Longtemps ignorée, la pollution atmosphérique générée par l'activité de transport maritime fait l'objet depuis quelques années d'une attention accrue. Des politiques de réduction sont élaborées à différents niveaux pour réduire les polluants de l'air (oxyde de soufre, oxyde d'azote, particules) et les gaz à effet de serre (dioxyde de carbone). Règlementée par le droit international en référence à l'Annexe VI de la Convention MARPOL adoptée par les membres de l'Organisation Maritime Internationale, la pollution atmosphérique du transport maritime fait aussi l'objet de mesures spécifiques de la part de l'Union européenne. Notre travail vise à répondre à la problématique suivante : les politiques de réduction des émissions de gaz à effet de serre et de polluants de l'air des navires sont-elles de nature à modifier l'offre des services maritimes de lignes régulières ?Nous montrons en quoi les émissions de gaz à effet de serre et de polluants de l'air des navires constituent un « objet » de politique publique complexe et original, et comment l'action publique s'en saisit par une analyse des processus politiques qui ont façonné l'élaboration des différentes politiques. Nous démontrons alors que le format particulier des instruments de politique publique (régionalisation des règles, choix des moyens laissés aux compagnies pour atteindre les objectifs fixés, etc.), l'articulation des différentes politiques entre elles et leur évolution dans le temps rendent la prise en compte de ces politiques par les compagnies maritimes véritablement stratégique, au sens où elle dépasse la simple application des prescriptions traditionnelles normatives en matière de sécurité et d'environnement. Nous mettons ensuite en évidence les choix stratégiques possibles des armateurs, combinant des aspects techniques et organisationnels, et les conséquences de ces choix sur l'offre de services maritimes de lignes régulières, au travers de deux études de cas : la première portant sur le transport roulier transmanche et la seconde sur le transport conteneurisé international entre l'Europe et l'Asie. Nous soulignons ainsi les effets différenciés des politiques de réduction des émissions selon les marchés du cabotage et du long cours, mais aussi leurs points communs en matière d'évolution de l'offre de transport maritime. Il apparaît que les politiques de réduction des émissions du transport maritime favorisent certains changements de l'offre en conjonction avec d'autres facteurs plus qu'elles ne les amorcent réellement / Atmospheric emissions from shipping was for a long time ignored, but have begun to attract an increasing amount of interest in recent years, with policies elaborated at different levels to reduce air pollutants (sulfur oxides, nitrogen oxides, particulate matters) and greenhouse gases (carbon dioxide). Regulated by international law in reference to Annex VI of MARPOL Convention adopted by member states of the International Maritime Organisation (IMO), emissions from shipping are also subject to specific measures by the European Union. This thesis aims to answer the following question: can policies to reduce emissions of greenhouse gases and air pollutants from ships alter the supply of maritime liner services? We show how emissions of greenhouse gases and air pollutants from ships are a complex and unique public policy issue and analyse the policy-making processes that have shaped the development of the various policies. We demonstrate that the specific format of public policy instruments (regionalisation of rules, set objectives with choice of means left to companies, etc.), as well as the articulation of the various policies and their development over time make the consideration of these policies by shipowners truly strategic, in the sense that it goes beyond the traditional compliance with prescriptive security and environmental norms. We then highlight, through two case studies, the possible strategic choices faced by shipowners, both technical and organisational in nature, as well as the consequences of these choices on the supply of maritime liner services: the first case study looks at roro transport in the English Channel while the second examines international container shipping between Europe and Asia. We highlight not only the differing effects of emission reduction policies on short sea shipping and deep-sea shipping markets, but also what they have in common with respect to changes in shipping services. It appears that emission reduction policies favour certain changes in supply in conjunction with other factors but that they do not necessarily trigger such changes

