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Figure 2.3 Illustration of Future Expansion in Coastal Water
(Kaalstad, 2006).
Traditionally, the regulation of maritime
transport operations by seafaring countries has
been motivated by the desire to establish and
maintain:
�� Standards as regards maritime safety and
the protection of the marine environment;
�� Participation of national fleets in the trans‐
port of its trade (although by and large in the
OECD there exists unrestricted market ac‐
cess);
�� Commercial regulations aimed at facilitat‐
ing the orderly conduct of business; and
�� The ability of sea carriers to operate tradi‐
tional co‐operative liner services despite
the presence of laws in many countries
aimed at preventing anti‐competitive be‐
haviors.
As mentioned by Luketa, A. et al (2008); such,
the risk mitigation and risk management ap‐
proaches suggested in the 2004 report are still
appropriate for use with the larger capacity
ships. Proactive risk management approaches
can reduce both the potential and the hazards
of such events. The approaches could include:
MIMET Technical Bulletin Volume 1 (2) 2010
�� Improvements in ship and termi‐
nal safety/security systems,
�� Modifications to improve effec‐
tiveness of LNG tanker escorts, vessel
movement control zones, and safety
operations near ports and terminals,
�� Improved surveillance and
searches, and
�� Improved emergency response
coordination and communications
with first responders and public
safety officials.
In this particular project research, the quanti‐
tative survey technique is being applied. The
result from the quantitative input, will be
tested through descriptive statistic and the
interference statistic. The descriptive statistic
will interrogate the sample characteristic and
the interference will drill into sample popula‐
tion.
Results on Carrier Aspect – Operational Proce‐
dure
Table 3.1 shows the analysis on the sur‐
vey data obtained from the block of question‐
naires aimed at confirming ‘Operational Proce‐
dure’ as an element of the legal framework. The
table shows an overall mean of 4.0683 and an
overall standard deviation of 0.3869. Question
1, 2, 8, 9 and 10 return with individual means
above 4.0. Question 10 “LNG ships handling
procedures while in harbour and restricted ba‐
sin are more stringent” scores the highest mean
4.526 with standard deviation of 0.647. The rest
of the questions (question 3, 4, 5, & 7) return
with individual means lower than 4.0. Question
6 “Coastal LNG ships require more crew than
deep sea LNG ships” returns with the lowest
mean of 3.368 and with standard deviation of
1.207.
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