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The paper analyses statutory foundations applicable to ships requiring to be exempted from the mandatory installation of the ballast water management system. In particular, it deals with ships sailing on regular international lines but within the semi-closed seas, such as the Adriatic Sea. The legal framework is set out in the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM, 2004), the IMO Guidelines for Risk Assessment A-4 (G7), and the Croatian Ordinance on Ballast Water Control and Management, 2012 [Pravilnik o upravljanju i nadzoru balastnih voda]. The paper presents the model procedure to be followed by main stakeholders, mainly national maritime administrations and shipping companies. The paper outlines the main advantages and disadvantages of the whole process and analyses several cases of good practice. Furthermore, the main stakeholders in the approval procedure and their responsibilities are described, available risk assessment models are analysed, with the particular emphasis on the species-specific risk assessment method as the most preferred method. Finally, the need for cooperation between the involved states and their maritime administrations is considered. It is concluded that bilateral and regional cooperations are an essential element in preserving the marine environment of any sea area. In that respect, the proposed model of the BWM system exemption approval in closed and semi-closed seas, such as the Adriatic Sea, is essential for shipping companies connecting ports in different countries on regular routes. Although demanding in respect of efforts and time, a procedure is viable and may be carried out in due time and with satisfactory outcomes.

Maritime education and training are under constant pressure to follow and adapt to the advances and trends in technology to satisfy the needs of the labour market and industry. To do that, besides revising the necessary knowledge and competencies, it is also important to properly communicate them. In that sense, the paper aims to provide insight into how maritime professional knowledge is represented and communicated in various sources. The results presented here were obtained through a corpus-driven analysis of different sources presenting maritime knowledge. Quantitative corpus data and statistical calculations from a corpus consisting of more than a million tokens, or running words, showed the main semantic domains each subcorpus focused on and provided information about word frequencies. Corpus analysis identified the underrepresentation of psychomotor and affective domains and a smaller share of higher-level competencies in the source texts, thus indicating possible areas for further improvement.

In this paper, the authors propose a new approach to defining competences according to which a competence is a defined set of three elements: executors of the actions, on board processes and objects needed to execute a task or a decision within one process. Each of the elements has to be defined separately. Correlation between the competences’ elements should be defined as well. Generic competences are of the extreme importance for the successful on board processes. Therefore, a correlation between the generic competences’ elements should be defined as well. These definitions’ application has been shown on the examples of professional and generic competences. As has already been mentioned, objects have become a part of the new, redefined and improved definition of competences. Objects can be divided into the ones referring to generic competences and the ones referring to professional competences. They are devices, machines, tools, persons, groups of people and concepts. They change significantly under the influence of technological development and automation, which, consequently influences the whole process as well as task executors.

The International Convention for the Control and Management of Ships’ Ballast Water and Sediments was adopted in February 2004 and it was ratified by a sufficient number of countries in September 2016. The most important part of the Convention is Regulation D-2. One way to meet D-2 is to retrofit Ballast Water Treatment Systems (BWTS) on existing ships and their fitting on newbuildings. The market consists of the following stakeholders: shipowners, equipment manufacturers, shipyards, recognized organizations, laboratories for testing the efficacy of the BWTS and coastal countries’ administrations in charge for implementing Convention standards. In order to enable enough time to comply with the Convention, shipowners are granted maximum 5 year period, i.e. system retrofitting is connected to the first renewal of the International Oil Pollution Prevention certificate after September 2017. Some shipowners will postpone retrofitting for five years since they will renew IOPP certificates in advance, which is approved by many flag States and stated in their circular letters. More than 60 systems received flag State type approvals, but only few systems are approved by United States Maritime Administration (MARAD). That is one of the reasons why most of the shipowners are still waiting with planning and retrofitting, which leads to requests for more postponement. However, many manufacturers claim that they will be ready for increased demand for BWTS and will cope with and try to satisfy market demand by hiring additional work force, by expanding existing manufacturing facilities and maintain good cooperation with shipyards.

