CONFERENCE FOR COORDINATION OF IRANIAN MARITIME ORGANIZATIONS | Year:2006 | دوره:14 |Papers Count:41

HAVING NEAR 4 THOUSAND KILOMETERS OF SHORELINE HAS PROVIDED POTENTIALS THAT CAN BE USED FOR IRAN’S SOCIOECONOMIC DEVELOPMENT. GEOPOLITICAL POSITION OF IRANIAN COASTS BOTH IN NORTH AND SOUTH COUPLED WITH INCONSISTENT ENVIRONMENTAL SITUATION AND ALSO CONSIDERATIONS POSED BY NATURAL CONDITIONS OF SUCH AREAS COMPLICATE THE TASK OF PLANNING FOR PROMOTION OF THESE AREAS. INTEGRATED COASTAL ZONE MANAGEMENT IS AN EFFORT LAUNCHED BY IRANIAN PORTS AND MARINE ORGANIZATION AS PART OF PHASE 3 OF IRANIAN NATIONAL DEVELOPMENT PROGRAM THAT CAN ADDRESS THESE CHALLENGES. OUTCOME OF THIS EFFORT CAN BENEFIT OUR MARINE ZONE IN LARGE SCALE. THIS EFFORT MEANS TO PREPARE A PRACTICAL PROJECT FOR APPROPRIATE UTILITIES OF LANDS IN 1:25:000 SCALE, PREPARE A MANAGEMENT PROGRAM FOR THE PURPOSE OF MANAGEMENT OF COASTAL AREAS AS WELL AS ENVIRONMENT, LAY DOWN SPECIFIC STRUCTURE FOR MANAGEMENT OF COASTAL AREA, TO SECURE PUBLIC PARTICIPATION AND CONDUCT A REVIEW ON RELEVANT LAWS AND REGULATIONS CURRENTLY IN FORCE. FURTHER, CREATION OF A TAILOR-MADE DATABASE FOR GEOGRAPHICAL DATA, DEVISE OF A SPECIAL PLAN FOR SUPERVISION AND EVALUATION OF INTEGRATED MANAGEMENT OF COASTAL AREAS ARE OTHER GOALS THAT THIS EFFORT TAKES AIM TO ACCOMPLISH.

FOR MANY YEARS, HUMAN BEING USED BOATS AND SMALL SHIPS FOR CARRYING OUT COMMERCIAL OPERATIONS AND MOVEMENT OF CARGO. INDUSTRIAL REVOLUTION LED TO ADVANCEMENT OF MARITIME AND SHIPPING INDUSTRY AS WELL. IN THE OTHER HAND GLOBALIZATION OF THE ECONOMY CREATED AN APPROACH TO MINIMIZE THE COSTS FOR ENABLING THE END USER AND CONSUMERS TO RECEIVE THE COMMODITIES WITH LOWER PRICE. CONTAINERIZATION CONTRIBUTED TO THIS END.CONTAINERIZATION IMPLIES INFRASTRUCTURE IN TERMS OF PORT AND HANDLING EQUIPMENT WITHOUT WHICH SURVIVING IN THIS MODE OF TRANSPORTATION SEEMS IMPOSSIBLE. MODERN CONTAINER SHIPS EMERGED AND WERE INTRODUCED TO THE SCENE OF MOVEMENT OF CARGO. DUE TO ITS RELATIVE ADVANTAGES COMPARED TO THE OTHER MODES OF TRANSPORTATION, CONTAINERIZATION WAS WELCOMED BY THE CARRIERS. THERE ARE A NUMBER OF REASONS WHY IRANIAN PORTS DON'T SEEM DEVELOPED IN ACCOMMODATING CONTAINER SHIP AND RESPONDING TO THE NEED OF CONTAINERIZATION. ENJOYING AN IDEAL GEOGRAPHICAL LOCATION, IRANIAN PORT CAN BEST UTILIZE THE ADVANTAGE OF CONTAINER TRANSPORTATION AND TURN INTO HUB PORTS IN THE PERSIAN GULF REGION.

THE MARINE INSURANCE IS THE INITIAL INSURANCE TYPE WHICH HAS BEEN APPLIED SINCE THE PRIMARY CENTURY OF HUMAN LIFE. NONE OF THE INSURANCE TYPES HAVE THE HISTORY AS OLD AS MARINE INSURANCE. THE BIRTH OF MARINE INSURANCE WAS THE RESULT OF HUMAN NEED TO COMPENSATE THE DAMAGES WHICH WERE THE RESULT OF STORM OR OTHER MARINE HAZARDS. SHIPPING IS A DIFFICULT AND COMPLICATED BUSINESS IN WHICH THE SHIP, CREW, PASSENGERS AND THE CARGO ARE SUBJECT TO VARIOUS DANGERS AND VARIOUS RESPONSIBILITIES ARE MENTIONED IN THIS REGARD. IN OTHER WORDS, THERE ARE NUMEROUS SITUATIONS IN WHERE THE SHIP OWNER, THE SHIP TENANT, TRANSPORT OPERATOR AND CARGO OWNER AND ALL THE PEOPLE WHO ARE ENGAGED IN MARINE TRANSPORT ARE RESPONSIBLE FOR EACH OTHER OR THE THIRD PERSON. THE ABOVE MENTIONED DAMAGES ARE COVERED BY THE MARINE INSURANCE. THE TRANSPORT OPERATOR LIABILITY INSURANCE SEEMS NECESSARY SINCE THE RESPONSIBILITY FOR THE DAMAGES ARE SO HEAVY THAT IT WOULD BE DIFFICULT FOR OPERATORS TO COMPENSATE FOR IT AND THEY CAN’T BEAR THE CONSEQUENCES OF THEIR RESPONSIBILITIES. THUS, THE TRANSPORT OPERATOR LIABILITY INSURANCE SHOULD BE PROVIDED TOGETHER WITH THE CARGO INSURANCE FOR THE INSURANCE CLIENTS. THE PRESENT ARTICLE INTRODUCES VARIOUS MARINE INSURANCE TYPES AND DISCUSSES THE NECESSITY OF MARINE INSURANCES ESPECIALLY THE TRANSPORT OPERATOR LIABILITY INSURANCE.

A MAJOR TROUBLE IN COASTAL ENGINEERING AND OFFSHORE STRUCTURES OF IRAN IS LACK OF SUFFICIENT INFORMATION ON WAVE CHARACTERISTICS AT IRANIAN SEAS. SUCH INEFFICIENCY HAS CAUSED CONSULTANT COMPANIES THAT ARE INVOLVED IN OFFSHORE STRUCTURES DESIGN BE FORCED TO TAKE EXPERIMENTAL AND SEMI-EXPERIMENTAL INDICES AND FINDINGS. IT IS QUITE EVIDENT THAT UNCONFORMITIES SIMPLY ARISE IN SOME CASES, BECAUSE SUCH INDICES AND FINDINGS MIGHT NOT CORRESPOND TO THE REALITY AT SOME OCCASIONS. THE MAIN REASON FOR THAT LIES IN THE NATURE OF THE FINDINGS AND INDICES THAT ARE EXPERIMENTAL AND SO THEY ARE MORE LIKELY TO BE RANDOM. TO ADDRESS THIS ISSUE, PORTS AND MARINE ORGANIZATION DEPLOYED ITS POTENTIALS AND MEANS TO START A PROJECT FOR THE FIRST TIME KNOWN AS IRANIAN SEAS WAVE MODELING (ISWM). THE PROJECT COMPRISES OF TWO MAJOR PHASES: STUDY ON CASPIAN SEA COASTS AND STUDY ON GULF OF OMAN, HORMOZ STRIP AND PERSIAN GULF. THIS PROJECT AIMS TO MODEL IRANIAN SEAS WAVES WITHIN A SPAN OF TWELVE YEARS (FROM 1992 TO 2003). FOR THIS PURPOSE, MIKE21SW WAS USED AS GENUINE SOFTWARE. THIS SOFTWARE HAS THE CAPABILITY TO INCLUDE WIND DATA IN MODELING WAVES. THE WIND DATA ARE USED AS INPUT.

THE COMMODITIES AND GOODS ARE MOSTLY TRANSPORTED BY SEA BETWEEN THE PORTS OF THE COUNTRIES. CONCURRENT WITH THE GROWING DEMAND FOR BIGGER, FASTER AND MORE PRODUCTIVE SHIPS, THE PORTS WILL NEED MORE DEEP WATER WAYS AND MODERN TECHNOLOGIES TO PROVIDE THE SAFETY OF SHIPPING AND MOVEMENT OF CARGO. MARITIME TRANSPORTATION PLAYS A VITAL ROLE AS TO THE WORLD ECONOMY. APPROXIMATELY, 90% OF THE EXPORT AND IMPORT OF GOODS ARE CARRIED OUT THROUGH THE PORTS. IN IRAN, ALMOST 90% OF THE EXPORT AND IMPORT ARE ALSO CARRIED OUT THROUGH THE PORTS. THE ROLE OF MARITIME TRANSPORTATION AS A MAJOR FACILITATOR OF THE WORLD TRADE IS OF GREAT IMPORTANCE FROM THE NATIONAL POINT OF VIEW. THE PORT TRAFFIC HAS INCREASED AND THE SHIPS GREW BIGGER AND THE VARIETY OF THE GOODS TRANSITED VIA SEA HAS INCREASED.CONCURRENT WITH THE CONSTRUCTION OF THE BIGGER SHIPS, THE MARITIME TRANSPORTATION PLAYS A GREATER PART AND THE NUMBER OF SHIPS CALLING IN A PORT ALSO INCREASES. FROM GLOBAL POINT OF VIEW, THOSE PORTS FAILING TO GET THEMSELVES COORDINATED WITH RAPID CHANGES AND DEVELOPMENT IN MARITIME TRANSPORTATION IN TERMS OF INFRASTRUCTURE AND QUALITY OF SERVICES WILL LOSE THEIR COMPETITIVE EDGE. DEVELOPMENT OF THE MARITIME TRANSPORTATION SERVICES IS A KEY FACTOR IN CONTRIBUTING NATIONAL ECONOMY.

