Academic literature on the topic 'Maritime governance'

Abstract Since President Joko Widodo took office in 2014, he has placed maritime governance at the top of his agenda, as evidenced by the introduction of his vision on Indonesia as a ‘global maritime fulcrum’. This article discusses how his administration has been working towards such a goal. First, it provides an overview of Indonesian laws related to maritime governance. Second, it looks at the institutions responsible for administering, enforcing, and/or applying those laws and how they have been performing their functions. Third, it explores how those institutions cooperate with external parties in four areas of Indonesia’s major interest at present: maritime security; safety of navigation; protection of the marine environment; and illegal, unreported, and unregulated fishing. Lastly, this article also discusses the challenges faced by the State in governing its maritime affairs and offers suggestions for a better maritime governance.

This study aims to explore collaborative models of interagency cooperation and governance reforms in maritime security in post-reform Indonesia to safeguard maritime sovereignty. Using a qualitative descriptive approach, data were collected through interviews with government officials, academics, and maritime security practitioners, as well as from policy documents and related literature. The results indicate that Indonesia faces challenges such as border disputes, illegal fishing, and increased piracy. Collaborative models like Task Force 115, which involves the Navy, Ministry of Marine Affairs and Fisheries, Maritime Security Agency, Water Police, and Attorney General's Office, have successfully enhanced coordination and law enforcement effectiveness in maritime security, particularly in operations against illegal vessels, contributing to more efficient law enforcement and government budget savings. However, challenges such as leadership changes and interagency coordination remain. The study emphasizes the need for maritime governance reforms to improve synergy among government agencies through the simplification of agency structures, strengthening cross-sectoral cooperation, and leveraging technology for operational efficiency. These measures are expected to optimize the management of Indonesia's maritime resources and ensure sustainable maritime security in the future. This research contributes new insights into the implementation of interagency collaboration models and the challenges of maritime security governance reforms in Indonesia. Penelitian ini bertujuan mengeksplorasi model kolaboratif kerjasama lintas lembaga dan reformasi tata kelola keamanan maritim di Indonesia pasca reformasi untuk menjaga kedaulatan maritim. Menggunakan pendekatan deskriptif kualitatif, data dikumpulkan melalui wawancara dengan pejabat pemerintah, akademisi, praktisi di bidang keamanan maritim, serta dari dokumen kebijakan dan literatur terkait. Hasil menunjukkan bahwa Indonesia menghadapi tantangan seperti sengketa perbatasan, penangkapan ikan ilegal, dan aktivitas perompakan laut. Model kolaborasi seperti Satgas 115 yang melibatkan TNI AL, KKP, BAKAMLA, POLAIR, dan Kejaksaan Agung telah berhasil meningkatkan koordinasi dan efektivitas penegakan hukum maritim, terutama dalam operasi penindakan terhadap kapal ilegal yang berkontribusi pada efisiensi penegakan hukum dan penghematan anggaran pemerintah. Namun, tantangan perubahan kepemimpinan dan koordinasi antar-lembaga tetap ada. Penelitian ini menekankan perlunya reformasi tata kelola maritim untuk meningkatkan sinergi antar lembaga pemerintah melalui penyederhanaan struktur lembaga, penguatan kerjasama lintas sektoral, dan penggunaan teknologi untuk efisiensi operasional. Langkah-langkah ini diharapkan mengoptimalkan pengelolaan sumber daya maritim dan memastikan keamanan laut yang berkelanjutan di masa depan. Penelitian ini memberikan kontribusi baru dalam pemahaman tentang implementasi model kolaborasi antar-lembaga dan tantangan reformasi tata kelola keamanan maritim di Indonesia.

At the level of European leadership in Brussels, it has been developed, based on preserving and affirming the European culture and civilisation, the idea of creating the conceptual and actional premises for “Europe ad integrum” to represent a “maritime force”. In this context, the Integrated Maritime Policy is a comprehensive approach to all European Union maritime and related policies. Basically, the Integrated Maritime Policy is the European Union’s response to develop the sustainable implementation of maritime governance, a concept in which maritime security plays a key role. This paper deals with the principles of maritime policies formulated at European Union level, which, in conjunction with the provisions of the European Union Maritime Security Strategy and Action Plan, form the European concept of maritime governance and security.

Abstract In interstate and international interaction, norm breaking is a frequent occurrence and cause of conflict. This article discusses how to deal with such behavior when it occurs in maritime space. The particularities of distinct maritime spaces and their level of regulation provide distinct opportunities. States may then take a hybrid approach by taking into account international law in more regulated areas, but seeking alternatives in less regulated ones. To discourage norm breaking and to promote cooperative approaches toward shared challenges in maritime space, stronger ocean governance that considers hybridity seems important. The article discusses these aspects in the three cases of the Arctic, the Indian Ocean, and the Mediterranean and derives first lessons for strengthened ocean governance.

This article discusses Ecuador's oceanic and coastal policies (PNOC) contribution to maritime governance. The experience in Brazil and Colombia, countries with planned and strategic visions of maritime governance, has been considered. This comparison is key to building a maritime governance model applicable to Ecuador. This paper collects information from current legal regulations in three countries and also reviews relevant secondary sources. The results study shows that operational Ecuadorian PNOC policies do not have meaningful incidence within regional and international treaties and, consequently, related government agencies perform poorly. Policies' contribution to Ecuador's maritime governance depends on some actions, particularly at the executive level, such as greater inter agency cooperation.

This paper provides an overview of the skills required for marine protection and ocean governance by focusing on five aspects on a regional basis, namely maritime knowledge, maritime awareness, maritime safety, maritime security and maritime integrity. It is concluded that a focus on the development and retention of the skills required in these regards is necessary for the state to optimally govern the South African maritime domain in the interests of all South Africans, to ensure that South Africa protects its lawful interests on the high seas and to enable South Africa to make its full contribution to the integrated governance of the African maritime domain.

At the level of European leadership in Brussels, it has been developed, based on preserving and affirming the European culture and civilisation, the idea of creating the conceptual and actional premises for “Europe ad integrum” to represent a “maritime force”. In this context, the Integrated Maritime Policy is a comprehensive approach to all European Union maritime and related policies. Basically, the Integrated Maritime Policy is the European Union’s response to develop the sustainable implementation of maritime governance, a concept in which maritime security plays a key role. This paper deals with the principles of maritime policies formulated at European Union level, which, in conjunction with the provisions of the European Union Maritime Security Strategy and Action Plan, form the European concept of maritime governance and security.

Abstract This article summarizes and analyzes the main issues addressed at the 7th Asia-Pacific/Arctic Maritime Security Forum held in Halifax, Canada in Fall 2019. Experts attending this forum discussed issues such as a regional maritime security overview of the South China Sea, East China Sea, Indian Ocean and the Arctic, best practices of regional ocean governance models, maritime dispute settlement practices, maritime law enforcement, and marine environmental issues. A proposal was put forward on international cooperation with regard to maritime security, ocean governance and ocean capacity building.