Le transport maritime, étant un levier du commerce international, traduit l’expansion du domaine de la commercialisation maritime des biens et services. Ce type de commerce existe depuis des siècles mais il connait un nouvel essor du fait de la mondialisation économique. Le transit par la mer concerne 80% à 90% en tonnage des marchandises échangées dans le monde, autrement dit cette économie représente les 4/5 de l'ensemble de l’économie planétaire. De ce fait, cette problématique implique une approche théorique et pratique, nationale, certes, mais aussi internationale par l’intérêt de comparaisons avec d'autres pays à vocation maritime dans un contexte qui ne cesse d'évoluer aux plans économique, technique, commercial ainsi que juridique. Cependant, nombre de questions soulevées avec acuité pour mieux cerner le monde du transport maritime avec l'ensemble des entreprises qui le forment, des services qui s'y rattachent, des moyens et systèmes qui lui sont propres pour effectuer les échanges permanents à travers le monde, participent à la réglementation juridique au vu d’une meilleure régulation socio-économique. En effet, face aux bouleversements phénoménaux liés à ce domaine, cette thématique dessine un cadre comparatif en matière de gestion portuaire, des instances juridiques qui opèrent pour le bon déroulement des lois applicables et des différentes conventions liées au transport maritime. Toutefois, la place du Sénégal en la matière nécessite un travail à la fois théorique et pratique afin de prendre en compte la juste importance du transport maritime à travers une analyse de la situation dans la région et au Sénégal ainsi que d’engager des perspectives pouvant conditionner l’amélioration du secteur. / Maritime transport, a support of international trade, expresses the expansion of the field of maritime marketing of goods and services. This type of marketing exists centuries ago but it knows a revival because of economic globalization. Maritime transit concerns 80 to 90 percent in tonnage from exchanged goods in the world, in others words, that economy represents the four – fifths of the whole global economy. Therefore, that problematic implies both a theoretical and pratical approach, certainly national but also international by the interest of comparing with other maritime countries in a context which is continually evolving n economic, technical, commercial and legal levels. However, many questions raised with acuity to better define the world of maritime transport with the companies that compose it, services related to it, its own means and systems to carry out permanent exchanges around the world, contribute to the legal regulation in view of a better socio-economic control. In fact, considering the phenomenal upheavals linked with the field, this theme draws a comparative framework regarding port management, judicial instances that work for the smooth progress of applicable laws and different conventions related to maritime transport. However, Senegal’s position on the subject needs both a theoretical and pratical work in order to take into account the fair importance of maritime transport through an analysis of the situation in the region and in Senegal, then undertake perspectives that may lead to the improvement of the sector.

A gestão das ameaças e dos riscos nas empresas tem se dedicado a estudar estes problemas, pelo viés de mercado, com o intuito de torná-las mais preparadas para enfrentar estes desafios. Nesse sentido, uma série de instrumentos de análise diagnosticaram que as ameaças e os riscos fazem parte da natureza das relações empresariais. Dentre as inúmeras relações que uma empresa estabelece para atingir os seus objetivos, destacam-se as que estão inseridas em um sistema denominado “cadeia de suprimentos” que, em decorrência do processo de globalização tornou-se internacionalizada. As empresas, ao prolongarem suas cadeias de suprimentos “além fronteiras”, estão submetidas, às influências do ambiente econômico, geopolítico, social e histórico. Nesses ambientes, o ano de 2001 originou uma série de estudos de gestão de risco que identificaram, nas ameaças externas ou exógenas, isto é, as que estão fora do viés de mercado, a possibilidade de tornar a cadeia de suprimentos internacional insegura. Tais ameaças se configuram em ações da natureza e ações praticadas pelo ser humano, por meio de atos criminosos, como, o terrorismo, o tráfico, o contrabando e a pirataria marítima Além das empresas, os países criaram regimes internacionais que buscaram proteger as cadeias de suprimentos, principalmente, em seu sistema de transporte, destacando-se o modo chamado “marítimo”, em razão da sua intensa utilização para transportar cargas. O presente estudo tem como objetivo propor um protocolo de gestão de risco para o transporte marítimo de cargas “less than container load”, para tornar a cadeia de suprimentos internacional mais segura. A metodologia utilizada nesta pesquisa, foi descritiva e documental, já que descreveu o processo de operacionalização e baseou-se na análise dos documentos, utilizados na gestão do transporte marítimo “less than container load”. Conclui-se, assim, que o operador de transporte multimodal, como responsável por operacionalizar uma forma de transportar cargas, a qual torna a cadeia de suprimentos insegura, tem condições e, principalmente, o dever de juntar-se aos outros atores, em prol do aumento da segurança do sistema. / The management of threats and risks in the company has been dedicated to study these problems by market bias in order to make them better prepared to face these challenges. In this regard a number of analytical tools diagnosed threats and risks as part of the business relations. Among the many relationships that a company established to achieve their goals, we highlight those that are embedded in a system called the supply chain, which as a result of the globalization process has become internationalized. Companies to extend their supply chains "across borders", are subject to the influences of economic, geopolitical, social