THE ISLAMIC REPUBLIC OF IRAN WITH MORE THAN 300 KM COASTLINE IN NORTH AND SOUTH HAS ACHIEVED A PRIVILEGED POSITION IN THE REGION. THIS CAPACITY HAS RESULTED IN MANY IMPORTANT AND NOTEWORTHY ACTIONS IN ALL THE MARITIME SUB-SECTORS AND THE MAJOR PART OF ECONOMIC ACTIONS ARE DONE IN THESE SUB-SECTIONS. THE EMPLOYMENT IN MARITIME SECTION IS ALSO CONSIDERABLE AND CAN BE PLANNED AND ENHANCED IN FUTURE. THE MOST IMPORTANT FACTORS IN KEEPING THE STABILITY OF THIS SECTION ARE THE INTERACTION BETWEEN PARTS AND RECOGNIZING THE PERIPHERY ISSUES. SO, IT SEEMS TO BE ABLE TO WITNESS AN APPROPRIATE PERSPECTIVE REGARDING THE LONG MARITIME CULTURAL BACKGROUND IN ISLAMIC REPUBLIC OF IRAN. CONSIDERING THE ENGAGEMENT OF VARIOUS ORGANIZATIONS, VARIOUS CULTURAL VIEWPOINTS ARE CREATED IN THE FIELD OF SOCIAL AND BEHAVIORAL CULTURE WHICH EACH CULTURE INCLUDES CULTURAL LOADS. HENCE, ALL THESE VARIETIES IN PEOPLE’S WORK AND LIFE, WHICH IS DEPENDENT ON SEA AND ITS CULTURE AND ECONOMIC, NEED TO BE UNDERSTOOD AND KNOWN.

THE PRESENT ARTICLE IS AIMED TO INVESTIGATE THE DEMANDS AND REQUIREMENT OF THE MARINE LABOR CONVENTION IN IRAN. THE INTERNATIONAL LABOR ORGANIZATION PUT THE APPROVE OF THE MARINE LABOR CONVENTION AT THE AGENDA AFTER 85 YEARS SINCE APPROVING THE FIRST CONVENTION RELATED TO THE SEAFARERS IN 1920. THE ILO SUMMIT IN GENEVA APPROVED THE DRAFT OF THIS CONVENTION FROM 7TH TO 23RD FEBRUARY, 2006. TWELVE MONTHS AFTER THE JOIN OF 30 COUNTRIES WHICH HAD THE 33 PERCENT OF THE WORLD TONNAGE, THE CONVENTION WAS PUT INTO FORCE. THE EXTENSIVE REQUIREMENTS OF THE MARINE LABOR CONVENTION ARE MAJOR CHALLENGES WHICH CONFORMITY WITH THEM GUARANTEES THE SURVIVAL OF THE MARINE INDUSTRY IN IRAN. CONFORMITY WITH THIS CONVENTION NEEDS THE COOPERATION OF ALL THE RELATED ORGANIZATIONS SUCH AS MINISTRY OF LABOR AND SOCIAL AFFAIRS, MINISTRY OF TRANSPORTATION, AND SHIPPING COMPANIES. THE MAJOR PROBLEM WHICH SHOULD BE QUICKLY SOLVED IS THE ISSUE THAT WHICH PROCESS WILL BE SELECTED BY THE ISLAMIC REPUBLIC OF IRAN TO ADAPT WITH THE MARINE LABOR CONVENTION.

DEMAND, AS IS SATISFACTORY FOR WORLD SHIPPING MARKET, IS OF VITAL IMPORTANCE FOR TRANSPORTATION INDUSTRY. CONCEIVABLY, SUCH DEMAND MAY TURN OUT TO BE HIGHER THAN ECONOMIC CAPACITY, PARTICULARLY WHEN FARE IS LOW. THIS MATTER IS DEFINITELY DEPENDENT ON DEMAND RATE. IN THIS SECTION, FACTORS THAT RELY ON SUPPLY AND DEMAND IN SHIPPING INDUSTRY ARE ANALYZED AS PART OF OUR ANALYSIS ON FACTORS THAT ARE EFFECTIVE IN TRANSPORTATION MARKET. USUALLY DEMAND FOR TRANSPORTATION SERVICE COMES FROM DEMAND FOR COMMODITIES. DEMAND CURVE SHOWS CONSUMERS BEHAVIOR ONLY. MARKET PRICE STANDS AT THE POINT WHERE SUPPLY CURVE AND DEMAND CURVE MEET. DEMAND CURVE SHOWS MAXIMUM AMOUNT OF DEMAND IN COMMENSURATE WITH A PARTICULAR PRICE. HENCE, THIS DEMAND CURVE, ON WHICH WE FOCUS, SUGGESTS MAXIMUM AMOUNTS THAT CONSUMERS DESIRE TO PURCHASE IN LIEU OF A VARIETY OF PRICES. CHANGE IN AMOUNT OF DEMAND TAKE PLACE FOLLOWING A CHANGE IN PRICE OF COMMODITIES. IT CAN BE SHOWN BY DEMAND CURVE. CHANGE IN DEMAND LIES IN CHANGE IN OTHER FACTORS THAT ARE TYPICALLY EFFECTIVE ON DEMAND. A CHANGE OF INCOME, FOR INSTANCE, ENSUES CHANGE IN PRICE OF OTHER COMMODITIES … AND THIS PENETRATES TO DEMAND AS WELL. WHENEVER THERE IS ON REAL DEMAND AND ALL DEMANDS ARE ONLY PRICE ENQUIRES, SUCH DEMAND IS KNOWN A DERIVED DEMAND. THE AIM OF SUCH DEMAND IS NOT FOR SERVICE BUT FOR GETTING TO KNOW THE PRICE OF SERVICE.

IN THE WAKE OF THE TORRY CANION ACCIDENT IN THE COASTAL WASTER OF GREAT BRITAIN AND DAMAGES EMANATING FROM THE OIL POLLUTION, THE COASTAL STATES DECIDED TO FORMULATE APPROPRIATES RULES AND REGULATIONS ON HOW TO COMPENSATE FOR SUCH KINDS OF DAMAGES.THE FIRST LEGAL REGIME IN THIS REGARDS WAS DEVELOP IN 1969 UNDER THE TITLE OF CLC69. THIS REGIME WAS AMENDED FOR YEARS ADDED WITH VARIOUS PROTOCOLS. ENVIRONMENTAL CATASTROPHIC INCIDENTS IN RECENT DECADES AND MAJOR OIL SPILL FROM TANKERS IN DIFFERENT SEA AREAS HAVE RENDER TO IRRECOVERABLE DAMAGES TO MARITIME ENVIRONMENT.FOLLOWING SUCH INCIDENTS, DIFFERENT REGIMES FOR COMPENSATION FOR DAMAGES RESULTING FROM MARINE INCIDENTS WERE DRAWN UP AND INTERNATIONAL CONVENTIONS IN THIS RESPECT WERE DEVELOPED AMONG THEM INTERNATIONAL CIVIL LIABILITY CONVENTION 1992. THESE CONVENTIONS LAY DOWN THE MECHANISM FOR COMPENSATION FOR THE DAMAGES OF MARINE INCIDENTS TO THE COASTAL STATES AND VICTIMS THEREOF.

THE MNEMIOPSIS LEIDY, KNOWN AS WARTY COMB JELLY, MOST LIKELY WAS ENTERED INTO THE CASPIAN SEA THROUGH BALLAST WATER FROM BLACK SEA AND IT SPREAD ALL OVER THE CASPIAN SEA AND IN PLACES WITH THE LEAST SALINITY (4.3 IN THOUSAND). DURING 2001-2002, THE AMOUNT OF THIS INVASIVE CREATURE REACHED TO A PERILOUS LEVEL AND ITS AVERAGE HUMID WEIGHT INCREASED TO 1 KILOGRAM IN SQUARE METER. CONSIDERING THE ADAPTATION, QUICK GROWTH AND CONSEQUENTLY HIGH FREQUENCY OF THIS AQUATIC IN CASPIAN SEA, THE EFFECTS IN CASPIAN SEA GET WORSE AND QUICKER THAN THE EFFECTS IN BLACK SEA, AND OTHER THAN SEVERE CHANGES IN ECOSYSTEM; THE ZOOPLANKTON POPULATION (ESPECIALLY BLACK SEA SPRAT) WERE SEVERELY DECREASED. IN THE PRESENT ARTICLE, OTHER THAN DEFINING THE PRESENT CONDITION OF CASPIAN SEA AND THE DIRECT AND INDIRECT EFFECTS OF COMB JELLY ON THE FOOD CHAIN, THE EFFECTS ON ZOOPLANKTON, PHYTOPLANKTON, BENTHOS AND EIGHTEEN TYPES OF ECONOMIC FISHES AND ONE MARINE MAMMAL IN CASPIAN SEA COASTS ARE INVESTIGATED.

THIS ARTICLE WILL DEAL WITH THE SIGNIFICANCE AND IMPACT OF THE HUMAN ASSETS AS TO THE PRODUCTION OF ECONOMIC CORPORATIONS. IN THIS RESPECT, SIMPLE MODEL AND SOLOW MODEL WILL BE EXPLAINED AND THE IMPACT OF THE PRODUCTIVITY OF THE HUMAN RESOURCE IN PROMOTING THE LEVEL OF PRODUCTION AND ULTIMATELY THE PROFITABILITY OF THE BUSINESS WILL BE OVERVIEWED.IN THE MEANTIME, IN THIS ARTICLE, THE CHALLENGES FACING AN ECONOMIC BUSINESS AND CORPORATION AND ITS STATUS FOR PRODUCTION IN INTERNATIONAL LEVEL WILL BE EXAMINED. ALSO, A PRACTICAL EXAMPLE OF THE OPTIMUM USE OF THE HUMAN RESOURCES FOR INCREASE OF THE PRODUCTION AND DECREASE OF THE ASSOCIATED COSTS OF MARITIME TRANSPORTATION RELATED SERVICES IN ISLAMIC REPUBLIC OF IRAN SHIPPING LINE (IRISL) WILL BE PROVIDED.

