECREASED WHICH NECESSITATES THE INVESTIGATION AND STUDY OF DEMERSALS SOURCES. SO, THE PERSIAN GULF AND OMAN SEA WITH WATER AREA OF 4 SOUTHERN IRANIAN COASTS WERE COVERED THROUGH A NATIONAL PROJECT TITLED DEMERSALS RESOURCE MONITORING WITH THE SWEPT AREA METHOD AND WITH ONE MANAGEMENT FROM 2002 TO 2010. THE MOST IMPORTANT PURPOSES OF THIS PROJECT WERE: TO DEFINE THE CATCH PER UNIT AREA (FISHING) OF SPECIES OR AQUATIC GROUPS IN VARIOUS DEPTHS; TO DEFINE THE SPECIES COMBINATION OF DEMERSAL FISHES FOR PERSIAN GULF AND OMAN SEA SEPARATELY; AND TO IDENTIFY THE DOMINANT SPECIES IN PERSIAN GULF AND OMAN SEA AND THE SPECIES WHICH ARE AT RISK. TO DO THE OPERATIONAL TOURS, THE FERDOUS 1 RESEARCH VESSEL WAS EQUIPPED WITH TRAWLING NET. ALL THE WATERS OF FOUR PROVINCES WERE DIVIDED TO 17 SUB AREA NAMED FROM A TO Q. THEN, THE SAMPLING WAS DONE IN 320 STATIONS WHICH WERE RANDOMLY SELECTED. AFTER TRAWLING IN EACH STATION, THE AVERAGE OF CATCH PER UNIT AREA (CPUA) AND BIOMASS WERE CALCULATED FOR VARIOUS SPECIES AND FOR ALL THE DEMERSALS. THE COMPARISON OF THE PRESENT RESEARCH WITH PREVIOUS RESEARCHES DONE REVEALS THAT THERE ARE CONSIDERABLE CHANGES IN SPECIES COMBINATION OF PERSIAN GULF AND OMAN SEA FISHES.

THE AIM OF THIS PAPER IS THE STATEMENT OF EDUCATION AND TRAINING EFFECTIVENESS (HIGHER EDUCATION) AND INTERNSHIPS (PROFESSIONAL TRAINING) ON EDUCATION AND EMPOWERMENT OF SKILLED HUMAN RESOURCES AND EXPERT IN ORGANIZATIONS WITH REGARD TO THE DEVELOPMENT REQUIREMENTS OF SEA- BASED IN THE COUNTRY THAT THE EDUCATION OF SKILLED HUMAN RESOURCES IN MARITIME INDUSTRY AND EMPLOYMENT IN THIS SECTION IS ONE OF THIS REQUIREMENTS.A SKILLED HUMAN RESOURCE IS THE ONE WHO CAN PERFORM HIS JOB DUTIES DESIRABLE AND PLEASANT IN RELATED ORGANIZATION AND IN ORDER TO PERFORM THE CORRECT RELATED TASKS AND HAVE THE CAPABILITIES AND REQUIRED COMPETENCIES. THE REQUIREMENT OF EDUCATING SUCH A HUMAN RESOURCE IS THE NECESSITY OF HAVING HIS HIGHER EDUCATION (AS FORMAL EDUCATION) AND INTERNSHIPS (AS INFORMAL EDUCATION) THAT BOTH OF THEM ARE CORRELATED TO EACH OTHER AND SIMULTANEOUSLY ARE CONSIDERED THE EXPLETORY OF INPUT DATA, PROCESSES AND OUTPUT DATA OF AN INDIVIDUAL EDUCATION AND LACK OF EACH ONE CAUSE THE LACK OF EFFICIENCY AND PRODUCTIVITY OF THE INDIVIDUAL IN THE RELATED JOB.THE COMPARATIVE STUDIES OF OTHER COUNTRIES ARE ALSO THE CORROBORANT OF THIS ISSUE AND IT IS KNOWN AS TWO-DIMENSIONAL EDUCATION WHICH HAS BEEN VERY SUCCESSFUL AND WILL CAUSE THE ENHANCEMENT OF THE FORMER STUDENTS’ KNOWLEDGE AND SKILL AS NEW DESIRABLE EMPLOYERS OF ORGANIZATIONS.