and historical environment. In these environments, the year 2001 led to a series of risk management studies that have identified the external or exogenous threats, those outside the market bias, the possibility of making the chain of uncertain international supplies. Such threats are configured shares of nature and actions taken by humans, by means of criminal acts as terrorism, trafficking, smuggling and maritime piracy In addition to companies, countries have created international regimes that sought to protect supply chains, especially in its transport system, highlighting the called maritime, because of their heavy use to transport cargo. The thesis aims to propose a risk management protocol for the shipping cargo "less than container load" to make the international supply chain more secure. The methodology used was based on descriptive type and documentary because described the operational process and analized documents used in the management of shipping “less than container load”, In conclusion, the multimodal transport operator who is responsible for operating a means of transporting cargo , which makes the supply chain insecure supplies, has conditions , and especially the obligation to join the other actors , in favor of the increase system security.

A gestão das ameaças e dos riscos nas empresas tem se dedicado a estudar estes problemas, pelo viés de mercado, com o intuito de torná-las mais preparadas para enfrentar estes desafios. Nesse sentido, uma série de instrumentos de análise diagnosticaram que as ameaças e os riscos fazem parte da natureza das relações empresariais. Dentre as inúmeras relações que uma empresa estabelece para atingir os seus objetivos, destacam-se as que estão inseridas em um sistema denominado “cadeia de suprimentos” que, em decorrência do processo de globalização tornou-se internacionalizada. As empresas, ao prolongarem suas cadeias de suprimentos “além fronteiras”, estão submetidas, às influências do ambiente econômico, geopolítico, social e histórico. Nesses ambientes, o ano de 2001 originou uma série de estudos de gestão de risco que identificaram, nas ameaças externas ou exógenas, isto é, as que estão fora do viés de mercado, a possibilidade de tornar a cadeia de suprimentos internacional insegura. Tais ameaças se configuram em ações da natureza e ações praticadas pelo ser humano, por meio de atos criminosos, como, o terrorismo, o tráfico, o contrabando e a pirataria marítima Além das empresas, os países criaram regimes internacionais que buscaram proteger as cadeias de suprimentos, principalmente, em seu sistema de transporte, destacando-se o modo chamado “marítimo”, em razão da sua intensa utilização para transportar cargas. O presente estudo tem como objetivo propor um protocolo de gestão de risco para o transporte marítimo de cargas “less than container load”, para tornar a cadeia de suprimentos internacional mais segura. A metodologia utilizada nesta pesquisa, foi descritiva e documental, já que descreveu o processo de operacionalização e baseou-se na análise dos documentos, utilizados na gestão do transporte marítimo “less than container load”. Conclui-se, assim, que o operador de transporte multimodal, como responsável por operacionalizar uma forma de transportar cargas, a qual torna a cadeia de suprimentos insegura, tem condições e, principalmente, o dever de juntar-se aos outros atores, em prol do aumento da segurança do sistema. / The management of threats and risks in the company has been dedicated to study these problems by market bias in order to make them better prepared to face these challenges. In this regard a number of analytical tools diagnosed threats and risks as part of the business relations. Among the many relationships that a company established to achieve their goals, we highlight those that are embedded in a system called the supply chain, which as a result of the globalization process has become internationalized. Companies to extend their supply chains "across borders", are subject to the influences of economic, geopolitical, social and historical environment. In these environments, the year 2001 led to a series of risk management studies that have identified the external or exogenous threats, those outside the market bias, the possibility of making the chain of uncertain international supplies. Such threats are configured shares of nature and actions taken by humans, by means of criminal acts as terrorism, trafficking, smuggling and maritime piracy In addition to companies, countries have created international regimes that sought to protect supply chains, especially in its transport system, highlighting the called maritime, because of their heavy use to transport cargo. The thesis aims to propose a risk management protocol for the shipping cargo "less than container load" to make the international supply chain more secure. The methodology used was based on descriptive type and documentary because described the operational process and analized documents used in the management of shipping “less than container load”, In conclusion, the multimodal transport operator who is responsible for operating a means of transporting cargo , which makes the supply chain insecure supplies, has conditions , and especially the obligation to join the other actors , in favor of the increase system security.