INTERNATIONAL MARITIME ORGANIZATION (IMO) STARTED ITS JOB WITH TWO SLOGANS. ALL THE CONVENTIONS ADOPTED BY THIS ORGANIZATION ARE IN LINE WITH FULFILLMENT OF THESE SLOGANS. FIRSTLY: SAFETY OF SHIPPING, SECONDLY, PROTECTION OF MARINE ENVIRONMENT. THE STATISTICS INDICATE THAT THE MARITIME INCIDENTS IN YEARS 1992, 1993 AND 1994 HAVE INCREASED. THE STATISTICS ALSO DEMONSTRATE THAT SOME 100 SHIPS HAVE BEEN DESTROYED PER YEAR. DEALING WITH THE NUMBER OF CAUSALITIES OF THESE INCIDENTS AND DAMAGES INFLICTED UPON THE MARINE ENVIRONMENT IS NOT THE SUBJECT OF THIS ARTICLE. THE GROWING NUMBERS OF INCIDENTS MAKE THE IMO TO PAY ATTENTION TO THE PORT STATE CONTROL (PSC) OR FLAG STATE CONTROL (FSC).FLAG STATE CONTROL MEANS THE STATE UNDER FLAG OF WHICH THE SHIP IS SAILING IS SUBJECT TO INSPECTIONS AND CONTROLS IN FRAME WORK OF A SET OF RULES AND STANDARDS TO ENSURE THEIR SEAWORTHINESS. THE CONVENTIONS WHICH APPLY TO FSC INCLUDE MARPOLE, COLREG, SOLAS, STCW, CLC, SALVAGE AND ETC. THE MAIN PURPOSE OF THE FSC AND PSC IS PROVIDING THE SAFETY OF SHIPPING AND REDUCING THE MARINE CASUALTIES AND INCIDENTS.

EXPERIENCE GAINED BY EUROPEAN SHIPPING INDUSTRY SUGGESTS THAT PROCESS CORRECTION MANAGEMENT AND KNOWLEDGE MANAGEMENT HAVE A COMPLEMENTARY ROLE TO EACH OTHER. PROCESS CORRECTION HELPED SHIPPERS TO IMPROVE THEIR PROCESSES THROUGH CONSTANT CHECKING AND REVISIONS IN THEIR AFFAIRS. HENCE, FOR THE PURPOSE OF IMPROVING OPERATIONAL MANAGEMENT AND OPTIMIZING SHIP MANAGEMENT STRUCTURE AND ALSO ENHANCING ACCESS ROUTES BETWEEN SHIP COMMANDERS AND HEAD OFFICE, ALSO BEING CONSCIOUS OF THE ABSOLUTE RESPONSIBILITY OF COMMANDERS IN CONTROLLING AND DRIVING SHIPS AND ALSO THEIR MOMENTOUS ROLE IN QUALITY OF SHIPS IT CAN BE SAID THAT PAYING ATTENTION TO RECOMMENDATIONS MADE BY THEM AND SHIPBUILDERS CAN BE A RELIABLE MEANS TO ENSURE OUR GREAT IDEALS AND OBJECTIVES ARE ATTAINED. BY RECORDING AND DOCUMENTING PROCESSES AND ROLES OF EACH MEMBER OF PERSONNEL IT WILL BE POSSIBLE TO HAVE WELL-ORGANIZED PROCESSES. KNOWLEDGE MANAGEMENT HAS ALSO A TREMENDOUS ROLE IN MOTIVATING PERSONNEL TO GET MORE AND MORE INVOLVED IN THEIR DUTIES AND PERFORM THEIR ROLES BEST. THIS CAN HELP THE WHOLE COMPANY’S PERFORMANCE START TO BOOST. ALSO ENSURING PERSONNEL ARE NOT EXPERIENCING HARD TIME WITH THEIR FINANCIAL AFFAIRS IS DEFINITELY AN IMPORTANT STEP BECAUSE IT CAN AFFECT THEIR PERFORMANCE. BEING WATCHFUL OF THE SAFETY AND MAKING SURE THAT SHIPS ARE OBSERVING SAFETY RULES AND TIPS IS VITAL. OTHERWISE, IT CAN BRING ABOUT DIRE CONSEQUENCES. HANDLING SUCH AFFAIRS NEEDS A SMART MANAGERIAL STYLE.

THE QUEUING THEORY WAS FIRST RAISED IN THE SECOND WORLD WAR. THIS THEORY IS GENERALLY APPLIED IN DIFFERENT INDUSTRIES. EVEN IN URBAN TRAFFIC THIS THEORY IS BEING APPLIED. ALSO, THIS THEORY HAS BEEN APPLIED IN MARITIME TRANSPORTATION. OUR COUNTRY, IRAN, FACING WITH THE GROWING DEVELOPMENT OF CONTAINER TRANSPORTATION HAS ACTUALLY ENTERED NEW ERA. ONE OF THE MOST SIGNIFICANT ATTRIBUTES OF THE CONTAINER TRANSPORTATION IS ITS EXTRAORDINARY DISCIPLINE. AS OF THE TIME WHEN THE CUSTOMER ENTERED IN THE CYCLE OF CONTAINER TRANSPORTATION ACTUALLY STEPS INTO A NEATLY ORDERED AND DISCIPLINED PROCESS THAT SHOULD BE WAITING FOR HIS/HER SERVICES SUCH AS: DELIVERY OF EMPTY CONTAINER, RECEIVING FULL CONTAINER, WAITING FOR LOADING/DISCHARGE IN DESTINATION AND ETC.IN THE OTHER HAND ONE OF THE MOST IMPORTANT ITEMS WHICH ARE SPECIAL TO THE CONTAINER TRANSPORTATION IS PROVIDING EMPTY CONTAINER TO BE STAFFED WITH GOODS WHICH CANNOT BE MANAGED WITHOUT APPLICATION OF THE QUEUING THEORY. AS THE FIGURES RELATED TO THE MOVEMENT OF THE CONTAINERS AMOUNTS TO MILLIONS, THE ISSUE OF COSTS, TIME AND PRODUCTIVITY REALLY MATTER. THE APPLICATION QUEUING THEORY IN MARITIME TRANSPORTATION SPECIAL IN CONTAINER TRANSPORT HAS DELIVERED REMARKABLE RESULTS.

WITH LONG COASTLINE IN THE NORTH AND THE SOUTH AND LOCATED IN ONE OF THE MOST SENSITIVE AREAS OF THE WORLD, IRAN FEEL MORE THAN EVER THE ESSENTIALITY TO DEVELOP ITS COMMERCIAL FLEET WITH THE PURPOSE OF ACHIEVING THE ECONOMIC INDEPENDENCE. IT IS NOTEWORTHY THAT THE UPBEAT ECONOMIC TREND OF THE ADVANCED COUNTRIES HEAVILY HINGES ON THE TRADE AND MARITIME TRANSPORTATION.DEVELOPMENT OF THE MARITIME INDUSTRY IS OF GREAT IMPORTANCE IN IRAN WHICH NEEDS SOME CHANGES TO MAKE IT CONFORM TO THE LATEST GLOBAL STANDARDS. WE WITNESS THE MOVEMENT OF THE WORLD MARITIME INDUSTRY TOWARDS UTILIZATION OF THE MODERN EQUIPMENT PARTICULARITY IN SHIPPING ACTIVITIES. OBVIOUSLY, NO COUNTRY CAN STAND AGAINST THE ADVANCEMENT OF TECHNOLOGY IN MARITIME INDUSTRY AND THE ONLY SOLUTION IS TO GET COORDINATED WITH THE DEVELOPMENT AND ADVANCEMENT THIS IS CURRENTLY UNDER WAY IN MARITIME INDUSTRY THROUGH MAKING REQUIRED CHANGES IN ALL RELEVANT AUTHORITIES IN THIS RESPECT.

SINCE 2001, GLOBAL MARITIME INDUSTRY RAN INTO A BIG CHALLENGE CREATED BY TERROR ATTACKS OF 9/11. THIS LED TO A DRAMATIC DECLINE IN DEMAND FOR SHIPBUILDING IN EUROPEAN COUNTRIES. IN THE OTHER HAND, THANKS TO GROWING PRICE OF THE OIL, TENDENCY TO USE NEW ENERGIES HAS INCREASED. IN THIS RESPECT, DEMAND FOR CONSTRUCTION OF LGN AND LPG SHIPS HAS ALSO INCREASED.PORTS ARE A PART OF MARITIME TRANSPORTATION AND ARE MOVING TOWARD CONTAINERIZATION CREATING THE NEED FOR CONTAINER FACILITIES AND HANDLING EQUIPMENT. FURTHERMORE, WILLINGNESS FOR OIL AND GAS EXPLORATION OFFSHORE HAS INCREASED WHICH HAS LED TO HIGHER DEMAND FOR OFFSHORE FACILITIES IN THE MARKET. THIS IMPLIES THAT MARITIME TRANSPORTATION IN IRAN COULD RESPOND AFFIRMATIVELY TO THESE DEMANDS.