Doutoramento em Estudos de Desenvolvimento
This research is an innovative approach to assess the application of sustainable development principles into the socio-technical domain of maritime surveillance by investigating potential governance models for expanding the Nation-state sectorial Maritime Domain Awareness arrangement towards regional and global integrated cooperative data sharing approach based on the need-to-know and responsibility-to-share principle. The investigation was performed using a variety of complementary qualitative methodologies centered on Action Research. The resulting data was analyzed and structured with the use of the “Framework for Sustainable Strategic Development” tool-kit. The methodology was first applied at regional (European Union) level and then expanded to develop a model for the Global Maritime Domain Awareness governance arrangement. The outcome suggests that the existing model of nation-state maritime surveillance is not able to cope with the new maritime challenges of international dimensions, such as high-sea piracy or massive illegal immigration, and a change towards regional and global cooperative models is more suitable to support the sustainable development of maritime transportation. Potential solutions for moving towards the proposed governance arrangements are provided in the form of model-diagrams and supported by a set of guidelines, which map the recommended actions against the principles of sustainable development. The European Union regional model is complemented by a draft Directive as potential implementation tool.
Esta pesquisa é uma abordagem inovadora para avaliar a aplicação dos princípios do desenvolvimento sustentável para o domínio sociotécnico da vigilância marítima, investigando potenciais modelos para a expansão do modelo existente de governação baseado na abordagem sectorial do estado-nação, para modelos regionais ou globais com base na partilha de dados e de cooperação responsável das partes interessadas. A investigação foi realizada utilizando uma variedade de metodologias qualitativas complementares centradas na pesquisa-ação. Os dados resultantes foram analisados e estruturados com o uso da "Estrutura para o Desenvolvimento Sustentável Estratégico". A metodologia foi aplicada pela primeira vez a nível regional (União Europeia) e, em seguida, expandiu-se para desenvolver um modelo para o arranjo de governança global da vigilância marítima. O resultado da pesquisa sugere que o modelo existente de vigilância marítima do Estado-nação não é capaz de lidar com os novos desafios marítimos de dimensões internacionais, tais como a pirataria em alto mar ou a imigração ilegal maciça, e uma mudança para modelos de cooperação regional e global é mais adequada para apoiar o desenvolvimento sustentável do transporte marítimo. Soluções potenciais para avançar para as disposições de governação propostos são fornecidos sob a forma de modelos-diagramas e apoiada por um conjunto de indicações que mapeiam as ações recomendadas contra os princípios do desenvolvimento sustentável. O modelo regional União Europeia é complementado por um projeto de diretiva como um potencial instrumento de implementação

De la mer espace du marché à la mer territoire du danger, les sociétés Ouest-africaines ont connue des évolutions considérables dans leurs appréhensions de leur milieu environnant. Ainsi, les évènements récents tels que la mondialisation ont permis une redéfinition des rapports non seulement entre les communautés côtières Ouest-africaines et la mer mais également entre les Etats côtiers et ces nouveaux espaces de souveraineté. Ceci a engendré une prise en compte maritime, dont témoignent des nombreux instruments de gouvernance dans la région ; depuis 1975. Il s’agit entre autres des institutions régionales accès sur la sécurité et la sûreté en mer ; mais également des cadres juridiques comme piliers de la gouvernance dans la région ; à l’exemple de la Convention d’Abidjan, du Code de Conduite de Yaoundé et de la Charte de Lomé. Cependant, ce système de gouvernance présente des nombreuses lacunes, limitant ainsi la coopération régionale par la mer et le développement d’une économie maritime. A cet effet, une étude approfondie des facteurs entravant le bon fonctionnement de ces instruments de gouvernance maritime dans le golfe de Guinée a permis de desceller une faiblesse prise en compte de la mer par les pays riverains dans les politiques nationales de développement. A cet effet, comme un outil d’aide à la gouvernance, nous proposons quelques pistes de solutions ; dont la nécessité d’intégrer une réelle géographie de la mer dans les programmes scolaires et la recherche scientifique et une réorganisation des structures décisionnelles dans ladite région
From the sea as a market space to the sea as a territory of danger, West African societies have undergone considerable changes in their understanding of their surrounding environment. Recent events such as globalisation have redefined the relationship not only between West African coastal communities and the sea, but also between coastal states and these new areas of sovereignty. This has given rise to a new awareness of the sea, as demonstrated by the many instruments of governance in the region since 1975. These include regional institutions with access to safety and security at sea, as well as legal frameworks as pillars of governance in the region, such as the Abidjan Convention, the Yaoundé Code of Conduct and the Lomé Charter. However, this system of governance has many shortcomings, limiting regional cooperation by sea and the development of a maritime economy. To this end, an in-depth study of the factors hindering the proper functioning of these instruments of maritime governance in the Gulf of Guinea has revealed a lack of consideration of the sea by the riparian countries in their national development policies. To this end, as an aid to governance, we propose a number of possible solutions, including the need to integrate a real geography of the sea into school curricula and scientific research, and to reorganise decision-making structures in the region

With the majority of the oceans lying outside the borders of national jurisdiction, it is not easy to preserve them healthy and secure as the ‘shared responsibility’ is not recognized unambiguously in the global world. The recent turn to the maritime sphere is visible in the UN 2030 Agenda on Sustainable Development that has been widely advocated by the EU. The latter’s commitment to sustainable ocean governance involves action beyond borders, which has a considerable impact on the global maritime sphere as well as on developing countries depending on the seas. On the one hand, the EU’s pursuit of sustainable ocean governance is informed by the norms and values that the organization possesses and tries to promote in its response to global challenges. On the other, the normative principles and the EU’s flowery rhetoric serve as a mean to rationalize Union’s pursuit of self-interest. This study analyses both dimensions of the organization’s engagement in the maritime sphere, considering oceans as a ‘placeful’ environment that has to be treated in the same way as the land is. By exploring the external dimension of EU’s action in the field, the thesis allows to see that EU’s pursuit of sustainable ocean governance has to be understood as a process in which the strategic aims are imbued with genuine moral concerns. Nevertheless, those can sometimes be undermined by the material policy outcomes visible in the West African coastal states such as Mauritania and Senegal.