Le transport maritime qui est une des modalités du commerce .international, a pu se développer grâce à l'assurance maritime. Compte tenu de la technicité et de son caractère international, les litiges en matière d'assurance maritime ont été souvent réglés par voie d'arbitrage. Le recours à l'arbitrage en assurance maritime peut être à l'occasion d'un litige entre assureur/assuré assureur subrogé/tiers responsable, assureur/réassureur etc. Cette étude porte sur ces différents litiges tel que soumis à l'arbitrage el leurs spécificités, il conviendra d'étudier ce sujet dans un cadre comparatif entre le droit français, marocain et anglais. Par ailleurs, l'approche du sujet par la méthode comparative nous permet1ra de découvrir les solutions concrètes finalement retenues dans les trois systèmes juridiques en question tout en rapprochant cela au débat doctrinal et jurisprudentiel relatif à cette question. / Maritime transport, which is an inherent part of international trade, has been able to develop due mainly to marine insurance. Marine insurance disputes, given their technical nature and their international character, have been often settled by arbitration. The use of arbitration in marine insurance may be in the course of litigation between insurer and insured, subrogated insurer and a responsible third party, insurer and reinsurer, etc. This study deals with aspects peculiar to maritime law and various disputes submitted to arbitration. This thesis delves into the comparison of French. Moroccan and English laws. Moreover, the comparative approach to the subject will allow us, while bringing it closer to the doctrinal and jurisprudential debate, to discover the concrete settlements reached in the three legal systems in question.

La politique actuelle des transports répond à la nécessité de trouver une solution logistique, compétitive et durable à l’augmentation des échanges internationaux à travers l’élaboration du concept d’autoroutes de la mer. L’objectif de report modal associé aux autoroutes de la mer ne se retrouve pas au sein des Etats tiers méditerranéens. Dans cette région, les autoroutes de la mer se caractérisent par le développement d’infrastructures portuaires qui permettront d’aspirer les flux de marchandises de certains ports du Nord de l’Europe largement saturés. L’innovation réside dans l’approche systémique adoptée. La chaîne de transport est envisagée dans sa globalité pour un transport porte à porte. Compte tenu du contexte concurrentiel des transports qui a eu pour effet d’entraîner l’arrêt d’un certain nombre de lignes maritimes régulières, on peut être conduit à s’interroger sur les conditions de viabilité de ce concept. Face à cette situation, a priori, quelque peu défavorable, nous avons recherché, au cours de cette étude, quels sont les leviers juridiques qui pérennisent le concept. D’une part, nous avons insisté sur l’élaboration d’un régime juridique des entreprises de transport multimodal. D’autre part, l’étude montre que la viabilité économique du concept est subordonnée à l’existence d’instruments financiers incitatifs. Enfin, la promotion de transports durables tels que les services des autoroutes de la mer, sous la forme juridique d’une allégation environnementale, permettrait utilement d’informer les chargeurs et les professionnels sur les avantages énergétiques propres à ce concept, ce qui ne pourrait que lui être particulièrement favorable. / The current transport policy fulfills the need for a logistical, competitive and sustainable solution to the growth of international trade through the implementation of the Motorways of the sea concept. The Motorways of the sea aim to shift road freight to maritime traffic, and are characterized by their regularity, their frequency and integration into logistics chain. However, the modal shift goal linked to the Motorways of the sea is not the same within the third-Mediterranean States. In this region, the Motorways of the sea are determined by the development of port infrastructures which will allow to draw in the flow of freight from certain saturated northern european ports.The innovation rests in the adoption of a systemic approach. The economical reason driving the euro-mediterranean transport policies as well as the diagnosis of the mediterranean transport system, demonstrate the challenge faced by the mediterranean Motorways of the sea is considerable. Considering the competitive context surrounding the transport sector together with the difficulty to integrate the motorways of the sea within the transports chain, we intend to question the viability of this concept. In view of the situation slightly unfavorable, we have researched, in this study, what are the legal means perpetuating this concept in order to allow its integration to the competitive network of transports. On one hand, we have focused on the implementation of a legal system for a binding to international treaties.On the other hand, the study evidence that the economical viability of this concept is related to the existence of financial incentives which application, sometimes, requires financial engineering to obtain the funds potentially available. Finally, the motorways of the sea could benefit from a legal environmental information, like goods and services, informing loaders, and other professional on the advantages of this concept.