Shipboard navigation systems have been intensively developed for the last two decades, resulting in complex and computer based technology systems. The chart-radar is an onboard navigation system that integrates electronic navigational charts with the full radar functionality, thus allowing improved efficiency and safer navigation. In this work, we present cyber security testing of a chart- radar system implemented on an SOLAS ship sailing on international route. The cyber security testing method aligns with the upcoming maritime standard IEC 63154. The testing was performed using a widely deployed solution for application vulnerability detection. Solving solutions for the identified vulnerabilities are studied.

Knowledge management as a process was defined first time in 1991 and during last two decades was considered as one of the most important processes in all organizations where knowledge is created, captured, stored or shared. Beyond any doubt, maritime higher education institutions (MHEI) belong to the type of organizations where the knowledge management is the most important process. However, the knowledge managed by these institutions may belong to several different frameworks. The most important are: professional knowledge as required by STCW Convention and pedagogical knowledge implemented in learning processes. In this paper, the knowledge management options at MHEIs are presented. Particular attention is paid to two fundamental knowledge frameworks managed in every MHEI. The paper also presents differences and similarities regarding knowledge management at institutions, members of the IAMU, participating in IAMU PAES project development and its implementation.

A rapid growth of the maritime transport caused a rapid development of new technologies for almost all processes taking place on board modern ships. These new devices and technologies significantly influenced decisionmaking processes, but also reduced the number of crewmembers and increased crew‟s workload. Consequently, competences identified in the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (hereinafter STCW), in many cases need to be adjusted or even upgraded to upkeep with redefined working processes. In a number of cases these new technologies require masters and deck officers to use more general capabilities and skills and to readjust the working processes to prevailing conditions. In such circumstances special attention has to be paid to more generic competences. Consequently, in the paper generic competences needed to perform work on management level in cases characterized by limited or no previous experience are discussed. In particular, the paper deals with those generic competences that are significantly inter-related with those defined in the STCW Convention. Finally, in the paper a need to emphasize the most important generic competencies during MET process is highlighted.

The possibility to transfer invasive species from ship ballast water between different world regions today is clearly recognized. Also, it is quite clear that expected increase in world seaborne trade in the future will make the problem even more serious1. Consequently, the International Maritime Organization IMO adopted the International Convention for the Control and Management of Ships Ballast Water and Sediments (BWMC) in February 2004. The main goal is to prevent the transfer of invasive species within different world regions by ballast water and sediments. The BWM convention will enter into force on 8 September 20172. According to regulations of the Convention, all new and existing ships in international trade are required to install Ballast Water Treatment System (BWTS). Although there were no such systems just a few years ago, the requirement in very short time created a completely new market. The main stakeholders in the market are ship owners, BWTS producers, and shipyards. Total costs include purchasing costs, installation costs, operating costs and maintenance costs3. The paper presented analyses at most the Ballast Water Treatment System installation costs as well as other factors that have a relevant impact on the installation cost. In order to estimate the extent of the costs and efforts expected by different stakeholders, at the beginning of the paper the structure of the global fleet will be shown. In the second part of the paper, the basic parameters determining installation costs will be analyzed. Finally, at the end of the paper the validity of data, collected from different sources, will be examined as well as overall cost assessment. In the conclusion, the future market dynamics is estimated as well as possible impacts on the technology development of the ballast water treatment systems caused by estimated market forces. Key

The paper presents, in broad outlines, the concept of the Formal Safety Assessment, a newly proposed official methodology for the rule-making process in IMO. It examines possible potentials and drawbacks of the proposed methodology and attempts to identify most important long-term consequences of its application in the international shipping and shipboard operations.

Recent upsurge of the LNG exploitation and consequent growth of the LNG transport capacities by sea have triggered numerous new technologies to be developed and implemented in LNG shipbuilding as well as on board LNG carriers. In spite of this, education and training programs, particularly those for LNG carriers management staff, haven’t followed these changes. Only recently, two IMO Model Courses dealing with training for liquefied gas tanker cargo operations have been updated. These Model Courses strictly follow the STCW Convention programs and as such, if properly implemented, ensure the level of knowledge, understanding and skills as required by the Convention. On the other side, there are numerous indications that even these improved model courses will not cover all skills and knowledge required for the complex work on board LNG carriers. Consequently, the paper presents results of analysis of discrepancies identified between the education and training requirements as regulated by the STCW Convention, and additional training programs developed by shipping companies during last decade in order to overcome identified deficiencies. Based on the analysis the measures for improvement of the program for masters of 3000 BT or more on LNG carriers have been proposed.