Doutoramento em Estudos de Desenvolvimento
In September 2015, the United Nations (UN) officially adopted the 2030 Agenda for Sustainable Development together with 17 Sustainable Development Goals (SDGs) (UN, 2016). The main collective aims of the 17 SDGs are to end poverty, hunger and inequality, to take action on climate change and the environment, improve access to health and education, and build strong institutions and partnerships. More than three years have passed into this 15-year process, and while many countries have started implementing the SDGs, it is becoming increasingly clear that there are a number of issues concerning the implementation of the SDGs, including challenges within the United Nation’s Development System (UNDS). The attainment of any sustainable development programme including the three dimensions of sustainable development (social, economic, and environmental) is known to be inherently complex particularly across horizontal and vertical boundaries in policy making processes. Concerns have been expressed at the United Nations through various channels and levels. Member States would like to see more coordination, coherence, effectiveness and efficiency in the operational activities for development within and among all levels of the UNDS. The Secretary-General of the UN is fully committed to repositioning the UNDS to deliver on the 2030 Agenda by becoming more structured and less fragmented to support the achievement of the SDGs and the 2030 Agenda. Similarly, the International Maritime Organization1 (IMO) as part of the UNDS, must be effective through its stakeholders in contributing tangibly towards the implementation of the SDGs in the international maritime transport domain as shipping plays a central role in the world economy. The fulfillment of the SDGs requires a strong commitment by all UN Member States, not least by the Contracting Governments at the IMO. In 2017, the IMO Secretariat stated that IMO is almost two years behind other United Nations system bodies in the implementation of the 2030 Agenda and the SDGs. Since then, progress has been very slow and most of the work was done by the IMO Secretariat with scarce input from IMO stakeholders. This empirical research aims to identify the issues and challenges which the stakeholders at IMO are facing when implementing the United Nation’s 2030 Agenda for sustainable development in the international maritime transport domain. This study aims to identify the phenomenon that has contributed to this rather laid-back situation at IMO by shining a light on the issues that have impacted the implementation of the 2030 Agenda from the perspective of IMO and its stakeholders and further identify how these can be addressed. This study introduces grounded theory as the research methodology that was used, explains the research and analytical process undertaken, and presents the key findings based on empirical data gathered from 47 interviews. The main results are presented as a set of six propositions supported by an institutional conceptual framework, all of which have been validated as part of the research process. The first proposition presents the emergent core substantive grounded theory. It explains the phenomenon overwhelming Member States at IMO which has bred inactivity among Member States regarding the achievement of the SDGs at IMO. The other five propositions, which also form part of the substantive grounded theory, suggest how the issues, which can be attributed to the phenomenon explained by the first proposition, could potentially be best addressed. To effectively implement the SDGs, the study identified what needs to be done within IMO and by its stakeholders and concludes that there must be an IMO-led strategy on sustainable development within the context of the 2030 Agenda supported by an appropriate governance structure that sees the introduction of strategic actors for coordinating the implementation of the SDGs at national level. With the support of a Task Force on sustainability, and by also making use of the IMO Member State Audit Scheme2 to create more awareness and ownership, the strategic actors could work towards balancing the three dimensions of sustainable development – the economic, the environmental, and the social dimensions, which were found to be imbalanced in the international shipping domain. The IMO Member State Audit Scheme (IMSAS) aims to provide an audited Member State with a possibility of an assessment of how effectively it implements and administers the mandatory IMO instruments falling under the Scheme (IMO, 2017b). This study also concludes by presenting an Institutional Conceptual Framework developed on the basis of the findings of the empirical research and the resulting six propositions. The Institutional Conceptual Framework, as a platform, brings together the most critical elements that were found to be important and need to be implemented so that issues that this study has raised can be addressed, and the implementation of the 2030 Agenda and the SDGs within the international maritime transport domain can be accelerated and mainstreamed. Since studies of this nature within the context of IMO are very scarce, this research has provided a valuable contribution to the current academic literature and knowledge on sustainable development. The outcome of this doctoral thesis aims to create a better understanding of the potential issues and challenges in relation to the implementation of the 2030 Agenda for sustainable development and the SDGs in the maritime transport domain. These insights are valuable for the stakeholders at IMO in preparing the necessary groundwork for a sustainability course within IMO and at national level, to effectively implement the SDGs. If well engaged, IMO stakeholders can be the frontrunners in contributing towards achieving sustainable development on a global level by mainstreaming the SDGs through the work of IMO and by successfully integrating the economic, social, cultural and environmental dimensions of sustainable development of vital importance in the struggle to eradicate poverty and promote prosperity on a global scale through the maritime transport domain.
Em setembro de 2015, a Organização das Nações Unidas (ONU) adotou a Agenda 2030 para o Desenvolvimento Sustentável, bem como os 17 Objetivos de Desenvolvimento Sustentável (ODS) (UN, 2016). A meta global destes 17 objetivos inclui erradicação da pobreza, fome e desigualdades, agir sobre as alterações climáticas e o ambiente, melhorar o acesso à educação e aos cuidados de saúde, construir parcerias e instituições mais robustas. Mais de três anos passaram, neste processo com duração total de quinze, e enquanto muitos países já iniciaram a implementação dos ODS, é cada vez mais claro que existem numerosas questões sobre esta implementação, incluindo desafios dentro do próprio Sistema de Desenvolvimento das Nações Unidas (SDNU). O cumprimento de qualquer programa de desenvolvimento sustentável, incluindo as três dimensões da sustentabilidade (social, económica e ambiental), é um processo inerentemente complexo, particularmente no concerne às fronteiras horizontais e verticais de definição de políticas. A ONU tem vindo a exprimir preocupações aos mais diversos níveis e através de inúmeros canais. Os seus Estados Membros querem mais coordenação, coerência e eficiência por parte do SDNU a nível das atividades operacionais para o desenvolvimento. O Secretário Geral das Nações Unidas está empenhado no reposicionamento do SDNU a nível da implementação dos objetivos da Agenda 2030, tornando-o mais estruturado e reduzindo a sua fragmentação, a fim de apoiar da melhor forma a efetiva realização dos ODS e da Agenda 2030. Paralelamente, a Organização Marítima Internacional3 (OMI), como parte integrante do SDNU, tem de ser eficaz através dos seus stakeholders, de modo a contribuir de forma tangível para implementação dos ODS no domínio do transporte marítimo internacional o qual tem um papel central na economia mundial. O cumprimento dos ODS exige um forte compromisso por parte de todos os estados membros da ONU, e nomeadamente pelos Governos Contratantes da OMI. Em 2017, o Secretariado da OMI reconheceu que a organização está quase dois anos atrás de outros órgãos do sistema das Nações Unidas na implementação da Agenda 2030 e dos ODS e, desde então, o progresso tem sido bastante lento e muito do trabalho realizado deve-se ao Secretariado da OMI, com uma contribuição reduzida por parte dos intervenientes principais na OMI. Esta investigação empírica tem como objetivo identificar as questões e desafios que os stakeholders na OMI enfrentam na implementação da Agenda 2030 das Nações Unidas para o desenvolvimento sustentável, no domínio do transporte marítimo internacional. Este estudo visa também analisar as causas que têm contribuído para a forma descontraída como a situação tem sido tem sido tratada na OMI, evidenciado as questões que estão a afetar a implementação da Agenda 2030 na perspetiva da organização e seus stakeholders, e identificando a forma como podem ser abordadas. Este estudo introduz a teoria fundamentada (Grounded Theory) como metodologia de investigação, explicando o processo de pesquisa e análise implementado, e apresentando as principais constatações extraídas dos dados empíricos recolhidos nas 47 entrevistas realizadas. Os principais resultados são apresentados como um conjunto de seis proposições apoiadas num referencial conceptual institucional, tendo sido validadas como parte do processo de investigação. A primeira proposição apresenta o núcleo emergente da teoria fundamentada substantiva. Explica o fenómeno que envolve os estados membros da IMO, responsável pela sua inatividade a nível dos ODS na OMI. As cinco proposições seguintes, que são parte integrante da teoria fundamentada substantiva, sugerem a forma como as questões encontradas, que resultam em grande medida do fenómeno explicado pela primeira proposição, podem potencialmente ser abordadas. Para uma implementação eficaz dos ODS, o estudo identificou as ações a empreender no âmbito da OMI pelos seus intervenientes principais, concluindo que deve existir uma estratégia liderada pela OMI sobre o desenvolvimento sustentável no contexto da Agenda 2030, apoiando-se numa estrutura de governança apropriada que inclua a introdução de atores estratégicos na coordenação da implementação dos ODS a nível nacional. Com o suporte de um grupo de trabalho sobre sustentabilidade, e fazendo uso do Esquema de Auditoria aos estados membros da OMI4 na criação de sensibilização e apropriação, os intervenientes estratégicos poderão trabalhar no sentido de equilibrar as três dimensões do desenvolvimento sustentável – económica, ambiental e social, que apresentavam desequilíbrios no domínio do transporte marítimo internacional. 4 O Esquema de Auditoria aos Estados Membros da OMI almeja prestar ao Estado Membro Auditado a possibilidade de requerer uma avaliação relativa à efetividade da implementação e administração dos instrumentos obrigatórios que estão no seu âmbito. Este estudo apresenta também como conclusão um referencial conceptual institucional baseado nas constatações mais relevantes da pesquisa empírica bem como nas seis proposições resultantes. A estrutura conceptual institucional, como plataforma, reúne os elementos considerados fundamentais para a abordagem das questões identificadas, de forma a acelerar e integrar a implementação da Agenda 2030 e dos ODS, no domínio do transporte marítimo internacional. Dada a escassez, ou mesmo inexistência de estudos desta natureza, esta pesquisa fornece uma contribuição significativa ao conhecimento e literatura académica na área do desenvolvimento sustentável no contexto da OMI. O resultado desta tese de doutoramento visa criar uma melhor compreensão das potenciais questões e desafios em relação à implementação da Agenda 2030 para o desenvolvimento sustentável e ODS no domínio do transporte marítimo. Esta visão é essencial aos intervenientes na IMO para o estabelecimento das bases necessárias de forma a rumarem na direção da sustentabilidade, tanto a nível da OMI como nacional, de forma a implementar eficazmente os ODS. Os atores principais da OMI, se corretamente envolvidos, podem ser líderes na contribuição para o desenvolvimento sustentável a nível global, incorporando os ODS através do seu trabalho na OMI e integrando com sucesso as dimensões económicas, sociais, culturais e ambientais do desenvolvimento sustentável – de grande relevância para a erradicação da pobreza e estimular a prosperidade a uma escala global através do transporte marítimo.
info:eu-repo/semantics/publishedVersion