PORTS ARE CONSIDERED AS ONE OF THE SUPPLY CHAIN RINGS IN INDUSTRIES OF THE COUNTRY AND TODAY, AS THE MOST IMPORTANT RING OF THE CHAIN BECAUSE OF BEING IN THE ENTRANCE OF THE COUNTRY, IS ONE OF THE MOST IMPORTANT HOTSPOTS OF THE ECONOMIC DECISION MAKING APPLICATION. THE MOST IMPORTANT CONTROL TOOLS AND INCOME IN THE PORTS OF THE COUNTRY WHICH IS AVAILABLE TO PORTS & MARITIME ORGANIZATION IS PORT TARIFFS SUPERVISING THE USERS OF PORT AND MARITIME SERVICES. IN THIS PAPER THE IMPACTS OF TARIFF ON THE QUALITY OF PORT SERVICES, PORT COMPETITIVE CONDITION IN THE REGION AND THE AMOUNT OF INVESTMENT ATTRACTIVENESS INVESTMENT IN PORTS OF THE COUNTRY.CONCERNING THE SERVICES QUALITY, BASED ON SERVQUAL MODEL, PARAMETERS OF SERVICE QUALITY ARE EXTRACTED FROM THE PERSPECTIVE OF CARGO OWNERS AND SHIPPING LINES AND TARIFF EFFECTS ON EACH OF THESE PARAMETERS ARE EXAMINED. REGARDING THE IMPACT OF TARIFFS ON THE COMPETITIVENESS OF IRANIAN PORTS, THE IMPACT OF TARIFF ON ABSORPTION OF SHIPS AND PROMOTION OF TRAFFIC ABSORBENT AGENTS TO IRANIAN PORTS ARE INVESTIGATED. IN INVESTMENT AREAS THE IMPACT OF TARIFF MECHANISMS ON THE ATTRACTIVENESS OF INVESTMENT IN PORTS IN TERMS OF MARGIN INVESTMENT, RETURN PERIOD, COVERAGE OF INVESTMENT RISKS AND THE POSITION OF PORTS IN TERMS OF INVESTMENT IN COMPARISON WITH OTHER AREAS SUCH AS INDUSTRY OR HOUSING ARE EXAMINED.

IN THE FIELD OF MARITIME ACTIVITIES “PROFESSIONAL TRAINING” HAS BEEN CONSIDERED BY BENEFICIARIES OF SEAFARERS’ SERVICES INCLUDING MARITIME TRANSPORTATION TRADING COMPANIES AND OWNERS. THESE TRAININGS RECALL THE PRIORITY OF “TRAINING” OVER “TEACHING”.ON THE OTHER HAND, THE NECESSITY TO FULFIL THE NEEDS OF WORKPLACE- SHIP- TO PROFESSIONAL SEAFARER AND REINFORCEMENT OF METHODS FOR INCREASING THE DURABILITY OF SEAFARERS IN PROFESSION, QUALITY INCREASING AND UPDATING, APPROACH TO THE APPLICATION OF THEORETICAL PRINCIPLES , DETERMINATION OF THEORY FOR PLANNING THE SEAFARER TRAINING AND EDUCATION HAS BECOME A LOGICAL REQUIREMENT.IN CONTEMPORARY CONDITIONS THE NEED FOR TRAINING, BASED ON THE PROFESSIONAL TRAINING AND REDUCTION OF ACADEMIC TRAINING HAS BEEN PROPOSED COMPLETELY IN SERIOUS WAY AND DISCUSSION REGARDING THIS POINT THAT PROFESSIONAL TRAINING WITH MARITIME WORK STRATEGIES SHOULD BE MATCHED, SUCH AS IT SUPPORTS THE APPROACHES OF PROFESSIONAL TRAINING.ON THE OTHER SIDE, ANSWERING THIS QUESTION “WHICH IS THE MOST APPROPRIATE METHOD OF SEAFARER PROFESSIONAL TRAINING”, AS IN THE FIRST PHASE THE THEORETICAL BASE NEEDS TO BE DISCOVERED AND THEN, THE NEEDS OF BENEFICIARY INSTITUTIONS FROM SEAFARERS’ SERVICES, THE MANAGER’S DEMAND OF BENEFICIARY COMPANIES, OWNERS AND EXECUTIVE AUTHORITIES OF MARITIME TRANSPORTATION NEEDS TO BE IDENTIFIED AND APPLIED IN LINE WITH THE SETTING OF PROFESSIONAL TRAINING CONTENT.