In this paper the level of implementation of the ISPS Code in the Croatian ports is analyzed. The analysis is based on the Port State Control inspections as the most important controlling mechanisms for evaluation of the adherence to the international regulations. In that respect the analysis of the security related measures in ports is carried out implicitly - it is based on analysis of the security related deficiencies found on ships since ISPS Code came into force. The period of one and half year, from the beginning of the ISPS Code implementation, is considered to be representative to provide initial assessment of the effectiveness of the implemented security measures. In addition, the paper presents conclusions based on comparison of results of security related inspections in Croatian ports with data presented by the Paris and other MOU inspection database.

U e-biblioteci Terminološki rječnici Strune objavljuju se terminološke zbirke koje su nastale kao rezultat pojedinih projekata u okviru programa Izgradnja hrvatskoga strukovnog nazivlja – Struna. Struna je terminološka baza Instituta za hrvatski jezik i jezikoslovlje u kojoj se terminografski i jezično obrađuje nazivlje raznih struka radi stvaranja, usklađivanja i sustavljivanja nazivlja na hrvatskom jeziku. Od 2012. godine baza se može pretraživati na internetskoj adresi http://struna.ihjj.hr/. Cilj je ove biblioteke učiniti pojedinačne terminološke zbirke Strune dostupnima i u cjelovitu tekstualnom obliku koji je moguće pretraživati po raznim kriterijima i po potrebi otisnuti. U ovom se svesku donosi nazivlje obrađeno u okviru projekta Hrvatske zaklade za znanost Hrvatsko pomorsko nazivlje – tradicija i suvremena kretanja koji je vodio prof. dr. sc. Boris Pritchard.

The International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004 (BWM 2004) is expected to enter into force within next five years. Despite significant efforts paid meanwhile a number of measures and requirements are still not clearly defined as they should be for a proper interpretation and full implementation. The most prominent "grey areas" yet to be resolved include actions in case of "polluted" ballast water or malfunctioning treatment system discovered on board, actions in case of early warnings declared by the destination port, sampling techniques and port state control procedures, sediment management, risk assessment and intra-regional voyages, more stringent standards that may be implemented by certain countries, costs and legal responsibilities in certain cases, etc. It should be emphasized that even today ballast water management approaches are not the same in all regions. A good example is a significantly different approach in defining specific areas for ballast water exchange in the North Sea area compared to the one proposed for the Adriatic Sea. It is quite clear that for efficient ballast water management and proper implementation of new requirements ships’ crews need additional competencies. These competencies and related knowledge, understandings and proficiencies still have to be included into the STCW Convention. Moreover, it is recognized that seafarers, more than often, are not aware of risks the harmful aquatic organisms or pathogens (HAOP) and nonindigenous species (NIS) pose to environment. Consequently, study programs and associated learning modes aiming to effectively and rather quickly ensure appropriate level of knowledge and training still have to be identified. In the paper the findings, challenges and probable outlines of programs related to ballast water management are discussed. The programs considered include training for active seafarers during transition period as well as regular education for new students. Particular emphasize is paid to programs delivered at higher MET institutions. Most important findings and outcomes are based on the research and results of the Ballast water management system for Adriatic Sea protection project (BALMAS) [1-4] and GloBallast project [5-7]. BALMAS project, worth approximately 7 million Euros, is financed by the EU AdriaticIPA Cross Border Cooperation 2007-2013 program. It involves 17 different beneficiaries (ministries, governmental and scientific institutes, universities, foundations and maritime associations) from 6 partner countries (Italy, Slovenia, Croatia, Bosnia and Herzegovina, Montenegro and Albania). The project integrates all activities aiming to ensure sound implementation of the BWM Convention measures in the Adriatic Sea. The main objective is to establish a common cross- border system linking all Adriatic research, experts and national responsible authorities to avoid the introduction of HAOP or NIS organisms into sea, through the control and management of ships’ ballast water and sediments. The Faculty of Maritime Studies Rijeka is currently involved as project external expert institution.