DEVELOPMENT OF MARITIME ACTIVITIES AND ITS CONTRIBUTION TO THE NATIONAL ECONOMY CONSIDERING IRANIAN ACCESS TO THE SEA AND ITS PORTS IN THE SOUTH (PERSIAN GULF) AND NORTH (CASPIAN SEA) IS NOTEWORTHY FOR AN EXPERT STUDY TO DRAW A PREDICTION FOR THE NEXT 20 YEARS. THIS STUDY CAN DELIVER VALUABLE FINDINGS TO DEMONSTRATE THE IMPACT AND THE ROLE OF MARITIME TRANSPORTATION WITH ITS OBVIOUS AND CONCEIVED ADVANTAGES IN THE NATIONAL ECONOMY. THIS STUDY ALSO CAN PROVIDE SOLUTIONS TO MAKE A BEST USE OF MARITIME CAPABILITIES TO CONTRIBUTE THE NATIONAL ECONOMY.CURRENTLY MORE THAN 80% OF THE CARGO IMPORT AND EXPORT IS CARRIED OUT VIA PORT THROUGH MARITIME TRANSPORTATION. TAKING INTO ACCOUNT THE MASSIVE NATIONAL FLEET BOTH IN OIL AND NON-OIL CARGO, MARITIME TRANSPORTATION IS POTENTIAL TO WELL CONTRIBUTE TO THE NATIONAL ECONOMY. OBVIOUSLY, THE SERVICES PROVIDED IN MARITIME TRANSPORTATION SECTOR NEED TO CONFORM TO THE LATEST INTERNATIONAL STANDARDS SET BY PERTINENT AUTHORITIES SUCH AS INTERNATIONAL MARITIME ORGANIZATION (IMO) AND RELEVANT CONVENTIONS.

BY THE USAGE OF VARIOUS BIOLOGICAL METHODS DIFFERENT KINDS OF HAZARDOUS INDUSTRIAL WASTE WHICH ARE CONTAIN OF HEAVY METALS CAN BE PURIFY BEFORE ENTERING TO THE MARINE AND OCEANIC ECOSYSTEMS. ABSORPTION, SEDIMENTATION AND BIOLOGICAL DEFORMATION ARE THE MOST IMPORTANT MECHANISMS FOR CONTROL AND DECREASING POISONOUS HEAVY METALS. IN BIOLOGICAL ABSORPTION METHOD METALS SUCH AS PB, HG, CD AND ZN BY S-2 (SULFIDE) FROM REDUCTION BACTERIA'S ACTIVITIES, FROM NO DISSOLVABLE SEDIMENTS WHICH THEIR DEFORMATION ARE REDUCTION OF U+6 TO U+4, CR+6 TO CR+3 , HG+2 TO HG0 AND OXIDATION OF AS+3 TO AS+5.

FROM LONG TIME AGO, SEA HAS BEEN ONE OF THE VITAL ARTERIES OF HUMAN CONNECTION AND IT HAS BEEN IMPORTANT FOR TRANSPORTATION; CONSEQUENTLY THE EQUIPMENT USED IN THIS AREA WAS OF SPECIAL IMPORTANCE FOR PEOPLE AND SOCIETIES LIVING NEXT TO THE COASTS AND SEAS. TODAY, VESSELS SHOULD FOLLOW SPECIFIC GLOBAL AND INTERNATIONAL MARINE ROLES TO BE ABLE TO TRAFFIC IN VARIOUS NATIONAL OR INTERNATIONAL PORTS AND COASTS. LOTS OF THESE ROLES AFFECT THE TECHNICAL ISSUES OF VESSELS CONSTRUCTION WHICH EACH VESSEL SHOULD HAVE. THE TECHNICAL CHARACTERISTICS OF EACH VESSEL DIFFERS CONSIDERING ITS DUTY AND USE, BUT THE THING WHICH IS SHARED AMONG THEM IS HAVING CERTIFICATES FOR BEING ABLE TO TRAFFIC, SUCH AS: CHARACTERISTICS ASSOCIATED WITH THE SAVING AND PROTECTION OF PEOPLES LIFE ON THE VESSEL (WORKING ON THE VESSEL), SAFETY OF ENVIRONMENT AND WATERWAYS, SAFETY OF TELECOMMUNICATION AND NAVIGATION FACILITIES, AND ETC. SINCE THE INSPECTORS OF CLASSIFICATION SOCIETIES HAVE THE RESPONSIBILITY OF MONITORING AND CONTROLLING THE INSTALLATION AND USE OF VESSELS TECHNICAL EQUIPMENT AT THE CONSTRUCTION TIME OR USING TIME, THE WORK OF THESE INSPECTORS HAS THE HIGHEST IMPORTANCE IN DEFINING THE EFFICIENCY. OTHER THAN MONITORING AND INSPECTING THE QUALITY CONTROL SECTION OF SHIPYARDS, THE INSPECTORS OF CLASSIFICATION SOCIETIES CONSIDER THE CONSTRUCTION PLAN IN EACH CASE WITH PRECISION AND REPORT THE IMPERFECTIONS QUICKLY. OBSERVING THE TECHNICAL AND SAFETY POINTS, USE OF RIGHT ENGINEERING METHODS, USE OF PERMITTED AND APPROPRIATE MATERIAL, DOING NON-DESTRUCTIVE TESTS AND RECONSTRUCTING THE DEFECTIVE PARTS ARE OF CASES WHICH ARE APPLIED AND MONITORED BY INSPECTORS.

THE EXPORT OF THE PETROCHEMICAL PRODUCTS IS OR GREAT IMPORTANCE IN ECONOMIC DEVELOPMENT OF THE COUNTRY. IT CAN GREATLY CONTRIBUTE TO THE PROSPERITY OF THE ECONOMY IN IRAN. ACCORDINGLY, THE STATE MEN AND DECISION-MAKERS ATTACH A HIGH CREDENCE TO THE EXPORT OF THIS PRODUCT. DEVELOPMENT OF THIS PRODUCT AND ENTERING INTO GLOBAL MARKETS AND COMPETING WITH NOTABLE COMPETITORS IMPLIES CERTAIN LEVEL OF QUALITY. IT ALSO NEEDS A ROBUST SYSTEM OF MARKETING, SELLING AND DISTRIBUTION AS WELL AS TRANSPORTATION. IN THIS RESPECT THE PERTINENT INTERNATIONAL RULE AND REGULATION SHOULD BE TAKEN INTO ACCOUNT.THE PETROCHEMICAL PRODUCTS ACCOUNTS FOR A GREAT PART OF THE EXPORT IN IRAN AND IN LIGHT OF THE FACT THAT MORE THAN 80% OF TRANSPORT IN IRAN IS CARRIED OUT VIA SEA, THIS KIND OF PRODUCTS HAS AN IMPORTANT ROLE BOTH IN MARITIME TRANSPORTATION OF THE COUNTRY AND NATIONAL ECONOMY. IN THIS ARTICLE, THE STATISTICS RELATING TO THE EXPORT OF THE PETROCHEMICAL PRODUCTS IN IRAN WILL BE PROVIDED AND ITS ROLE IN BOOSTING THE NATIONAL ECONOMY WILL BE ADDRESSED.

IN THE LIGHT OF THE GEOGRAPHICAL LOCATION, IRAN HAS AN IMPORTANT COUNTRY IN TERMS OF FISHERIES. SOME 1000 KM OF COASTLINE IN THE NORTH BORDERING THE CASPIAN SEA AND 1800 KM OF COASTLINE BORDERING THE PERSIAN GULF IN THE SOUTH OF THE COUNTRY HAS PROVIDED IRAN WITH A GREAT OPPORTUNITY FOR FISHING ACTIVITIES.TODAY, FISHERIES ACTIVITIES ARE NOT CARRIED OUT IN ITS TRADITIONAL FORM AND ARE MOVING TOWARDS MODERN ONES. THE NUMBER OF FISHING BOATS HAS INCREASED COMPARED TO THE PAST. MANAGEMENT OF THE FISHING PORTS AND PROVIDING FOR THE SAFETY OF THESE PORTS IS OF GREAT IMPORTANCE WHICH WILL BE DEALT WITH IN THIS ARTICLE.

SEAFARING HAS BEEN ONE OF THE MOST ANCIENT AND ADVENTUROUS ACTIVITIES OF THE MAN. IT HAS RESULTED IN SCIENCE AND TECHNOLOGY PROGRESSES, DISCOVERING UNKNOWN LANDS SUCH AS THE AMERICA CONTINENT, FORMATION OF GOVERNMENTS AFTER THE MIDDLE AGES, AND COLONIZATION OF EUROPEANS OVER VAST PARTS OF THE WORLD. ALTHOUGH IRAN HAS LONG MARINE BORDERS IN NORTH AND SOUTH AND THOUSAND YEARS OF SEAFARING, IT HASN’T GAINED ITS REAL PLACE IN HISTORY EXCEPT IN SOME SECTIONS. THE PRESENT ARTICLE INVESTIGATES THE PAST AND COMPARES IRAN WITH OTHER COUNTRIES TO FIND THE REASONS OF THIS HISTORICAL WEAKNESS AND ANSWER SOME QUESTIONS WITH LOOKING AT THE EFFORTS DONE AFTER THE REVELATION. SOME OF THESE QUESTIONS ARE:- HAVE WE BEING ABLE TO BE SUCCESSFUL IN SUPPLYING HUMAN POWER AND NEEDED EQUIPMENT IN SUBJECTS WHICH ARE DONE BY 90 PERCENT OF IMPORT AND EXPORT AND MORE THAN 70 PERCENT DONE FUNDAMENTALLY?- DOES MERE ATTENTION TO TRAINING THE MARINE EXPERT RESULT IN MARINE JOBS AND THE DEPENDENT INDUSTRIES FIND THEIR IMPORTANCE AND PLACE? OR MORE EFFECTIVE STEPS SHOULD BE PUT IN OTHER FUNDAMENTAL FIELDS SUCH AS MARITIME CULTURE?- WHAT OBSTACLES ARE FRONT OF DEVELOPING THE MARITIME CULTURE AND WHAT ARE THE SOLUTIONS?- WHAT CHALLENGES ARE SEAFARERS FACING AND HOW CAN THESE CHALLENGES BE SOLVED?