THE SENSITIVITY OF MARINE-COASTAL ECOSYSTEMS, CONCENTRATION OF POPULATION IN THESE AREAS AND CONSEQUENTLY CONCENTRATION OF INDUSTRIES, HAVE GIVEN HIGH IMPORTANCE TO THE ECONOMIC AND INDUSTRIAL DEVELOPMENT BASED ON SUSTAINABLE DEVELOPMENT FRAMEWORK IN COASTAL AND MARINE AREAS. BASED ON THIS, THIS ISSUE HAS BEEN CONSIDERED IN LONG-TERM DEVELOPMENT PLANS IN IRAN. IN THE FIFTH DEVELOPMENT PLAN OF IRAN, THE MOST IMPORTANT LEGAL MATTERS SPECIFIED TO MARINE ENVIRONMENT ARE SECTION A AND B AND NOTE 2 OF MATTER 170. THIS MATTER AFFIRMS THAT GOVERNMENT IS OBLIGED TO CODIFY AND ADMINISTRATE THE ENVIRONMENT MANAGEMENT INTEGRATED PROGRAM AND THE PROGRAM OF SUSTAINABLE PROTECTION AND EXPLOITATION OF BIODIVERSITY OF SENSITIVE ECOSYSTEMS IN THE COUNTRY; AND FORMATION OF SEA AND COAST DEVELOPMENT AND CONSTRUCTION ORGANIZATION; AND THE ENVIRONMENT PROTECTION ORGANIZATION IS OBLIGED TO IDENTIFY AND DECLARE THE COASTAL AND MARINE AREAS WITH HIGH ENVIRONMENTAL SENSITIVITY. BASED ON THE ABOVE MENTIONED ISSUES, ALL THE CONTENT OF THIS MATTER CAN BE EXECUTED BY COOPERATION OF ORGANIZATIONS RELATED TO SEA AND COASTS AND IT NEEDS MORE COOPERATION IN ORGANIZATIONS COMPARED WITH THE 4TH DEVELOPMENT PLAN. SO, BASED ON PRINCIPLES OF FIFTH DEVELOPMENT PLAN, IT NEEDS NATIONAL MOBILIZATION OF MARINE ORGANIZATION FOR PROTECTION OF COAST AND SEA ENVIRONMENT.

STUDY OF MARINE INCIDENTS TO FIND THE CAUSES OF INCIDENTS AND USING IT TO PREVENT INCIDENT IN FUTURE, ALWAYS IMPLIES THE ROLE OF “HUMAN FACTOR” BY 60 TO 80 PERCENT. SINCE HUMAN FACTOR IS, AN INTEGRAL PART OF ATTEMPT FOR ENHANCEMENT OF THE MARITIME SAFETY AND PRESERVATION OF THE MARINE ENVIRONMENT, USING THE METHOD OF LEARNING FROM INCIDENTS AND AMENDMENT OF REGULATION, METHODS, PROCESSES, EQUIPMENT, TRAINING AND ETC…IS REQUIRED. ONE OF THESE METHODS IS THE INVESTIGATION OF CAUSE AND EFFECT OF EVENTS THAT AFTER THE INCIDENTS OCCURRENCE BY MOVING TO THE PRIMARY REASON TRYING TO FIND THE ROOT CAUSE AND THEN DEVELOPMENT OF PREPARATIONS TO PREVENT THEIR RECURRENCE. BUT GIVEN THE FACT THAT IN TODAY'S WORLD WITH UNCERTAINTY, AMBIGUITY IS CONJOINED, PRESCRIPTIONS FOR THE FUTURE BASED ON THE INCIDENTS OCCURRED IN THE PAST, CANNOT BE CORRECT. FOR THIS REASON AFTER LOTS OF RESEARCH, NEW APPROACH AS “JUST CULTURE” IS PROPOSED, WHICH CONTAINS NEW TIPS AND THE ATTITUDE OF OTHER GENERA INCLUDING "WE ALL MAKE MISTAKES" AND IF A MISTAKE DOES NOT HAPPEN, LEARNING AND ALSO DEVELOPMENT DOES NOT GAIN. THIS METHOD OPPOSES THE CREATION OF LAWS AND REGULATIONS FOR REDUCING THE PROBABLE RISK AND IS LOOKING MORE TO ESTABLISH GROUP CULTURE FOR IDENTIFYING THE RISKS AND MAKING THE RIGHT DECISION IN CRITICAL CONDITION. THE PROVIDERS OF THIS ARTICLE AFTER STUDYING SEVERAL RELATED DOCUMENTS SINCE THEY CONSIDER THIS NEW ATTITUDE BENEFICIAL FOR THE PROMOTION OF MARITIME SAFETY OF SHIPPING COMPANIES AND OTHER STAKEHOLDERS OF MARINE AND MARITIME AND HAVE PLAN TO PRESENT SOME STATEMENTS AS OPENING DISCUSSION ABOUT THE RESULTS AND THE FRAMEWORKS OF THIS ATTITUDE.

USING RADIOACTIVE MATERIAL SHOULD BE DONE BASED ON PROTECTION PRINCIPLES AND UNDER SUPERVISION OF RESPONSIBLE UNITS. OTHERWISE, THIS MATERIAL CAN RESULT IN IRREPARABLE DAMAGES AND AFFECT ENVIRONMENT AND HUMAN HEALTH FOR YEARS AND GENERATIONS. THE FUKUSHIMA DISASTER IN JAPAN IS AN EXAMPLE WHICH SHOULD BE CONSIDERED IN THIS REGARD. SO, ALL THE INTERNATIONAL ROLES AND STANDARDS SHOULD BE OBSERVED WITH HIGH PRECISION. SINCE, MORE THAN 90 PERCENT OF GOODS ARE IMPORTED TO THE COUNTRIES THROUGH PORTS, IMPORTING THESE GOODS WITHOUT MONITORING COULD BE A SERIOUS THREAT FOR ENVIRONMENT AND HUMAN SOCIETY.