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1

The distinguishing proof of a wide range of offices for oceanic route influencing ecosystem in Saudi Arabia

Elentably A., Fisher K., Holger S., Alghanmi A., Alhrbi S.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 3

455--460

EN

Navigational apparatuses, hardware and gadgets have created and the boat's route official needs to take assist in flighty ways with arranging and explore the ocean journey. The boat's official has a bunch of marine route hardware, which makes the upkeep of boats, freight and lives a lot simpler, because of mechanical advances. Subsequently, safeguarding the marine climate. As the absence of preparing and failure influence the climate, whether while moving boats to moor in ports or during cruising, as well as stacking and dumping activities in ports. Besides, momentum sailors are prepared to know how to function and work all advanced navigational hardware that made the excursion adrift smoother, more secure and safer. Positive aspects on the climate to be viable with current offices and robotization, the boat today has many high-level route hardware frameworks that give exact information to the journey, consequently keeping away from a large number of the negatives that happened in past times.

2

Stochastic model to estimate the waiting time for container vessel turnaround times

Elentably A., Fisher K., Holger S., Alghanmi A., Alhrbi S.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 3

515--519

EN

By developing possible solutions for Saudi ports to limit the increase in damage to the marine ecosystem, the random system for estimating the waiting time of ships in Saudi ports has been developed as a model to guide the application of the multiple benefits to the beneficiaries such as ship owners, shipping companies and port authorities so that it is applied to create multiple economic and environmental savings. An imperative optimization model for solving container slot allocation problems for time-sensitive commodities under the dynamics of port congestion pricing. The proposed new pricing mechanism has proven to be effective when compared to a generic slot allocation model that does not take into account shipping time limits and port congestion, with results showing that the proposed pricing scheme can significantly improve ship companies' revenues and improve customer satiation. In terms of reducing carbon emissions from the ship's stay for a longer period at the docks.

3

Coastal and marine issues and their relation to ecosystem survey

Elentably A., Fisher K., Holger S., Alghanmi A., Alhrbi S.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 3

449--454

EN

Protecting and preserving the environment and marine resources is a constant concern of countries. The seas and oceans face increasing threats to their flora and fauna from pollution, both from land and sea sources. Overexploitation of marine resources and overfishing pose serious threats to biodiversity and the balance of marine ecosystems. Especially for countries that rely on fisheries resources to feed their populations in closed or semi-closed seas. It is unusual to highlight overfishing by ships, as coastal states' resources do not allow for effective safety controls and as a result, there are a number of severely depleted fisheries worldwide. It is therefore vital that conservation and management measures for straddling fish stocks and highly migratory fish stocks continue and increase, as it is a resource that has transcended many national jurisdictions. According to the priorities of the current research project, which include alignment and adaptation to the regulations of the Saudi marine environment, the research group of the current marine ecosystem project tries to analyze the variables contained in maritime transport and shipping and to measure the impact of these variables on the marine ecosystem, by focusing on four national priority areas: 1) reliable and long-term seafood supply; 2) thriving coastal ecosystems; 3) sustainable coastal development; and 4) risk resilience in coastal communities. Prioritizing coastal issues and gathering desired outcomes from.

4

Simulation of a Container Terminal and it’s Reflect on Port Economy

Elentably A.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2016

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Vol. 10, no. 2

331--337

EN

The combination between the design and project of container terminals and the reflect on port’s economy may be carried out through two main approaches: optimization or simulation. Although the approaches based on optimization models allow a more elegant and compact formulation of the problem, simulation models are mainly based on discrete event simulation (DES) models and help to achieve several aims: then measure this impact on port economy before and after implemented this updating overcome mathematical limitations of optimization approaches, support and make computer-generated strategies/policies more understandable, and support decision makers in daily decision processes through a “what if” approach. Several applications of DES models have been proposed and simulation results confirm that such an approach is quite effective at simulating container terminal operations. Most of the contributions in the literature develop object oriented simulation models and pursue a macroscopic approach which gathers elementary handling activities (e.g. using cranes, reach stackers, shuttles) into a few macro-activities (e.g. unloading vessels: crane-dock-reach stacker-shuttle-yard), simulate the movement of an “aggregation” of containers and therefore do not take into account the effects of container types (e.g. 20’ vs 40’, full vs empty), the incidence of different handling activities that may seem similar but show different time duration and variability/dispersion (e.g. crane unloading a container to dock or to a shuttle) and the differences within the same handling activity (e.g. stacking/loading/unloading time with respect to the tier number). Such contributions primarily focus on modeling architecture, on software implementation issues and on simulating design/real scenarios. Activity duration is often assumed to be deterministic, and those few authors that estimate specific stochastic handling equipment models do not clearly state how they were calibrated, what data were used and what the parameter Values are. Finally, no one investigates the effects of different modeling hypotheses on the simulation of container terminal performances. The focus of this paper is on the effects that different hypotheses on handling equipment models calibration may have on the simulation (discrete event) of container terminal performances. Such effects could not be negligible and should be investigated with respect to different planning horizons, such as strategic or tactical. The aim is to propose to analysts, modelers and practitioners a sort of a guideline useful to point out the strengths or weaknesses of different approaches. Drawing on the model architecture which will be affected on port economics.