L’évolution du secteur public au cours de ces dernières décennies, a poussé les décideurs politiques au niveau international à réfléchir à des méthodes différentes pour la gestion publique. Cette volonté politique des instances supranationales de répondre aux impératifs de gestion des affaires publiques en vue de garantir leur performance a mobilisé les décideurs des pays du Sud autour de la notion de « bonne gouvernance » considérée comme un levier de paix et de stabilité. La notion de bonne gouvernance est introduite dans le discours des politiques de développement à la fin des années 1980 sous l’égide de la Banque Mondiale qui établi un lien entre la qualité du système de gouvernance d’un pays et sa capacité à promouvoir un développement économique et social durable. Elle sera suivie par les autres institutions de Bretton Woods. De même l’adhésion de la communauté internationale vient accroître la légitimité et donne autorité à la bonne gouvernance dans les conditionnalités d’aide au développement. La bonne gouvernance est ainsi perçue comme un produit mieux élaboré et plus rentable que les programmes d’ajustement structurel autrefois en vigueur. Mais la mise en œuvre de la bonne gouvernance se trouve confrontée aux réalités locales. Dans les entreprises publiques, la bonne gouvernance se heurte au régime de gouvernance de la corruption, très ancrée dans les pratiques et assez adaptatif en fonction du contexte. La bonne gouvernance dans les entreprises publiques devrait donc être le fruit d’une démarche inclusive, qui commence par un changement de mentalité, le respect des règles du jeu, l’adoption des pratiques de gouvernance généralement admises en management public
The evolution experienced by the public sector in recent decades has pushed policy makers at the international level to think about different methods for public management. This political will of supranational institutions to meet the requirements of public management to ensure their performance raised makers from the countries of the South around the notion of "good governance" considered as a lever for peace and stability. The concept of good governance is introduced into the discourse of development policies in the late 1980s under the auspices of the World Bank established a link between the quality of the governance system of a country and its capacity to promote a sustainable economic and social development. It will be followed by Institutions coming from Bretton Woods agreements. The support of the international community also comes to increase the legitimacy and gives authority to the good governance in the conditionality of development aid. Good governance is thus perceived as a product better developed and more profitable than structural adjustment programs, once in force. But the implementation of good governance is confronted to local realities. Public companies, good governance are facing the governance regime of corruption, very rooted in practices and quite adaptive according to the context. Good governance in public companies must be the result of an inclusive approach, which begins with a change of mentality, respect for rules of the game, the adoption of the governance practices generally admitted in public management