This paper deals with the phenomenon of Complacency which is one of the causes of human error detected in the domain of ship accidents. The term Complacency is present as an influential social and psychological factor which has similar cause in shipping and port commercial operations. The causes of ship accidents from the aspect of Complacency are defined as Management Complacency, Leadership Complacency and Self-Induced Complacency. All of these causes are reflected as causes of accidents in ports at the management and operational level. The main domain in which Complacency is present as influential element is decision-making process as well as in ship and port commercial operations.

Cilj prezentacije bio je prikazati neophodno uvođenje procjene rizika pri provedbi Plana kod iznenadnih onečišćenja mora u Republici Hrvatskoj.

U obalnom linijskom kontejnerskom brodarstvu, bro dari svoje poslovanje zasnivaju na različitim tehnologijama prijevoza i prekrcaja od kojih svaka za sebe ima svoje prednosti i nedostatke te u poslovanje brodara unosi izvjesne prednosti, ali i prijetnje koje mogu dovesti do određenih materijalnih i nematerijalnih posljedica. Poslovno-tehnološki rizik specifičnost je poslovnih subjekata koji se u svom poslovanju koriste tehničkim sredstvima i tehnologijama značajne materijalne vrijednosti. Poslovno-tehnološki rizik kod obalnog linijskog kontejnerskog brodara uvjetovan je donošenjem poslovno-tehnološke odluke koja se odnosi na izbor tehnološkog rješenja o kojem ovisi rezultat poslovanja. U radu je objašnjen pojam poslovno-tehnološkog rizika te odnos poslovno-tehnološkog rizika i poslovno-tehnološke odluke. Nadalje, prikazani su čimbenici koji utječu na vrijednost poslovno-tehnološkog rizika u obalnom linijskom kontejnerskom brodarstvu.

he scope of the paper aims to present and analysis recent trends and changes in MET system in Croatia. After more than half century of well established MET system, recently adopted new regulation regarding education for the highest level STCW certificates lead to the inevitable new stage in maritime education in Croatia. Those changes include implementation of so called “alternative maritime education system” which basically promote vocational system of the education parallel with well established academic approach The main objective of the paper is to analyses possible impact on the quality of the seafarer’s education in light of the implementation of the n new system.

This paper discusses some of practical aspects of maritime programme review when it is carried out by highly experienced professionals in order to identify weaknesses and shortcomings and provide recommendations for the programme improvement. This approach is used on occasions and primerily on a consulting basis. There are quite substantial dividends that peer assessment of a programme provides. Arguably, a qualified review of a programme far exceeds the value of professional conferences where typically a limited number of topics are covered. Moreover, the relevance of conference discussions to specific programmes is often unclear. Programme review made by an expert brings instant results ready an immediate implementation. If such an assessment is carried out under the umbrella of a professional association, its value substantially increases and the corresponding costs decline. The paper examines the advantages of a peer assessment, and also the benefits for both, the programme which is being assessed and the assessor. Based on thorough analysis of widely used methods of programme evaluation and accreditation, principal components or categories of a programme peer review are identified bearing in mind the requirement to limit the scope and to avoid lengthy preparations especially by the subject of the assessment. The attempt is made to propose a variety of assessment tools in the form of direct and indirect metrics for the categories of assessment.

The paper deals with the implementation of security measures in small to medium developing countries. Based on Croatian experience, it examines possibilities for efficiently combining security measures that should be implemented in SOLAS ships and ISPS compliant ports with those appropriate to non-SOLAS ships and ports where measures defined in the ISPS Code are not mandatory. Finally, it examines measures promoting a more extensive use of information technologies, particularly information fusion and dedicated decision support systems, in order to enhance the level of maritime security and protection from illegal activities at sea and in ports.