5

Strategic and Operational Plan Implementation of Seaports (Utilization Jeddah Port)

Elentably A.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2015

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Vol. 9, no. 4

489--497

EN

The Port of Jeddah (Port) released the initial version of this Strategic Plan in 2006. It was developed by Port staff, along with input, as a five-year rolling plan designed to guide the Port’s future development while keeping in mind the needs of our tenants, local community members and stakeholders, and the nation. This is the second update to the Strategic Plan since its initial release. While the Port’s overarching principles – commitment to environmental stewardship, addressing tenant needs, goods movement, economic development, and security – have remained largely unchanged, it is important for us to adapt our strategies to meet the challenges of an ever changing local and global environment. The Port is among the world’s premier ports and is a critical hub for global trade. This prominence brings with it responsibilities and expectations for the highest possible standards for efficiency, safety and security, and environmental leadership. The Port is the nation’s busiest container port and part of the world’s busiest port complex, handling 3.7 million twenty-foot equivalent units in 2013. Global trade and goods movement is Western kingdom of Saudi Arabia’s strongest industries in terms of jobs and economic activity. The Port of Jeddah powers these industries, handling almost more than a quarter of the cargo that enters the kingdom of Saudi Arabia annually. Through the Port’s activities, a lot of jobs are created in western kingdom of Saudi Arabia and over five hundred thousand nationwide. In order to maintain our position among the world’ the kingdom of Saudi Arabia premier ports, the Port is continually addressing the demands for providing modern and efficient cargo handling terminals as well as transportation and infrastructure projects. Protecting one of the nation’s most vital economic hubs is also an ongoing challenge. Finally, promoting a sustainable “grow green” philosophy and ensuring that we are the leader among ports in promoting environmental stewardship is a strategic objective of the Port. A strategic plan is a management tool used to improve the performance of an organization and outlines the organization’s direction and priorities. This plan identifies the Port’s twelve strategic objectives for the next five years. Each of the objectives identifies a series of an act or strategy intended to resolve a difficulty or improve a situation; a fresh approach to something that the Port will undertake to accomplish that objective. While these objectives are organization-focused and require the coordination of resources throughout the Port, each one will be championed by a bureau, and the divisions within that bureau, as this paper will contain.

6

The Positive Implications for the Application of the International Ship & Port Facility Security and its Reflects on Saudi’s Ports

Elentably A.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2014

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Vol. 8, no. 2

255--266

EN

The research paper summed up on the requirements of the application code security and safety of ships and ports (ISPS) and the technical aspects necessary for the application by the Saudi marine Ports. The requirements of the international code of safety and security of ships and ports such as: - Additional tasks to be undertaken by port management - Activities and tasks that will port authorities - The impact of the elements of the maritime transport - Application and amendments to the deck - Government requirements - Special requirements for the management of ships - Application optimized for the requirements of the code ,Also interested in the research paper the mechanism of how to put these requirements into effect and the positive impact associated with the application. And also the requirements of the bridge on the ship ,beside clarification of the interconnections between the parties to the transfer process, such as administration of the commercial maritime fleet operations, control to the owners and how the administrative process for the crew to apply the appropriate code on the deck of ships and mutual relations with the insurance and chartering operations as well as the role of the port facility, to arrived How can the ports of Saudi Arabia to benefit from the positive application of code requirements and to enable these requirements with the parties to the process of maritime transport.

7

The Advantage of Activating the Role of the EDI-Bill of Lading And its Role to Achieve Possible Fullest

Elentably A.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2012

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Vol. 6, no. 4

595--604

EN

With a steady increase in maritime traffic of foreign trade of the world, and the continuing trend to maximize returns for investors and states alike, the time factor in the flow of goods linchpin of achieving those savings, and then highlight the absolute importance of handling freight bill, a title of goods of various types, and to achieve electronic exchange of invoice is on the top priorities for the departments of marine ports to achieve those savings, since the bill of lading for goods as a title to the goods traded electronically requires a thorough understanding of certain aspects which are complementary to each other, such as: Rules of procedure When not in conflict with these Rules, the Uniform Rules of Conduct for interchange of Trade Data by Teletransmission, 1987 (UNCID) shall govern the conduct between the parties. .beside that the Form and content of the receipt message and its meaning The carrier, upon receiving the goods from the shipper, shall give notice of the receipt of the goods to the shipper by a message at the electronic address specified by the shipper. In addition This receipt message shall include different information such as: the name of the shipper; the description of the goods, with any representations and reservations, in the same tenor as would be required if a paper bill of lading were issued; the date and place of the receipt of the goods; and a reference to the carrier's terms and conditions of carriage; plus the Private Key to be used in subsequent Transmissions, also the role of Terms and conditions of the Contract of Carriage , Right of Control and Transfer, the terms of Delivery, Option to receive a paper document , Through those tangles and measures to deal electronically bill of lading, highlights the importance of the element of time to achieve the fullest possible use of electronic exchange of data bill of lading and the implications of this exchange to achieve a standard rate of loading and unloading and to reduce waiting times for ships in ports to the marine and rates of performance standard berths port and optimize the use of journals and equipment docks and achieve financial savings from shipping operations. These rules shall apply whenever the parties so agree.