Débutée par l’étude des règles communautaires engendrées par le naufrage de l’Erika, la présente recherche s’est affinée autour de la relation entre sécurité maritime et protection du milieu marin tout en s’enrichissant de l’observation des règles internationales. Dès lors, l’idée retenue fut d’étudier la collision entre deux éléments ni équivalents, ni complètement différents et de voir ce que ce « big-bang » juridique avait pu provoquer.La première partie envisagera le renouvellement de la fonction de sécurité maritime autour de la finalité de protection du milieu marin. En effet, vers le milieu du XXème siècle, l’apparition des préoccupations environnementales vient déséquilibrer la répartition classique des compétences entre l’Etat du pavillon et l’Etat côtier. La liberté, principe fondateur de l’ordre des mers, se transforme pour s’adapter aux réalités de la protection du milieu marin. Elle devient alors le principe d’utilisation durable de la mer, nouvelle clé de la répartition des souverainetés en mer. Une forme de gouvernance environnementale de la sécurité maritime paraît se constituer autour de l’Organisation maritime internationale et de l’Union européenneLa seconde partie permettra de mettre en lumière la redéfinition de l’espace normatif de sécurité maritime au prisme de l’objectif de prévention des pollutions. A l’origine, les règles de sécurité maritime avaient pour but de protéger l’entreprise maritime contre les dangers de la mer. Désormais, il s’agit de protéger la biosphère pour sauvegarder l’humanité et ses générations futures. C’est pourquoi la sécurité maritime classique, devenue insuffisante, évolue vers une notion plus moderne, « environnementale »
Begun with the study of the European Union rules engendered by the wreck of Erika, the present research was refined around the relation between marine safety and marine environment protection while growing rich of the observation of the international rules. From then on, the idea was to study the collision between two elements neither equivalents, nor completely different and to see what this legal "big-bang" had provoke.The first part will envisage the renewal of the function of marine safety around the purpose of marine environment protection. Indeed, by the middle of the XXth century, the appearance of the environmental concerns comes to destabilize the classic distribution of the skills between the flag State and the coastal State. The freedom, founding principle of the order of seas, has been transformed to adapt itself to the realities of the marine environment protection. It becomes then the principle of sustainable use of the sea, the new key of the distribution of sovereignties on the sea. A shape of environmental governance of the maritime safety appears to establish around the International Maritime Organization and the European Union.The second part will allow to bring to light the redefining of the normative space of maritime safety in the prism of the objective of prevention of the pollutions. Originally, the regulations of marine safety aimed at protecting the sailormen against the dangers of the sea. Henceforth, it is today a question of protecting the biosphere, the humanity and its future generations. That is why the classic marine safety, become insufficient, evolves towards a more modern, " environmental " notion

Traditionnellement, les armateurs, les États du pavillon et les sociétés de classification ont assuré le maintien des normes internationales de sécurité à bord des navires de commerce. Mais, depuis plusieurs années, la mondialisation impose à ces protagonistes une concurrence féroce obligeant plusieurs d’entre eux à réduire leur contrôle, notamment au plan de la sécurité, afin d’attirer ou de conserver une clientèle. Ce désengagement à l’égard du système de renforcement juridique des prescriptions internationales et la « course vers le fond » qu’il induit sur le plan de la sécurité sont des éléments laminant la condition de navigabilité des navires. Afin de réduire le nombre de bâtiments de mer sous normes en circulation dans leur région, des membres d’autorités maritimes d’États portuaires ont conclu et mis en oeuvre des mémorandums d’entente sur le contrôle par l’État portuaire, communément appelés MoU, qui établissent des règles de coordination de l’inspection des navires en escale. En réalité, ces ententes administratives, qui réunissent désormais les pays de neuf régions maritimes mondiales, incarnent des réseaux transgouvernementaux formés de relations transnationales complexes entre des fonctionnaires-cadres qui sont aussi des experts de la sécurité maritime. Ainsi, au-delà de leur origine et de leur culture respectives, ces derniers partagent, au plan professionnel, des valeurs et des intérêts communs. Ceci concourt à la cohésion interne de ces organisations alors qu’il s’agit d’instruments non contraignants relevant de la soft law. Même à l’extérieur du cadre imposé par le droit positif, ces règles qualifiées d’interstitielles peuvent néanmoins avoir une valeur normative quasi juridique, sinon juridique.Une telle valeur normative des mesures de coordination mises en œuvre par les MoU peut être établie en démontrant leur effectivité ainsi que leur efficacité. Dans le premier cas, il s’agit de vérifier si les règles s’imposent à ceux qu’elles visent. Dans le second cas, il faut s’assurer qu’elles permettent d’atteindre les objectifs fixés. Par ailleurs, il faut se demander si le constat d’une normativité juridique doit se limiter uniquement à ces deux aspects. En effet, les règles que les réseaux transgouvernementaux mettent de l’avant devraient aussi assurer un minimum de transparence au risque sinon de créer un droit obscur
Traditionally, shipowners, flag states and classification societies have ensured the implementation of international security standards aboard merchant vessels. Yet, in recent years, globalization has created an environment of ferocious competition that has forced these actors to reduce their controls, principally with regard to security, in order to attract new clients or to conserve an existing clientele. Such disengagement from the established system of legal enforcement of international norms, as well as the “race to the bottom” it induces with regard to security, are both elements of an ongoing erosion of the seaworthiness of vessels.In order to reduce the number of substandard vessels sailing in their regions, members of the maritime authorities of port states have executed and implemented Memorandum of Understanding on Port State Control (MoU), which establish rules coordinating the inspection of ships on layover. These administrative agreements, which now regroup countries from nine international maritime regions, have in fact become transgovernmental networks composed of complex transnational relationships between managing civil servants who are also experts in maritime security. Thus, beyond their respective nationalities and cultures, these civil servants share, on the professional scale, common interests and values. This contributes to the internal cohesion of these organisations, even though they are concerned with non-binding soft law instruments. Nevertheless, even outside the obligatory framework of positive law, these « interstitial » rules may have a quasi-normative, if not fully normative, effect. Such a normative value for the coordination measures put in place by the MoU may be established by demonstrating their effectiveness as well as their efficacy. First, by assessing whether the rules are applied to those toward whom they are directed; and second, by verifying that they work toward the objectives that have been set. Moreover, it is necessary to ask whether the assessment of the legal normativity of these rules must be limited to the previous two aspects. Indeed, the rules put forth by the intergovernmental networks should ensure a minimum of transparency, lest it become a body of dark law