Longtemps ignorée, la pollution atmosphérique générée par l'activité de transport maritime fait l'objet depuis quelques années d'une attention accrue. Des politiques de réduction sont élaborées à différents niveaux pour réduire les polluants de l'air (oxyde de soufre, oxyde d'azote, particules) et les gaz à effet de serre (dioxyde de carbone). Règlementée par le droit international en référence à l'Annexe VI de la Convention MARPOL adoptée par les membres de l'Organisation Maritime Internationale, la pollution atmosphérique du transport maritime fait aussi l'objet de mesures spécifiques de la part de l'Union européenne. Notre travail vise à répondre à la problématique suivante : les politiques de réduction des émissions de gaz à effet de serre et de polluants de l'air des navires sont-elles de nature à modifier l'offre des services maritimes de lignes régulières ?Nous montrons en quoi les émissions de gaz à effet de serre et de polluants de l'air des navires constituent un « objet » de politique publique complexe et original, et comment l'action publique s'en saisit par une analyse des processus politiques qui ont façonné l'élaboration des différentes politiques. Nous démontrons alors que le format particulier des instruments de politique publique (régionalisation des règles, choix des moyens laissés aux compagnies pour atteindre les objectifs fixés, etc.), l'articulation des différentes politiques entre elles et leur évolution dans le temps rendent la prise en compte de ces politiques par les compagnies maritimes véritablement stratégique, au sens où elle dépasse la simple application des prescriptions traditionnelles normatives en matière de sécurité et d'environnement. Nous mettons ensuite en évidence les choix stratégiques possibles des armateurs, combinant des aspects techniques et organisationnels, et les conséquences de ces choix sur l'offre de services maritimes de lignes régulières, au travers de deux études de cas : la première portant sur le transport roulier transmanche et la seconde sur le transport conteneurisé international entre l'Europe et l'Asie. Nous soulignons ainsi les effets différenciés des politiques de réduction des émissions selon les marchés du cabotage et du long cours, mais aussi leurs points communs en matière d'évolution de l'offre de transport maritime. Il apparaît que les politiques de réduction des émissions du transport maritime favorisent certains changements de l'offre en conjonction avec d'autres facteurs plus qu'elles ne les amorcent réellement / Atmospheric emissions from shipping was for a long time ignored, but have begun to attract an increasing amount of interest in recent years, with policies elaborated at different levels to reduce air pollutants (sulfur oxides, nitrogen oxides, particulate matters) and greenhouse gases (carbon dioxide). Regulated by international law in reference to Annex VI of MARPOL Convention adopted by member states of the International Maritime Organisation (IMO), emissions from shipping are also subject to specific measures by the European Union. This thesis aims to answer the following question: can policies to reduce emissions of greenhouse gases and air pollutants from ships alter the supply of maritime liner services? We show how emissions of greenhouse gases and air pollutants from ships are a complex and unique public policy issue and analyse the policy-making processes that have shaped the development of the various policies. We demonstrate that the specific format of public policy instruments (regionalisation of rules, set objectives with choice of means left to companies, etc.), as well as the articulation of the various policies and their development over time make the consideration of these policies by shipowners truly strategic, in the sense that it goes beyond the traditional compliance with prescriptive security and environmental norms. We then highlight, through two case studies, the possible strategic choices faced by shipowners, both technical and organisational in nature, as well as the consequences of these choices on the supply of maritime liner services: the first case study looks at roro transport in the English Channel while the second examines international container shipping between Europe and Asia. We highlight not only the differing effects of emission reduction policies on short sea shipping and deep-sea shipping markets, but also what they have in common with respect to changes in shipping services. It appears that emission reduction policies favour certain changes in supply in conjunction with other factors but that they do not necessarily trigger such changes