Pomorski nadzor provodi obalna država radi povećanja sigurnosti pomorske plovidbe i zaštite vlastitih interesa, a ta djelatnost povezana je i s upravljanjem pomorskim prometom, pa obuhvaća prikupljanje podataka o pomorskim objektima i pomorskom prometu, davanje podataka pomorskim objektima, pružanje plovidbenih savjeta i podrške u plovidbi, kao i organizaciju plovidbe i upravljanje pomorskim prometom. Autori naglašavaju da je za zadovoljavajuću razinu sigurnosti plovidbe važna međuovisnost interesa obalne države i interesa broda u plovidbi, te da je izuzetan napredak tehnologije i iskazana volja međunarodne pomorske zajednice omogućila obalnim državama odnosno državama pripadnosti broda značajan uvid u stanje prometa u svako doba odnosno u svim uvjetima. U radu se daje pregled postojećih sustava izvještavanja i tehnoloških postignuća, naglašava da su rezultat takvog tehnološkog razvoja zahtjevi obalnih država da aktivnije sudjeluju u upravljanju prometa i da učinkovitije osnažuju međunarodne i nacionalne propise. Analiziraju se i rješenja Europske unije, uz isticanje pitanja povjerljivosti i razmjene podataka u toj oblasti. Pozornost autora je usmjerena na utjecaj novih tehnoloških sustava te mogućnosti i ograničenja obalne države u oživotvorenju postojećih pravnih propisa u području nadzora odnosno na potrebu predlaganja novih pravnih rješenja usklađenih s najnovijim razvojem tehnologije za nadzor i upravljanje plovidbom, naročito za prostor izvan granica nacionalne jurisdikcije.

U radu je analizirana gustoća pomorskog prometa na Jadranu koristeći prikupljene AIS podatke. Slijedi predstavljanje zona povećanog rizika pomorskih nezgoda i simulacije uljnog onečišćenja na istočnoj obali Jadrana.

Adriatic Sea

Mjesta zakloništa

Sigurnost plovidbe.

Maritime education in Croatia

Briga o sigurnosti plovidbe ponajprije je u nadležnosti obalne države, koja poduzimanjem međunarodno dogovorenih ili slobodno izabranih mjera osigurava zadovoljavajuću razinu sigurnosti plovidbe u području svoje nadležnosti (unutrašnje morske vode i teritorijalno more, gospodarski pojas), te u određenoj mjeri u području međunarodnih voda, u kojem bi posljedice nezgoda katastrofalnih razmjera mogle izravno ugroziti interese obalne države. Pored izravne opasnosti po ljude i morski okoliš, opasnosti koje prijete brodovima u plovidbi mogu ugroziti i materijalna dobra na moru i kopnu odnosno izazvati velike štete drugim privrednim djelatnostima na moru. Mjere koje poduzimaju države kojima se ostvaruje željena razina sigurnosti plovidbe mogu se podijeliti u dvije osnovne skupine - mjere kojima se sprječavaju nezgode i mjere kojima se umanjuju posljedice pomorkih nezgoda. Na današnjem stupnju tehnološkog razvoja, kao i u doglednoj budućnosti (do 2025.) ne očekuje se ostvarivanje takvih tehnoloških uvjeta kojima bi se u potpunosti spriječile pomorske nezgode.

Future revision of STCW.

The main charachteristic of any mature industry is that heavly depend on well-educated and organized staff. In that respect, the shipping is not exception. The education of seafarers, particulary for middle to top-level personnel, ranges from universities and high general-purpose educational institutions to specialized, dedicated educational organisations.

U radu su prikazani rezultati projekta potaknutog od strane Primorsko-goranske županije radi ocjene djelotvornosti i unapređenja županijskog ustroja zaduženog za djelovanje u slučaju većeg onečišćenja s brodova.

The scope of the paper aims to present a thorough exposition on quality standards in maritime education and training (MET) institutions. The aim here rather is to illustrate the argument that socioeconomic factors have a profound effect on the quality of MET and its ensuing results (outcomes). The paper further analyses the implementation of dedicated quality standard systems as well as systems based on ISO 9001:2000 standards in MET institutions. The most important advantages as well as weaknesses are also identified.

U radu se razmatra potreba unapređenja razine sigurnosti plovidbe i sprečavanja onečišćenja u području Jadranskog mora.Mjere koje su u radu razmotrene su slijedeće: povećani postotak pregleda stranih tankera, uvođenja sustava odijeljene plovidbe, uspostavljanje VTS sustava te proširenje obveze peljarenja.