La recherche développée s’inscrit dans un contexte marqué par une actualité, française, riche de débats en matière de gouvernance portuaire. Ces débats sont relatifs à la comparaison entre un supposé « modèle » français et un supposé « modèle hanséatique ». La réflexion s’est articulée autour de l’identification de territoires portuaires au sein de la rangée nord-ouest européenne et des interactions entre les acteurs coexistant au sein de ces places portuaires : les entreprises privées et les autorités portuaires. Les généralités dégagées des analyses de terrain ont permis de mettre en évidence deux résultats majeurs concernant les formes de gouvernance portuaire : la nature des interactions entre les parties prenantes et les modalités de gouvernance. L’étude comparée entre les ports a conduit à dire que les rapports sociaux qui s’instaurent au fil du temps sont spécifiques à chaque place portuaire et concourent à la construction d’une identité propre à chaque territoire. Une gouvernance équilibrée et viable est le fruit de compromis permanents. Cela donne lieu à la création d’espaces décisionnels collectifs formels ou informels. La thèse s’intéresse aux mécanismes institutionnels et relationnels. Ainsi, la gouvernance est un ensemble de mécanismes qui aboutissent au résultat de la bonne entente entre les parties prenantes permettant l’équilibre dans la prise de décision concernant les affaires publiques. Pour élargir le propos, l’exercice du pouvoir au sein des places portuaires est une question sous-jacente de l’étude de la gouvernance. La thèse a posé clairement la question suivante : qui gouverne effectivement les places portuaires de la rangée nord-ouest européenne ?
The research takes place in the French context which is full of discussions as port governance is concerned. Those debates concern the comparison between a supposed French “shape” and a supposed Hanseatic “shape”. The questioning deals with the identification of port territories in the Northern Range and the interactions between stakeholders coexisting into port places: private companies and port authorities. Main items that stand out from interviews with stakeholders, shown two main results to understand port governance: the nature of interactions between stakeholders and the terms of governance. Compared study between ports permit to say that social interactions established day by day are specifics to each port place and contribute to the construction of an own identity to each territory. A balanced governance is the result of constant compromises that leads to the creation of collective spaces formal and unformal to take decisions. The thesis is focused on institutional and relational mechanisms. Thus, governance is a set of mechanisms which lead to the result of goodwill between stakeholders and permit the balance into the decision taking concerning public affairs. In order to develop our purpose, the study of governance permits to question the exercise of power in port places. The thesis clearly ask the following question: who truly govern port places of the Northern Range?

À l'échelle mondiale, la pêche maritime est caractérisée par une surexploitation des ressources disponibles dans les différentes pêcheries ayant des impacts très importants sur l'écosystème marin et côtier. Cette surpêche est facilitée par le progrès technique et par une demande de consommation en constante augmentation, notamment dans les pays développés. Pour faire face à cette évolution, des politiques de gestion durable de ces ressources halieutiques sont progressivement mises en place, allant des approches conventionnelles (gestion des stocks exploités) à l'approche écosystémique des pêches qui prône la réconciliation de l'exploitation durable et de la conservation de l'écosystème. Notre thèse aborde les conditions de développement d'une telle gestion durable de la pêche dans le cas précis des provinces de l'Estuaire et de l'Ogooué Maritime au Gabon. Le diagnostic établi met en évidence une exploitation désordonnée des ressources halieutiques et une détérioration générale de l'état des écosystèmes côtiers, nécessitant des mesures d'ajustement de la pression de pêche. Cependant, beaucoup de lacunes restent à combler (politique d'exploitation durable, formation des acteurs, évaluation des ressources et de l'écosystème, etc.) pour une meilleure compréhension et un suivi plus rigoureux des mutations qui affectent la durabilité des pêcheries et la vulnérabilité globale des écosystèmes côtiers. Dans ces deux provinces du Gabon, nous montrons que l'application de l'approche écosystémique des pêches, prenant la forme d'une gouvernance concertée dans le secteur des pêches et de l'aquaculture, apparaît comme une nécessité pour donner à ce secteur une place de choix dans ce pays.

The objective of this paper is to assess seafarers’ safety and health management during the COVID-19 pandemic in the context of one Small Island Developing State. This assessment is done using the International Risk Governance Council, Risk Governance Framework as a benchmark for good risk governance. Seafarers are important to the global economy but are often treated unfairly. The recent global pandemic put a spotlight on long-stranding safety and health concerns which were exacerbated during the period leading to what was called the crew change crisis. This paper uses a qualitative approach employing interviews and a focus group with key participants, to explore Jamaica’s response to the crisis, the effectiveness of this response and the lessons to be learnt. The findings showed that Jamaica’s response was reactive and there were tensions between protecting the country’s borders and assisting seafarers. The findings also showed that the effectiveness of Jamaica’s response hinged on protecting the vulnerability of the country’s supply chain rather than seafarers’ safety and health as an end in itself. The paper argues that Jamaica’s response might have been more proactive, providing a win-win outcome, if a systematic approach such as that offered by the Risk Governance Framework was adopted, particularly in the initial stages. The paper is significant as it suggests a policy direction that countries such as Jamaica can take in managing risks of a particular nature in a safety-critical occupation such as seafaring, where it is not normally applied.

Climate change poses a unique challenge for global governance, particularly within maritime affairs. This study delves into MARPOL's role in enforcing environmental regulations under international law for effective climate governance. Shipping's substantial greenhouse gas emissions highlight the need for policies that transcend national boundaries, supervised by organizations like the International Maritime Organization (IMO). Port, Coastal, and Flag States each hold distinct responsibilities under international law, creating both challenges and opportunities for climate governance. Visualization through a Venn diagram can reveal overlapping authorities and potential gaps in regulatory coverage. Principles like no more favourable treatment and non-discrimination ensure fair enforcement across States. The complex governance landscape necessitates a deep understanding of international agreements and legal frameworks. Integrating theoretical foundations into a Venn diagram offers insights into relationships among maritime States, aiding in the coordination of climate efforts. Strengthened collaboration among these States is crucial for sustainable maritime climate governance and the protection of marine ecosystems from pollution.

Abstract Organizing product data from various sources and lifecycle stages into a standardized digital representation is a challenge faced by multiple actors in the maritime industry. Maintaining product data models, especially during handover and commissioning, can be difficult due to data ownership shifts and the lack of formal data governance. In maritime systems, particularly the shipping industry, these concerns are especially pronounced as ship commissioning is accompanied by traditional customs marking the transfer of ownership and management of the ship asset. This discontinuity decouples the digital ship models between the design and operation value chains. The lack of data traceability typically results in the manual integration of data models with various interpretations, databases, and dictionaries. Failure to effectively manage these data models can lead to higher costs for information reconciliation and error correction in the future. This paper evaluates the challenges of data traceability across a maritime system’s lifecycle, mainly using ship lifecycle phases as an example. It compiles the current understanding of how physical objects are represented in virtual environments, covering concepts such as digital prototypes, instances, aggregate, twins, and the digital thread, to explore the evolution of maritime systems’ product data from upstream to downstream lifecycle phases. The paper concludes with a selection of challenges that need to be tackled and potential frameworks that may be used as solutions.