OUR COUNTRY, IRAN, WITH A TOTAL AREA OF MORE THAN 1648 MILLION SQUARE KILOMETERS IS LOCATED IN THE MIDDLE EAST REGION WITH A GREAT ACCESS TO THE SEA IN THE NORTH (CASPIAN SEA) AND THE SOUTH (PERSIAN GULF) WITH AN IDEAL STRATEGIC GEOGRAPHICAL LOCATION. IT HAS 2500 KM OF COASTLINE IN THE SOUTH BORDERING THE PERSIAN GULF. SOME BELIEVE THAT PERSIAN GULF IS AMONG THE TOP 7 MOST SENSITIVE AND IMPORTANT AREAS IN THE WORLD WHICH IS HOME TO A SUBSTANTIAL OIL AND GAS RESERVE. THIS IDEAL LOCATION HAS PROVIDED US WITH A GREAT OPPORTUNITY TO AVAIL OURSELVES FROM MARITIME TRANSPORTATION ADVANTAGES.OBVIOUSLY, THERE IS DIRECT CORRELATION BETWEEN THE ECONOMY AND TRANSPORTATION. MARITIME TRANSPORTATION CAN GIVE A GREAT CONTRIBUTION TO THE NATIONAL ECONOMY. WITH A CLOSE LOOK TO OUR HISTORY BACK IN 50 YEARS, WE NOTICE THAT UNFORTUNATELY THIS OPPORTUNITY HAS NOT BEEN FULLY APPRECIATED AS YET. IN THIS ARTICLE THE WAY TO TAKE THE BEST ADVANTAGE OF THE MARITIME TRANSPORTATION POTENTIAL WITH A VIEW TO PROMOTE THE MARITIME INDUSTRY WILL BE DISCUSSED.

CONSIDERING VARIOUS CHANGES IN VESSELS AND THEIR JOURNEYS WHICH RESULT IN SPEED ACCELERATION, MORE QUARTERING, FACILITATING GOOD TRANSPORT AND INCREASING THE PERSONNEL PRESENCE IN THE OCEANS, THE THOROUGH EXAMINATION WILL BE AN OBLIGATORY ACT BEFORE DISPATCHING TO THE SEA. ALTHOUGH THE INCREASE OF EQUIPMENT AND VESSELS MECHANIZATION EFFECTS FACILITATION OF THEIR USE, LACK OF RIGHT USE AND OBSERVATION OF THE SAFETY PRINCIPLES ELEVATES THE ACCIDENTS IN SHIPS. ON THE OTHER HAND, LACK OF ACCESS TO TREATMENT AND MEDICAL FACILITIES IN VESSEL MAY RESULT IN INSECURE FEELING AND INCREASE MORTALITY IN PATIENTS. SO, MODERN DIAGNOSIS AND TREATMENT METHODS, WITH HELP OF TREATMENT CENTERS OUTSIDE THE SHIPS, ARE DEVELOPED AND A GOOD EXAMPLE OF THESE MODERN METHODS IS TELEMEDICINE. TELEMEDICINE IS THE PROCESS OF DOING EXAMINATIONS, ANALYZING THE PATIENT PARAMETERS, DIAGNOSIS AND PRESCRIBING TREATMENTS WHICH ARE DONE USING DATA TRANSFER TECHNOLOGY FROM A FAR DISTANCE. IT INVOLVES THE PATIENT-PHYSICIAN RELATIONSHIP, THE MEDICAL ASSISTANT-PHYSICIAN RELATIONSHIP ON THE PATIENT BED-SIDE AND THE PHYSICIANS CONSULTING TOGETHER. IT NEEDS SPECIAL EQUIPMENT AND INSTRUMENTS WHICH TAKE THE NEEDED PARAMETERS FROM THE PATIENT AND DISPOSE THEM TO THE PHYSICIAN. AFTER RECEIVING INFORMATION AND ANALYZING, THE PHYSICIAN PRESCRIBES THE NEEDED TREATMENT. THE MOST IMPORTANT ADVANTAGES OF THIS METHOD ARE HIGH SPEED, HIGH QUALITY, AND LOW COSTS WHICH MAY RESULT IN SAVING THE PATIENT LIFE. ANOTHER BENEFIT IS THE SENSE OF SECURITY FOR THOSE WHO WORK IN REMOTE AREAS. ALSO, BY PHYSICIANS CONSULTING TOGETHER, THE TREATMENT ACCURACY CAN BE ENHANCED. THE APPLICATIONS OF TELECOMMUNICATION INCLUDE TREATMENT IN AMBULANCE, SHIP, TRAIN, PLANE, AND REMOTE OPERATIONAL AREAS SUCH AS EXPEDITIONS IN THE ARCTIC, OCEANS AND REMOTE ISLANDS. NOW, THE REMOTE SURGERY HAS BECOME POSSIBLE USING THIS METHOD.

DESIGNING THE MARINE STRUCTURES USED FOR OIL AND GAS PRODUCTION INVOLVES SOME TECHNICAL ISSUES WHICH SHOULD BE ANALYSED APPROPRIATELY. THESE STRUCTURES ARE DISPOSED TO CONSTANT AND VARIABLE FORCES WHICH ARE DUE TO WIND, CURRENT AND WAVES AND THE WAVE GAUGING AND AEROLOGY (ENVIRONMENT FACTORS) DATA WILL CERTAINLY BE CONSIDERED AS THE MAIN PARAMETERS IN DESIGNING MARINE STRUCTURES. SO, USING THE ABOVE MENTIONED DATA HELPS IN DECREASING THE ERRORS IN ESTIMATING THE WORST STRUCTURE WORK CONDITION AND PROVIDES OPTIMUM DESIGN CONSIDERING THE COSTS AND CONSTRUCTION TIME INTERVAL. THE PRESENT RESEARCH INVESTIGATES THE IMPORTANCE OF OCEANOGRAPHY ORB AND ITS USES. ALSO, THE WAVE GAUGING PARAMETERS AND THEIR USE IN ANALYZING THE MARINE STRUCTURES ARE EMPHASIZED. MOREOVER, THE ANALYSIS OF WAVE GAUGING DATA SENT BY IRAN-ASTARA OCEANOGRAPHY ORB IS DONE AND THE RESULTS ARE PRESENTED BY SOME CURVES.

THE ESSENTIALITY OF DEVELOPING AN INTERNATIONAL COORDINATED SYSTEM TO PROVIDE SEARCH AND RESCUE (SAR) SERVICES TO THE SHIPS IN DISTRESS HAS BEEN A CONCERN FOR THOSE INVOLVED IN MARITIME RELATED ISSUES. OBVIOUSLY, DEFINING REQUIREMENTS AND STANDARDS FOR PROVIDING SAR SERVICES ARE OF PARAMOUNT IMPORTANCE IN THIS RESPECT WITH A VIEW TO AVOID FREQUENT OCCURRENCES OF THE MARINE ACCIDENTS.TO ACHIEVE THIS PURPOSE, INTERNATIONAL CONVENTION FOR MARITIME SEARCH AND RESCUE WAS ADOPTED IN HAMBURG IN 1979 UNDER THE AUSPICES OF THE INTERNATIONAL MARITIME ORGANIZATION (IMO). THIS CONVENTION CONTAINS THE MECHANISMS FOR COORDINATION BETWEEN THE COASTAL STATES FOR PERFORMING OF SEARCH AND RESCUE OPERATION AND TAKING NECESSARY ARRANGEMENTS TO SAVE LIVES IN DISTRESS AT SEA. ESTABLISHMENT OF MARITIME RESCUE COORDINATION CENTER (MRCC) IS AMONG THE MEASURES PROPOSED IN SAR CONVENTION.

SHIPPING IS A SERVICE IN NATURE WHICH HAS BEEN USED BY HUMAN BEING FROM THE VERY BEGINNING FOR CONTRIBUTION TO ECONOMIC SITUATION AND RAPID MOVEMENT OF CARGO. WITH THE PASSAGE OF TIME, THIS IMPORTANT TOOL WAS USED BY THE GOVERNMENTS FOR BOOSTING THE NATIONAL ECONOMY. IN THE OTHER HAND, SHIPPING ACTIVITIES ALWAYS EMBRACE NEW AND MODERN TECHNOLOGIES AS WELL AND HAS PLAYED A GREAT ROLE IN INTERNATIONAL TRANSACTIONS.IT IS OBVIOUS THAT THE SHIP ITSELF IS NOT A COMMODITY BUT IT IS A TOOL FOR MOVEMENT OF CARGO WHICH IS A GREAT AND IMPORTANT SERVICE. IN IRAN THERE IS NOT ANY MECHANISM MAKING SHIPPING ACTIVITIES COMPETITIVE LIKE THOSE OF ADVANCED COUNTRIES. UNFORTUNATELY, IN IRAN, SHIP IS CONSIDERED AS A COMMODITY ITSELF. AS AN INSTANCE, CUSTOM FORMALITIES RELATED TO CARGO CLEARANCE REQUIRE THAT THE SHIP OWNERS MUST PAY 5% OF THE TOTAL VALUE AS THE CUSTOM DUES. THIS RULE APPLIES TO ALL KINDS OF SHIPS. THIS IS INDICATIVE OF THAT FACT THAT IN IRAN THE SHIP IS TREATED AS A COMMODITY LIKE THE OTHER GOODS. THIS ISSUE IS NOT THE SAME AS IT IS IN IRAN.

