The emissions of exhaust gases and particles from the transportation sector are affected by the oceangoing. Emissions from shipping, comprising both greenhouse gases and traditional pollutants, cause an estimated 87,000 deaths per year worldwide as a result of lung-cancer, and cardiopulmonary and other diseases. To reduce air pollution from ships, the International Maritime Organization has officially designated certain zones as Emission Control Areas (ECAs). This study estimates the influence of NOx, SOx and particulate matter (PM2.5) on air quality, and demonstrates that large quantities of these pollutants are emitted by shipping in the Strait of Gibraltar. This contamination causes many deaths that could potentially be prevented if the Strait were designated an ECA. In this way, the authors own SENEM1 emissions model and the CALPUFF air quality model were used. Comparing only the emissions by ships operating in the Strait of Gibraltar in the year 2017 with the designated ECA simulation, a reduction up to 75.8% in NOx, 73.4% in PM2.5 and 96%, in SOx were collected. On average, for the city of Algeciras the mean annual PM2.5 contribution from ships (0.86 μg/m3) would be reduced to 0.23 μg/m3 (73% reduction) after the implementation of the ECA, according to the 2017 data. SOx concentrations would be reduced by 96% in Cádiz province, annually. Because these shipping lanes are an average distance of only 13 km from the coast, the effects of pollutants on the resident population are almost immediate. To mitigate the adverse environmental outcomes from ship-sourced air pollution, it is recommended that the Strait of Gibraltar be designated an ECA by the IMO.

The main goal was to identify Human Factors in seafaring. First, a group of experts made a list of adjectives. Then, a sample of 141 Officers were asked to give their opinion about the importance of each adjective in Seafarer's behaviour. Exploratory Factor Analysis and Confirmatory Factor Analysis through Structural Equation Modelling techniques were applied to the data. Two factors were identified in aptitudes: "Situation awareness" comprising adjectives from levels 1-2-3 SA; and "adaptability". From attitudes, first component is "Self-Knowledge", component 2 "Group Skills" and component 3 "Drive". Structural Equation Modelling confirmed the factor structure previously found. It can be concluded that: SA would be a key factor in Sea Navigation, there is psychometric evidence of the construct validity; and Human Factors in seafaring can be described using a five-factor model. (C) 2016 Elsevier Ltd. All rights reserved.

Although in the great majority of States, the inspection and certification of vessels are provided as public services, the Classification Societies continue being an essential element in maritime traffic, since the official inspections and certifications generally do not take into consideration certain structural aspects or details of vessels. The starting point is an analysis of the role of the Classification Societies on the global and local scale; a case study in a medium-size port of the European Union, the Port of the Bay of Cadiz, is presented. For the case study, an analysis has been made of 507 vessels between the years 2002 and 2008. From the statistical results, it is concluded that there tends to be a direct relationship between the age of the vessel and its classification by a particular type of Society, both with respect to the profiles of risk and to whether the society is a member of the International Association of Classification Societies. The same occurs with respect to the number of days a vessel is detained as a consequence of the Port State Control (PSC) inspections. Similar relationships between Classification Societies and vessels are observed with respect to the flags States, based on featuring in the Black List of the MoU, and with the subclassification of risks.

The starting point is an analysis of the evolution of recruitment of crews in the maritime traffic on the global and local scale; a case study in a medium-size port of the European Union, the Port of the Bay of Cadiz, is presented. The evolution of the Open Registries and the phenomenon of the globalization of crewing have been studied from the information provided in the databases of consultants and international bodies. For the case study an analysis has been made of 507 vessels that docked in the port of Cadiz between the years 2002 and 2008. From this analysis, it is concluded both globally and locally that market is evolving rapidly. The question of finding suitable crews is not only economic: sometimes the reasons for these “substitutions” are directly related to the demands in terms of working hours or civilized conditions of accommodation and food. Multiculturality is therefore a general feature of crews today; language is a key determinant of this phenomenon. The implication behind this trend is that the profession of ‘seaman’ in the OECD countries is becoming less attractive from the point of view of personal and even professional life. The human decapitalization of maritime personnel is also a strategic problem in the provision of specialized seamen for tasks of the Maritime Administration and PSC Inspection, together with the progressive aging of the existing crews.

Both SAR'79 and UNCLOS'82 Conventions are specific tools that establish the juridical and technical foundations for the development of reactive aspects related to maritime safety response. These conventions set up the search and rescue regions in which coastal states should assume the responsibility to dedicate resources, to cover the needs of the SAR responsibilities. 2006 amendments to IAMSAR manual volume I, in force since 2007, June the 1st, established the identification and assessment of risks related to maritime safety as one of the practical principles in maritime risk management. The Strait of Gibraltar is a narrow navigational channel connecting the Atlantic Ocean and the Mediterranean Sea between Spain and Morocco. The Strait supports a huge volume of maritime traffic increasing steadily every year. This paper presents the preliminary results obtained in relation with the taxonomy and temporal distribution of maritime emergencies reported and documented by the Spanish Maritime Administration throughout 2000-2004 period.

Andalusia, Spain, has an important tradition in the fishing industry that makes it one of the areas of the European Union where fisheries policies have a great significance for the population. In order to analyse the sector, a total number of boats to be surveyed was set at 10% of the total population: 202 boats of the total of 2027 in the census. The sample was distributed among the four fishing techniques and gear. This paper deals comprehensively with the so-called “artisanal fleet”, with the aim of presenting a new approach in the policies for reducing the risk in this important fisheries sector. We discuss relevant issues related to fishing vessel safety according to the typology of the vessel. The specific risks are summarized. In each type of fishing various specific tasks have to be performed that entail characteristic kinds of risk. The paper concludes that specific risks presented in this study could contribute to maritime safety. Policy implications: policies that reduce specific risks will be effective in reducing fisherman injuries. The present study is part of the presentation of results of the research project financed by the Regional Government on the state of Safety of the artisanal or craft fishing fleet, analyzing, in this case, the typical occupational risks entailed in the fishing activity. Policymakers should find the results of this study useful in developing regulation and enforcement mechanisms for reducing fishing vessel injuries and total losses.

Since the year 2001 in the Maritime World, two kinds of concept have emerged out of the common root: safety and security. In this paper we will first analyse the international situation and the preventive agreements reached since 9/11 under the auspices of the International Maritime Organisation (IMO), and then consider the role of a State such as Spain, seeking conclusions that can be generalised to other western countries of the European grouping. Finally, and based on certain experiences in respect of Port State Control, we will discuss the real effectiveness of the measures that appear today to be accepted.