Abstract A new energy landscape has unlocked relevant opportunities, operators are more focused on energy efficiency to tackle emissions reduction and satisfy global Climate Change initiatives driven by the Paris Agreement. The future of the oil and gas industry depends on its ability to manage its carbon footprint, not only in scopes 1 and 2- but also in scope 3 emissions which require actions, oversight and shall bring changes to the overall value chain in different sectors and countries given the new ESG requirements and other relevant regulations. The logistics & services (L&S) sector involves operations along the entire oil & gas value chain-onshore, offshore, shipping & marine services. The purpose of this paper is to emphasize the importance of scope 3 and determine its magnitude as L&S advances in its sustainability journeys and include scope 3 in its future commitment. Given the complex nature of the oil and gas operations, a model was built to estimate carbon emissions in the shipping & logistics segments associated with maritime transportation and logistics practices. Scope 3 emissions ~ 75-80% of lifecycle emissions connected with the end-users. According to the International Maritime Organization (IMO), the scope 3 emissions are not only significant but also increasing at an alarming rate- expected by up to 250% by 2050. The proposed methodology used is based on mixed methods, concerning literature review, benchmarking the L&S world-leaders, interviews with Subject Matter Experts (SMEs), and a quantitative model to define the magnitude of this scope in the sector's ecosystem. Accurate quantification of CO2 emissions equivalents along the hydrocarbon value chain is an important step to address the company's Sustainable Development Strategy and build a carbon-free future for new generations to come. The scope of every business unit was established to cover all scope 3, whereby 15 sub-categories were also established as a framework. The model outputs allow users to analyze the system's carbon intensity, raise alarms, and identify potential energy efficiency efforts and governance framework to be incorporated into the company's business plan and annual budget to reduce emissions based on their magnitude and climate impacts. Reporting scope 3 emissions across the supply chain, from production to consumption is a novel initiative, that aligns with International Oil Companies (IOCs)’ best practices and L&S global leaders in the market in addition to forthcoming regulatory obligations. Reducing emissions requires collaboration, an effective governance framework, and clear commitment among the company, regulators (e.g., IMO), and government. The UAE sustainability plans, and IMO stricter regulations are incentivizing the sector to meet ambitious goals by 2050. The global energy sector is shifting towards a more sustainable, environmentally friendly production and consumption of all energy sources, where scope 3 estimation represents an important step ahead. This common objective guides efforts at the sector level to become a decarbonization role model and hub in the region and promote more collaboration across its hydrocarbon value chain.

The Department of the Navy 2021 Unmanned Campaign Framework has identified a need for increased capability in long-term autonomous maritime systems. In the context of this research, long-term autonomy is defined as the capabilities of self-governance, situational awareness, and operation independent of human interaction over a prolonged period. DARPA’s Anti-Submarine Warfare Continuous Trail Unmanned Vessel (ACTUV) program, now the U.S. Navy’s Sea Hunter program, among others, showcases the Navy’s commitment to develop and explore unmanned autonomous maritime systems. One of the challenges for development of these unmanned systems lies in the ship design process. Traditional ship design methods assume crewed operations when sizing the systems, generating layouts, and considering operational requirements. Existing unmanned maritime systems are often retrofitted to be unmanned rather than being uniquely designed for their purpose. Even in cases where autonomous systems are designed from scratch, these systems are fundamentally limited by technologies developed for traditional vessels. This can result in suboptimal solutions and missed opportunities. In particular, a lack of focus on reliability and endurance in both technology development and early in the design process results in significant impacts to unmanned systems. Reliability is often measured using mean time between failures. Given that maintenance is traditionally carried out frequently, reliability is not often a limiter for mission success, as the crew can handle non-critical failures. This assumption becomes invalid in the sphere of autonomous ship design, where theater maintenance is not feasible. For example, in a test voyage from SanDiego to PearlHarbor, Sea Hunter relied on crew on a support vessel to resolve several mechanical issues which arose in its journey. This suggests a possible technology gap in the reliability of subsystems key to autonomous maritime systems. Entwined with reliability is endurance. Endurance refers to how long the vessel can stay out at sea, a critical factor for many autonomous missions. Additional aspects of traditional ship design will need to be altered, including but not limited to the following: human support systems, human interfaces, and general structural design.The authors propose a set of modifications to the traditional ship design process to support the design of autonomous ships starting from concept design through full contract design. Design disciplines specifically tailored to unmanned system design will be incorporated into the design process. A technology impact forecasting (TIF) study will be conducted to determine key areas of research needed to support future unmanned systems. This approach results in system performance metrics needed to meet requirements and quantifies the deficits or surpluses by comparison to a baseline vehicle and mission. The baseline mission for this analysis will be a security anti-submarine warfare activity similar to the ACTUV program, with an initial endurance goal of 90days. The TIF analysis of this baseline mission will quantify gaps in performance metrics and will offer a guideline for where further research and investment are required to enable the vision of long-term autonomous maritime systems.

Abstract The maritime industry stands on the brink of a technological revolution, with artificial intelligence (AI) at the helm. This paper explores AI's transformative potential in ship management, where it is poised to redefine roles and responsibilities within the maritime workforce. With the potential to automate up to 300 million full-time jobs globally, AI's impact on route optimization, predictive maintenance, and decision support systems is significant. The research underscores AI's role in enhancing fuel efficiency and operational effectiveness, setting the stage for a new era in maritime operations. Through a comprehensive methodological approach that includes a literature review, benchmark, case studies, and discussions with key stakeholders—ship-owners, classification societies, and technology providers—the paper analyzes the technical and financial impact of AI-powered initiatives. It proposes a novel AI-based decision support system tailored to the unique challenges of ship management. The paper outlines a detailed governance structure for AI adoption, reflecting the industry's shift towards smart, eco-friendly ships. This shift is projected to increase the number of technical employees in the industry from 35,549 in 2018 to 49,000 by 2028, highlighting the growing demand for skilled professionals in this evolving landscape. The findings reveal that AI significantly enhances operational efficiency and decision-making capabilities through predictive analytics and real-time optimization. The integration of AI initiatives, such as digital twins, is identified as a key future enhancement, potentially offering substantial efficiency gains and risk mitigation. The study also notes that 6.5% of ships in operation and 51% on order are capable of operating on alternative fuels, reflecting a growing uptake of methanol, LPG, and the first hydrogen-fuelled newbuilds. This trend underscores the industry's commitment to sustainable shipping practices and the pivotal role of AI in achieving these goals. The study introduces a pioneering AI framework for ship management, emphasizing the need for a custom AI evaluation framework to assess and prioritize AI technology applications across the maritime industry. It suggests that sustainable value creation can be realized through AI adoption models, enhancing collaboration and regulatory compliance. The research highlights AI's potential to revolutionize the efficiency, safety, and sustainability of maritime operations, presenting transformative insights for the industry's advancement.