THE CASPIAN SEA, HAVING MORE THAN 850 ANIMAL SPECIES, 500 PLANT SPECIES, AND 400 EXCLUSIVE LIVING SPECIES, HAS BEEN CONSIDERED AS THE LARGEST LAKE IN THE WORLD RESTRICTED BY FIVE COUNTRIES. IT HAS UNIQUE CHARACTERISTICS WHICH PROPOSE IT AT WORLD SCALE FROM CULTURAL, SCIENTIFIC, ECONOMIC AND TOURIST ATTRACTION DIMENSIONS. IN THE RECENT AGE, THIS ECOSYSTEM HAS BEEN ATTACKED AND SERIOUSLY DESTRUCTED AND IF THE DAMAGE SPEED WON’T BE STOPPED OR DECELERATED, IT WILL CAUSE IN COMPLETE DESTRUCTION. RELEASING MORE THAN ONE MILLION TONS OF OIL IN THE RECENT DECADE, THE INFLUX OF 1620 TONS OF TOXIC METALS BY THE VOLGA RIVER, AND DECREASE OF FISHING VARIOUS FISH SPECIES SPECIALLY STURGEON FROM THIRTY THOUSAND TONS IN 1985 TO 5672 TONS IN 1995 ARE SOME OF THE INDEXES OF CASPIAN SEA DESTRUCTION PROCESS. ABUNDANT TOURIST ATTRACTIONS IN CASPIAN SEA COASTS ARE GOOD OPPORTUNITIES WHICH, OTHER THAN PROMOTING THE PLACE OF IRAN IN THIS INDUSTRY, HELP IN SURVIVAL OF ORGANISMS WHICH ARE SUBJECT TO EXTINCTION, PREVENTING THE ENVIRONMENT DESTRUCTION, PROMOTING THE ENVIRONMENTAL CULTURE, PRESERVING THE HEALTH, PROMOTING THE ECONOMIC CONDITION AND PREVENTING MORE DESTRUCTION OF THIS UNIQUE ECOSYSTEM WITH SCIENTIFIC AND FUNDAMENTAL PLANNING IN ACCORDANCE WITH THE ECOTOURISM PURPOSES.

IN THE TRANSPORT SECTION, THE MARINE TRANSPORT HAS A SPECIAL AND IMPORTANT PLACE SUCH THAT ALL THE COUNTRIES IN THE WORLD ARE TRYING TO HIGHER THE ABILITIES OF THIS INDUSTRY. SO, THE RIGHT MANAGEMENT WILL BE OF HIGH IMPORTANCE IN THIS INDUSTRY. NOW, THE IRANIAN MARITIME FLEET IS ONE OF THE FIRST 24 COUNTRIES IN THE WORLD FLEET AND IN THE 4TH DEVELOPMENT PLAN ESPECIAL ATTENTION WAS GIVEN TO THIS SECTOR REGARDING THE COMPLETION AND DEVELOPMENT OF PORTS AND COMMERCIAL; AND DEVELOPMENT OF TECHNICAL, OPERATIONAL AND SCIENTIFIC KNOWLEDGE OF EMPLOYEES IN THE MARINE TRANSPORT. THE MARITIME TRANSPORT INDUSTRY INCLUDES SHIPPING AND PORT ACTIVITIES, PERIPHERY SERVICES, VESSELS REPAIR AND MAINTENANCE, FISHERY AND HAS AN IMPORTANT ROLE IN ECONOMY OF THE COUNTRY; SO, WITH RIGHT MANAGEMENT AND PLANNING OF THIS INDUSTRY, MANY PURPOSES MAY BE ACHIEVED. THE PRESENT ARTICLE DISCUSSES THE IMPORTANT ROLE OF FISHING VESSELS IN MARITIME TRANSPORT.

THE WORD ‘DEPRIVED’ HAS ACCOMPANIED THE NAMES OF OUR BEAUTIFUL SOUTHERN PROVINCES FOR YEARS. THIS BITTER REALITY IS FELT MORE WHEN IT IS OBSERVED HOW PRECIOUS OCCASIONS HIDDEN IN OUR SHORELINES IN PERSIAN GULF ARE EASILY BEING IGNORED. EVEN HEAVY TRAFFIC THAT IS ONGOING BY THOUSANDS OF VESSELS IN THIS AREA HAS NOT MANAGED TO BENEFIT THESE PROVINCES SO FAR. THIS PAPER IS GOING TO SCRUTINIZE THIS ISSUE AND MAKE RECOMMENDATIONS TO DULY ADDRESS IT. THE RECOMMENDATIONS THAT ARE GOING TO BE MADE ARE RELATED TO INSUFFICIENT CREDITABILITY OF IRANIAN PORTS IN THE EYES OF SHIP OWNERS, COMMANDERS AND INTERNATIONAL MARINE COMPANIES. ALSO INSUFFICIENT DEVELOPMENT IN OUR NATIONAL MARINE INDUSTRY AND INCREASING UNEMPLOYMENT IN OUR ISLANDS AND PORTS THAT IS DRIVEN BY THE DEVIL PHENOMENON OF SMUGGLING AND THE DRAIN OF CAPITALS OR SHIFTING OUR LOCAL INVESTORS FROM INFRASTRUCTURE FACILITIES TO SPURIOUS JOBS OTHER TOPICS THAT THIS PAPER IS GOING TO ADDRESS. A CHIEF RECOMMENDATION THAT IS MADE HERE IS A REVISION AND REFORMATION IN REGULATIONS AND INSTRUCTIONS THAT ARE IN FORCE BY OUR CUSTOMS ADMINISTRATION AND OUR PORTS WHICH HAVE SLOWED DOWN BUSINESS AND SERVICE INDUSTRIES AND PORT ACTIVITIES IN THE PAST YEARS, PARTICULARLY WHEN IT COMES TO IMPORTATION OF SPARE PARTS, MACHINES AND MARINE EQUIPMENT THAT ARE INCREASINGLY NEEDED BY MARINE COMPANIES AND INDUSTRY.

A LOOK AT THE TREND OF OWNERS VISION IN MODERN SHIPPING AND MARINE TRANSPORTATION INDUSTRY TOWARDS INCOME GENERATING AND COST REDUCING THROUGH EMPLOYMENT OF SOME SPECIAL MEANS AS WELL AS MODERNIZATION OF SHIPS AND MAKING THEM ENERGY-EFFICIENT IN LINE WITH MAKING EFFORT TO KEEP MARINE ENVIRONMENT SAFE AND CLEAN, CHANGE OF ATTITUDE OF SPECIALIZED OPERATORS AND TOWARDS MARINE OPERATIONS, UTILIZATION OF INDIVIDUAL CAPABILITIES AND ITS GENERALIZATION TO OTHERS, ESTABLISHMENT OF INCREASINGLY HUMANE LAWS, TRANSPARENCY MADE IN RELATION TO MANPOWER PRODUCTIVITY/CAPITAL/TECHNOLOGY/TRANSPORTATION AND EVENTUALLY EMERGENCE OF COMPUTER AND TELECOMMUNICATION TECHNOLOGIES ARE DRIVING SHIPPING AND MARINE INDUSTRY IN A ROUTE THAT IT WOULD BE IMPOSSIBLE TO SURVIVE WITHOUT DEPLOYING MODERN/INNOVATIVE MEANS. WORLD MILITARY AND ECONOMIC POWERS ARE BEGINNING TO ESTABLISH CONTROL OVER SEAS UNDER SECURITY JUSTIFICATIONS. SUCH INTERVENTION INTERFERES WITH OWNERS’ OPERATION IMPOSING UNJUSTIFIED COSTS TO THEM. THIS ARTICLE SEEKS TO DEAL WITH THE EQUIPMENT AND MEANS THAT DISTURB NORMAL ACTIVITIES IN MARINE ENVIRONMENT AND THE BULLISH LAWS THAT WORLD POWER EXERCISE QUITE UNILATERALLY. THE MOST INTERESTING POINT IS THAT OWNERS OPERATING IN SMALL-SCALE INDUSTRIES AND THOSE WHO OPERATE LARGE-SCALE COMPANIES WHO ARE WORKING FOR YEARS IN THIS INDUSTRY ARE ACTUALLY FORCED TO ABIDE BY SUCH AN ABNORMAL SITUATIONAND DO NOT THINK ABOUT DEFENDING THEIR INTERESTS THROUGH LEGAL CHANNELS. THIS PAPER IS GOING TO ELABORATE ON THE FACT THAT HOW IT IS POSSIBLE TO RISE TO THE BULLISH POLICIES BY WORLD POWERS BY COLLECTIVE ACTION AND USING ADVANCED TECHNOLOGY.

EVERY SOCIETY IS CONSTANTLY IN SEARCH OF GROWTH AND ECONOMIC DEVELOPMENT. MARINE TRANSPORTATION INDUSTRY IS A REALM WITH HUGE POTENTIAL TO GIVE SUCH A CHANCE TO EVERY NATION. STATES DO THEIR BEST TO PROVIDE A FERTILE GROUNDING FOR INVESTORS TO MAKE THEIR INVESTMENTS IN THEIR TERRITORIES. FOR THIS PURPOSE THEY ARE MINDFUL OF THEIR ECONOMIC SECURITY PARTICULARLY IN MARINE TRANSPORTATION SECTOR. SECURITY AND STABILITY IS VITAL FOR THIS INDUSTRY. FOLLOWING SEPTEMBER 11, WESTERN COUNTRIES, UNDER PRESSURES BY US, STARTED TO THINK ABOUT NEW REGULATIONS IN THEIR MARINE TRANSPORTATION INDUSTRIES. THIS TREND EVENTUALLY PENETRATED INTO IMO. THE OUTCOME WAS A ISPS CODE WHICH WAS APPROVED AND ADOPTED BY ITS MEMBER STATES. IT MAINLY AIMED TO LAY DOWN PROVISIONS FOR THE PURPOSE OF ENSURING SECURITY IN MARINE TRANSPORTATION. THIS CODE COMPRISES OF TWO CHAPTERS: CHAPTER A CONTAINS BINDING REQUIREMENTS AND CHAPTER B COMPRISES OF A SERIES OF SOLUTIONS DESIGNED TO MEET REQUIREMENTS SET OUT BY CHAPTER A. THE WHOLE CODE SEEKS SECURITY AND SAFETY OF SHIPS AND PORTS. IT FURTHER ENABLES STATES TO TAKE PROPER ACTIONS TO HANDLE CHALLENGES AND CHANGES THAT MAY PUT SHIPS EXPOSED TO VULNERABILITY. THE NEW REQUIREMENTS PROVIDE STATES WITH AN INTERNATIONAL FRAME THAT CAN BE USED FOR THE PURPOSE OF ENSURING SECURITY AND SAFETY IN THEIR TRANSPORTATION SECTORS. ALSO, REDUCED PERILS FACING THIS INDUSTRY AND REDUCED VULNERABILITY OF THE INDUSTRY ARE OTHER GOALS BEING PURSUED BY THESE REQUIREMENTS.