Abstract The global energy sector is shifting towards a more sustainable, environmentally friendly production, and consumption of all energy sources. ESG topics are opening interesting debates about its benefit reflected on the long-term prospects of a company, which takes into consideration businesses’ financial performance, resilience, and the ability to sustain their operations & business continuity during adverse situations. As it is widely known, stakeholders are requiring more transparency and more substantiated facts in reporting ESG (Environment, Social, and Governance), because what gets measured gets managed in a more efficient manner. Operators are also more focused on energy efficiencies to tackle emissions reduction and satisfy global Climate Change initiatives driven by the Paris Agreement. Currently, ESG is also becoming more marked over longer time horizons, which is playing an integral role in the company valuation, reputation, and the availability and quality of capital that companies are able to access. Today, sustainability & ESG reporting mandates in ADNOC, which is leading a real transition along with other global energy companies. ADNOC Logistics & Services has started this journey by conducting a benchmark to analyze what other companies or competitors are doing in the sector in terms of ESG standards, Sustainable Development Goals (SDGs), strategic topics, number of KPIs, and goals. A methodology was created to assess the Group’s material topics & relevant actions to measure progress into a new performance management approach with includes internal and external stakeholders and how the Group can meet their expectations based on the company’s value proposition. Risk management, corporate governance, and market drivers were also key elements considered in the sustainability strategy deployment in terms of accuracy and reliability. Every shortlisted material topic has perfectly matched the ADNOC sustainability pillars and UN SDGs and principles- (1) Business sustainability, (2) Social & economic contribution, (3) Climate emissions and energy, (4) Environment, (5) Health, safety, and security, and (6) Workforce, diversity & development. This framework allowed the team to define a roadmap with specific actions based on relevant priorities and redefine its sustainability KPIs on a broader scope, and targets. Achieving ESG targets requires collaboration between industry, service companies, regulators (e.g., IMO- International Maritime Organization), and governments. Therefore, the UAE sustainability plans, ADNOC sustainability pillars, and IMO stricter regulations are incentivizing the sector to meet ambitious goals by 2030 and 2050. Climate change and social topics are now driving a steady increase in reporting and assessment activities towards net-zero targets, and more diversity & inclusion practices. All these elements are making ESG a real enabler for the ADNOC growth and sustainability plans.

Key Enabled Technologies(KETs) have the potential to impact on many aspects of society, whilst transforming European industrial competitiveness at the local, national, and global scales. Studies funded by the European Commission have shown that European advances in six technology areas would not only enhance the leadership and competitiveness of European business, but also drive advances across Europe’s business sectors and society. Despite their applicability across sectors, KETs represent a change, and a new manner of moving forward. Business and society view change both positively, welcoming advances in technology and new tools and products to make life somewhat easier for citizens, and negatively, recognising that with change comes risk and a reticence to change. Like society, different industrial sectors will view innovation and new technology differently. As such, each sector requires a slightly different approach to energise KET uptake into their daily operations and lives. Recognition of this reality underpinned the development of this roadmap. Stakeholders have been engaged across the Atlantic Area, through the use of online surveying, face-to-face workshops, and one-to-one interviews conducted virtually. This has enabled the authors to develop an awareness of the maritime scene and community which offers such opportunities and potential for KETs. It also provided insights into the reality of energising this uptake when framed in the context of social, financial and governance realities. Over the course of the project, the team conducted an analysis of the maritime sector, to identify and map out any KET applications that were in development. In parallel, a diverse pool of academic and commercial stakeholders identified the opportunities they could see for KET applications in the maritime sector. They also identified factors which restrict uptake, and restrain viable trans- disciplinary innovations from effectively making it to market. Stakeholder perspectives were combined with the investigative findings to develop a vision for a KET-maritime innovation ecosystem. The barriers and challenges shaped a range of proposed actions, which target different facets of the innovation ecosystem to ease growth and shape development. These actors were iteratively reviewed by stakeholders, and amended accordingly. These actions form the basis of this roadmap, a proposed path towards realising a vibrant growing KET-maritime innovation ecosystem. It contains a suite of 60 inter-linked, systemic actions, framed within 35 action areas to achieve 9 core goals, spread across 5 thematic agendas (policy, funding, building a sustainable innovation ecosystem, capacity building, and awareness raising). This envisioned KET-maritime innovation ecosystem fosters application-led innovation, and advances societal and market benefits for all. Each of the 5 thematic agendas are summarised as a policy brief, provided in the Appendices. The actions applicable to each policy brief are detailed in this report, alongside a proposed timeframe for implementation. Each action is codified, and can be traced through the iterative review process using the provenance table supplied. The potential for KET applications across the Blue Economy is extensive, and all sectors offer at least some opportunities for KETs. Within this landscape, the following sectors are identified as having strong growth potential where KET’s can help to drive that growth: Fisheries and aquaculture; Blue biotechnology; Maritime surveillance; Marine renewable energy; Ship and boat building. Within these sectors, four specific KET-maritime applications research priorities are highlighted: Advanced materials application in marine renewable energy; Photonics application in maritime surveillance; Micro- and nano-electronics in maritime surveillance; Advanced manufacturing techniques in ship and boat building. Finally, the project team would like to take this opportunity to thank all stakeholders who participated in the workshops, interviews, and review activities which culminated in this roadmap.

Ferry accidents are fairly common globally, causing countless deaths and injuries. Whereas ferry transportation is an integral part of the domestic transport infrastructure in many countries, particularly archipelagic countries such as Indonesia and the Philippines, river deltaic countries like Bangladesh, countries with extensive riverine systems such as the Democratic Republic of the Congo, Nigeria and Senegal, or even a combination of great lakes, rivers and archipelago such as Tanzania, these countries are experiencing a high number of ferry accidents and fatalities over the past two decades and, therefore, considered high-risk countries in the ferry transport sector. International community continuously seeks to enhance safety in the domestic ferry industry. Thus, a scoping study has been conducted on the safety of domestic ferries in these seven high-risk countries. The study utilizes a structured methodology to identify focus areas in the seven countries for enhancing safety in the domestic ferry sector. The analysis involves past domestic ferry accidents, maritime profile, industry demographics and stakeholder matrix, regulatory and governance climate, political landscape, and amenability to change and external intervention. Eventually, the study proposes a conceptual framework with fifteen distinct criteria, identified against five attributes as an aid to the decision-making in a country for considering a safety intervention with a high likelihood of success and a significant positive impact on safety in the domestic ferry sector. Furthermore, current hazards threatening the safety of domestic ferries and their role in the formation of accidents; key stakeholders of domestic ferry sector and their state of play; national regulations related to the safety of domestic ferries and alignment with the IMO model regulations; national political landscape; state’s willingness to facilitate and receive a safety intervention; and public attitude towards safety are presented in the respective countries using globally recognized indices, questionnaire surveys and personal interviews.

This document provides an empirical picture of the causes and effects of tenure-related disputes between private sector actors and local peoples across Southeast Asia. It demonstrates that disputes in Southeast Asia are often more intractable and more violent than in any other region examined. The most common reason for these disputes is forced displacement, but factors like environmental damage, cultural abuse, and compensation also figure. The analysis is based on an investigation of 51 case studies across Continental and Maritime Southeast Asia. These “new cases” are compared with a global average derived from the IAN Case Study Database’s 237 cases after 2001 and outside Southeast Asia. The aim is therefore to provide greater insight into the way that tenure rights and governance are impacting the private sector at the macro-level. This high-level view is complemented by separate papers on Continental and Maritime Southeast Asia, each of which profiles the case studies in depth and provides a more nuanced view of how tenure-related disputes develop and how they can be resolved.