INTERNATIONAL MARITIME ORGANIZATION (IMO) IS ONE OF THE AFFILIATED ORGANIZATIONS TO THE UNITED NATIONS. IMO WAS ESTABLISHED WITH THE OBJECTIVES OF SAFETY OF SHIPPING, CLEANER OCEANS, PROTECTION OF MARITIME ENVIRONMENT, FORMULATION OF THE RULES AND REGULATIONS GOVERNING ACTIVITIES IN THE AREAS OF PORT AND MARITIME. SOME 167 COUNTRIES ARE MEMBERS OF THE IMO ACCOUNTING FOR 3.4 OF THE WORLD COUNTRIES. IMO IS CONSISTED OF AN ASSEMBLY COMPRISING ALL MEMBERS OF THE IMO AND A COUNCIL TOGETHER WITH 5 MAIN COMMITTEES AND 10 SUB-COMMITTEES.THE COMMITTEES ARE: MARITIME SAFETY, MARITIME ENVIRONMENT PROTECTION, TECHNICAL COOPERATION, FACILITATIONS AND LEGAL COMMITTEE. GENERAL ASSEMBLY MEETS ON A BIENNIAL BASIS AND ITS COMMITTEES MEET ANNUALLY. TO DATE, IMO HAS RATIFIED NUMEROUS CONVENTIONS REGARDING SHIPPING ACTIVITIES AND MARITIME ENVIRONMENT. IMO HAS ADOPTED SOME 61 CONVENTIONS AND PROTOCOLS TO ACHIEVE ITS PURPOSES SET FORTH IN IMO CONVENTION. THERE IS NO DOUBT THAT THE IMO HAS LEFT AN ENORMOUS IMPACT ON THE MARITIME TRANSPORTATION THROUGH SETTING UNIFIED AND INTERNATIONAL RULES AND REGULATION IN SHIPPING ACTIVITIES.

THERE ARE OVER 156 FISHING PORTS IN IRAN. THESE ARE IDEAL PLACES FOR PROMOTION OF SOCIOECONOMIC GROWTH IN COASTAL AREAS. THEY CAN ALSO PROVIDE OPPORTUNITIES FOR CREATION OF EMPLOYMENT AND FOSTERING FISHING INDUSTRY AND IT RELATED INDUSTRIES. ALTHOUGH FISHING PORTS ARE BUILT FOR GOALS OTHER THAN PROFIT GENERATION, IT IS ESSENTIAL TO OBSERVE COST-EFFECTIVE RULES AND PRODUCTIVITY IN ORDER TO TAKE THE ADVANTAGE OF SUCH HUGE NATIONAL CAPITAL IN FOSTERING NATIONAL RESOURCES. TO THIS END, MANAGERIAL SOLUTIONS ARE NEEDED. GOVERNMENT IS THINKING ABOUT ASSIGNING FISHING PORTS TO NON-GOVERNMENTAL SECTOR. IT IS INCREASINGLY BEGINNING TO RECOGNIZE THAT PRIVATE SECTOR (NON-GOVERNMENTAL SECTOR) IS PRETTY BETTER IN HANDLING SUCH AFFAIRS WITH HIGHLY MORE PRODUCTIVE AND ACCURATE METHODS. ENACTMENT OF ARTICLE 88 OF FINANCIAL REGULATIONS OF GOVERNMENT IS A PART OF SUCH ATTEMPT. THIS PAPER AIMS TO GIVE A REPORT OF THE EFFORTS ALREADY MADE IN FISHERY INDUSTRY AS PART OF ASSIGNMENT STRATEGY AND GETTING PRIVATE SECTOR INVOLVED IN THIS ISSUE AND THEN GO ON BY INTRODUCING PROPER SOLUTIONS FOR ENSURING BEST ASSIGNMENTS. FISHING ORGANIZATION INTENDS TO START ASSIGNMENT STRATEGY BY 2 PORTS PER EACH PROVINCE AT THE FIRST STEP. SISTAN VA BALOUCHESTAN PROVINCE HAS LEADING ROLE IN THIS STRATEGY. HORMOZGAN AND KHUZESTAN PROVINCES ARE NEXT IN TERMS OF LEADING ROLE. ONE PORT HAS ALREADY BEEN ASSIGNED AND FOR WHICH A CONTRACT HAS BEEN MADE WHICH WORTH RLS. 480.000.000. IT WAS PROVED THIS ASSIGNMENT HAS SATISFACTORY OUTCOME.

THE SUCCESS OF MARINE SCIENCE TRAININGS DEPENDS ON HAVING STRONG AND KNOWLEDGEABLE TRAINERS. OTHER THAN HAVING KNOWLEDGE AND SCIENTIFIC INSIGHTS, TRAINERS SHOULD HAVE THE ABILITY AND A CLOSE RELATIONSHIP WITH PRODUCTION. SO, IN HIGHER EDUCATION SYSTEM, THE TRAINER ABILITY IS THE MAIN AND BASIC ELEMENT FOR INCREASING THE QUALITY OF TEACHING AND LEARNING PROCESSES AND TEACHING EFFECTIVENESS. THUS, TO ACHIEVE HIGH EFFICIENCY IN TRAINING, THE TRAINING QUALITY OF TRAINERS SHOULD BE IDENTIFIED. CONSIDERING THIS FACT, INVESTIGATION OF ASSESSMENT RESULTS, OTHER THAN IDENTIFYING THE QUALITY OF FACULTY MEMBER ACTIVITIES, PAVES THE GROUND FOR CONTINUOUSLY IMPROVING AND REVISING THE TRAININGS. IN THE PRESENT RESEARCH, A RELIABLE QUESTIONNAIRE INCLUDING 10 QUESTIONS WAS APPLIED FOR STUDYING THE ASSOCIATE DEGREE AND UNDERGRADUATE STUDENTS (ABOUT 200 STUDENTS) IN THE FIRST SEMESTER OF 1381-1382 IN MIRZA KOUCHAK KHAN HIGHER EDUCATION CENTER. THE SAMPLING WAS DONE USING 459 QUESTIONNAIRES APPLIED BY 30 PROFESSORS. THE RESULTS REVEAL THAT THE STUDENTS ATTITUDE TOWARDS ACCEPTABILITY AND EFFICIENCY OF USING VARIOUS FACTORS IN APPROPRIATELY PRESENTING THE MARINE SCIENCES TRAININGS AND OTHER PARAMETERS SUCH AS: CREATING INCENTIVES, NURTURING TALENTS, ENCOURAGING THE RESEARCH AND STUDY, THE RATE OF USING EVIDENCES AND EXAMPLES FOR BETTER UNDERSTANDING OF THE CONTENTS BY TRAINERS, AND THE RATE OF BEING UP TO DATE AND EFFICIENCY OF CONTENTS PRESENTED BY TRAINERS, HAS POSITIVE CORRELATION. IN QUANTITATIVE TERMS, THE QUESTIONS HAVE THE VALUES OF 0.91, 0.89, 0.89, 0.93, 0.96, 0.92, 0.96, 0.94, 0.94, AND 0.97, WHICH SHOW THE POSITIVE ATTITUDE OF STUDENTS TOWARDS TRAINERS’ PERFORMANCE. IN GENERAL, THE RESULTS OF THE EVALUATION SHOW THE FAVORABLE QUALITY OF TRAINING ACTIVITIES IN MIRZA KOUCHAK KHAN HIGHER EDUCATION CENTRE.

GEOGRAPHY IS A SCIENCE THAT HAS LONG BEEN ATTENDED BY MAN FROM THE EARLY CREATION. IT HAS ALSO BEEN PAID ATTENTION BY RULES AND POWERS IN THE WORLD BECAUSE IT HAS BEEN A NECESSITY FOR MAN TO KNOW HIS SURROUNDING ENVIRONMENT IN ORDER TO BE ABLE TO SURVIVE AND CATER FOR HIS NEEDS BY IT. MANY GEOGRAPHIC SCIENTISTS HAVE ALWAYS ACCOMPANIED RULERS AND EMPERORS ALONG HISTORY. HAVING ACCESS TO THREE GREAT MARINE ZONES COUPLED WITH 3 THOUSAND KILOMETERS SHORELINE, IRAN HAS A PECULIARLY VALUABLE GEOGRAPHICAL POSITION. UNHAPPILY, OUT PEOPLE IS NOT CONSCIOUS OF SUCH ADVANTAGE VERY WELL. IT IS A GREAT NECESSITY TO HAVE THEM AWARE OF THE FACT THAT OUR HOMELAND IS REALLY GIVEN SUCH BLESSINGS BY GOD. FOR THE PURPOSE OF PROMOTING MARINE AND COASTAL PROSPERITY TECHNOLOGIES, OFFICIAL AUTHORITIES RESPONDED BY MARKING ONE YEAR AS THE ‘YEAR OF SEAS’ IN 2011. IT IS HIGH TIME TREMENDOUS PLANS WERE MADE TO START A REAL PROCESS. TO THIS END, SOME FACILITIES HAVE ALREADY SET UP INCLUDING: ‘YEAR OF SEAS ADMINISTRATIVE, ECONOMIC COMMITTEE, ATTRACTION AND MANPOWER COMMITTEE, MARINE ENVIRONMENTAL COMMITTEE, SPORT COMMITTEE AND CULTURAL AFFAIRS COMMITTEE’. IT IS HOPED ENFORCEMENT OF PLANS BY THE ABOVE SAID COMMITTEES WOULD FOSTER OPTIMAL UTILIZATION OF MARINE ENVIRONMENT AND COASTAL AREA AND HELP PUBLIC WELFARE IMPROVED SPECIFICALLY FOR THOSE WHO LIVE IN SUCH AREAS.

THE PURPOSE OF THE PRESENT ARTICLE IS TO DISCUSS THE IMPORTANCE OF STABILITY OF MARITIME OCCUPATIONS IN THE LIST OF DIFFICULT AND HAZARDOUS JOBS FROM THE VIEWPOINT OF ORGANIZATIONAL BEHAVIOR INVESTIGATION AND IMPROVEMENT OF HUMAN RESOURCES MANAGEMENT. THE DATA IS COLLECTED THROUGH FIELD STUDY AND ANALYSIS OF THE EXPERIENCES OF PEOPLE BEING ON OCEAN-GOING VESSELS. IT IS CONCLUDED THAT THE DELAY ON STABILIZATION OF MARINE OCCUPATIONS IN THE LIST OF DIFFICULT AND HAZARDOUS JOBS HAS CHALLENGED THE HUMAN RESOURCE MANAGEMENT FIELD AND THE PRESENT ARTICLE IS AIMED TO INVESTIGATE THIS ISSUE FROM MANAGERIAL AND SCIENTIFIC VIEWPOINTS. IT IS DEDUCTED THAT THE MOST IMPORTANT PART OF INSTABILITY OF MARINE OCCUPATION IN THE LIST OF DIFFICULT AND HAZARDOUS JOBS IS THE WEAKNESS OF MANAGERIAL VIEWPOINTS IN JUSTIFICATION OF ITS FUNDAMENTAL RESULTS.

FUNDAMENTAL CHANGES IN MANAGEMENT PRINCIPLES WHICH HAPPENED IN DEVELOPED COUNTRIES DURING THE RECENT YEARS HAVE LIMITED THE COMPETITION IN VARIOUS INDUSTRIES INCLUDING THE INDUSTRY OF MARINE TRANSPORT. THE PRESENT AGE NEEDS USING THE BEST OF SOURCES, FORCES, AND EQUIPMENT FOR PROGRESS IN THE DEVELOPMENT ROUTE. ENTERPRISE RESOURCE PLANNING (ERP) HAS BEEN PROPOSED AS THE GOLDEN KEY OF LOTS OF MANAGERS’ SUCCESS AND THE PRESENT ARTICLE FUNDAMENTALLY DISCUSSED THIS ISSUE. THE OTHER ISSUE WHICH IS DISCUSSED IN THIS ARTICLE IS HOW TO IMPLEMENT THE MODERN METHODS IN FORCES MANAGEMENT AND REVISING THE PRESENT ROUTINES IN VARIOUS PARTS RELATED TO MARINE TRANSPORT SERVICES. STUDYING THE PRESENT ARTICLE PROVIDES THE READER WITH A POSITIVE TECHNICAL POINT TOWARD ERP, SOFTWARE AND HARDWARE SYSTEMS, STRUCTURE CHANGE AND INCREASING THE PRACTICALITY BY DELETING THE TIME AND PLACE INTERVALS USING WEB-BASED SYSTEMS, INTERNAL AND EXTERNAL NETWORKS, AND CLIENT/SERVER-BASED ARCHITECTURE. SO, THE ROUTE TO OPTIMIZING MANAGEMENT SYSTEMS GETS CLEAR. ALSO, SOME SOLUTIONS ARE SUGGESTED FOR USING RFID (RADIO FREQUENCY IDENTIFICATION) AND GPS (GLOBAL POSITIONING SYSTEMS) SYSTEMS TO BE ABLE TO ACCELERATE THE PORT OPERATIONS USING THE BENEFITS OF THESE SYSTEMS AND REMOVING SOME LIMITATIONS.

THE INCREASE OF DEMAND FOR CONSUMING OIL PRODUCTS AND CONSEQUENTLY DEVELOPMENT OF EXPLORATION, EXTRACTION, TRANSPORT, AND EXPLOITATION OF THIS MATERIAL HAS RESULTED IN INTENSIFICATION OF OIL POLLUTIONS IN LAND AND WATER, ESPECIALLY OCEANS AND SEAS. WITH THE EXCESSIVE INCREASE OF OIL SPILLS IN SEAS, THE LIFE OF AQUATICS HAS ENCOUNTERED WITH SERIOUS DANGERS. THUS, VARIOUS METHODS SUCH AS MECHANIC METHODS AND USING SKIMMERS, BURNING, USING PLASTER OR SAND FOR ILLUVIATION OF OIL, AND ETC. ARE USED FOR CONTROLLING OR DELETING THE OIL POLLUTIONS ESPECIALLY IN MARINE ECOSYSTEMS. EACH OF THESE METHODS HAS THEIR WEAKNESSES AND STRENGTHS. THE ELIMINATION AND REDUCTION OF THE OIL POLLUTION ALSO HAPPEN IN NATURAL PROCESSES SUCH AS EVAPORATION, DISSOLUTION, PHOTOCHEMICAL OXIDATION, SEDIMENT DECOMPOSITION AND BIOLOGICAL DECOMPOSITION OF OIL PRODUCTS WHICH ARE THE RESULT OF HIGH ABILITY OF MARINE ECOSYSTEMS IN NATURAL DECOMPOSITION AND ELIMINATION OF POLLUTANTS. AMONG ALL, THE BIOLOGICAL DECOMPOSITION HAS A SPECIAL IMPORTANCE CONSIDERING THE IMPORTANT ROLE OF OIL DEGRADING MICROBES IN ELIMINATION OF OIL SPILLS. THE PRESENT ARTICLE DISCUSSES AND INVESTIGATES THE MECHANISM OF OIL PRODUCTS BIOLOGICAL DECOMPOSITION IN AQUATIC ENVIRONMENTS AND INTRODUCES SOME OF THE OIL DEGRADING BACTERIZES AND FUNGUS.

THIS PAPER SEEKS TO SCRUTINIZE EACH MARINE COLLISION IN SEARCH FOR POSSIBLE CAUSES THAT LED TO SUCH EVENT. IT IS AN ATTEMPT TO DRAW EXPERIENCES THAT CAN BE USED FOR PREVENTION OF POTENTIAL MARINE COLLISIONS LIKE THAT. SUCH EXPERIENCE CAN ALSO BE INCLUDED IN ACADEMIC COURSES FOR ENSURING ACADEMICIANS GAIN INSIGHT INTO SUCH INCIDENTS. IT CAN HELP DYNAMICITY OF THIS INDUSTRY IMPROVE. DEEP LOOK INTO MARINE COLLISIONS PROVIDES DEEP KNOWLEDGE. IT CAN ALSO HELP CORRECTION OF MANAGERIAL PROCESSES AND MECHANISMS AND THEREBY ENHANCING MARINE SAFETY AS AN EFFECTIVE MEANS TO PREVENT COLLISIONS AT SEAS. THERE ARE SEVERAL CONVENTIONS IN PLACE WHICH ATTEND THIS ISSUE: SOLAS REGULATION 1-21 [CHAPTER 1, ART. 21], LOAD LINE CONVENTION (1066) [ART. 23] AND MARPOL CONVENTION 1973 [ART. 8 AND ART. 12] ARE PRIME EXAMPLES THAT DRAW ON PORT STATES AND FLAG STATES’ RIGHTS AND OBLIGATIONS. DEGREE AND INTENSITY OF SUPERVISING MARINE COLLISIONS DEPENDS ON THE DEGREE AND INTENSITY OF THE COLLISION ITSELF. HOWEVER, COLLISIONS THAT TAKE PLACE FOR REASONS OTHER THAN FAILURE TO ABIDE BY RULES MAY CONTAIN LITTLE LESSONS FOR US. THIS PAPER IS GOING TO HAVE A BROAD STUDY ON HOW TO START A SCRUTINY OVER A MARINE COLLISIONS AND THAT WHAT ELEMENTS MUST BE TAKEN INTO ACCOUNT IN ORDER TO ENSURE THE SCRUTINY AND THE FINAL REPORT BEING MADE FROM IT ARE RELIABLE AND ACCURATE IN ORDER FOR MAKING SURE THAT ITS OUTCOME AND FINDINGS ARE BEING USED IN FUTURE.

THERE IS RISK ELEMENT IN EACH ACTIVITY DONE IN THE INDUSTRY. THE RESULTS OF DECISIONS DEPEND ON THE SITUATION WHICH IS OUT OF DECISION MAKER CONTROL, SO IT WILL BE BENEFICIAL TO HAVE KNOWLEDGE ABOUT RISK MANAGEMENT AND THE FACTORS AFFECTING RISK TAKING. THE PRESENT ARTICLE PRESENTS PRECISE AND PRACTICAL DEFINITIONS OF RISK MANAGEMENT IMPLICATIONS AND THE AFFECTING FACTORS. ALSO, WITH INVESTIGATING THE ORGANIZATIONAL BEHAVIOR STUDIES IT PRESENTS AN APPROPRIATE MODEL FOR TAKING RISK. FOR PROMOTING THE RESEARCH AND CULTURE, THE PSYCHOLOGICAL PROCESSING MODEL SHOULD BE CONSIDERED. THIS ARTICLE ASSIMILATES THE RISK MANAGEMENT CONCEPTS AND MODELS AND THE MODELS SUGGESTED IN FACTORS AFFECTING THE RISK TAKING AND EXPLAIN THE EFFECTS OF THIS ASSIMILATION WITH SOME EXAMPLES. THIS ARTICLE PRESETS MODELS AND APPROPRIATE ADMINISTRATIVE PROCEDURES IN THE FORM OF RISK MANAGEMENT PROCESS WHICH IS ABOUT ACTUALIZING RISK MANAGEMENT. MOREOVER, WITH RIGHT UNDERSTANDING OF RISK TAKING FACTORS, HAVING NEEDED TRAININGS ABOUT PSYCHOLOGICAL ISSUES, AND HOLDING NLP CLASSES, THE RISK TAKER PERSON (AS A MANAGER) WITH TAKE A GUIDED RISK. IT IS BELIEVED THAT PSYCHOLOGICAL CONCEPTS AND PERSONAL PSYCHOLOGY HAVE A DIRECT RELATIONSHIP WITH RISK AND RISK TAKING WHICH WILL RESULT IN CLEARER RESULTS BY FUNDAMENTAL GUIDING AND RIGHT UNDERSTANDING OF THE RELATED CONCEPTS.