Les armements sont des transporteurs maritimes parfois amenés à intervenir dans la mise en oeuvre de terminaux portuaires, de services de transport terrestre et de terminaux intérieurs. Ces comportements d’ancrage prennent des formes différenciées, mais chaque armement espère tirer un avantage concurrentiel sur le marché investi. Notre travail vise à répondre à deux questions : quels sont les facteurs conditionnant la mise en oeuvre par les armements de comportements terrestres différenciés ? Ces différences agissent-elles sur l’avantage concurrentiel dégagé par les armements sur les segments investis ? Un cadre théorique au carrefour de l’économie de proximité et des sciences de gestion a été construit et confronté aux rapports qu’entretiennent les armements avec les ports et arrière pays de la rangée Nord Europe. Les raisons ayant permis à Maersk, MSC, CMA CGM et NYK, et pas à d’autres, d’intervenir de manière différenciée sur terre ont été décryptées. Enfin, la compétitivité que ces comportements d’ancrage procurent à ces quatre armements par rapport à ceux qui n’interviennent pas sur terre a été appréhendée. Au-delà de la rencontre industrie-firme-territoire, les dynamiques concurrentielles entre les armements d’une part et entre les territoires d’autre part agissent directement sur les attributs des différents comportements de territorialisation. La dynamique temporelle du développement des comportements d’ancrage conditionne sensiblement l’avantage concurrentiel procuré ; avantage dont la durabilité est étroitement liée à la densité et à la connexité des services terrestres développés / Shipping lines are maritime carriers who on occasion implement handling terminals, hinterland transport services and inland terminals in order to improve their competitiveness. These courses of action are developed in different ways but every shipping line hopes to develop a competitive advantage on the market invested. The thesis aims to answer two questions: what are the determining factors for the different forms taken by the enlargement of scopes of shipping lines? Do these differences have an impact on the competitive advantage of the shipping lines? A theoretical framework mixing concepts in proximity economics and strategic management has been built and tested on the North Range. The reasons why Maersk, MSC, CMA CGM and NYK implement different port and hinterland services, compared to other carriers, have been analysed. The competitiveness triggered by these enlargements of scopes has been analysed. Besides the industry-firm-territory logic, competitive dynamics between shipping lines on one hand, and between territories (port and its hinterland) on the other hand, impact the way carriers implement their port hinterland services. The competitive advantage triggered depends on the temporal dynamic of the services implemented. The sustainability of these advantages depends on the density and connexity of port hinterland services developed

The maritime transport sector accounts for around 2.9% of the world’s anthropogenic emissions, a percentage that is growing yearly. Alternative fuels have come to be considered the necessary solution of the future, not least in island nations such as Fiji that are socially and economically dependent on sustainable maritime transport. Amongst these potential fuels is green hydrogen: a versatile, low-carbon fuel that causes no air pollution. This thesis investigates the feasibility of a future implementation of liquid hydrogen in combination with fuel cells in Fiji’s maritime transport sector through a literature study and mathematical analysis. The thesis provides an economical and technological suitability analysis as well as an investigation of the socio-political context through meetings with local stakeholders. The mathematical analysis focuses on the routes that are included in Fiji’s Government Shipping Franchise Scheme (GSFS), which is a governmentally funded scheme to subsidize uneconomical domestic routes in Fiji. The results indicate that liquid hydrogen would be suitable for 9 out of 10 GSFS routes and for most of the domestic maritime sector. The national funds intended for maritime transport would be sufficient for a proof-of-concept or a first small-scale implantation, but international financial support would be needed for a full implementation. There is a lack of data and research in the maritime sector of Fiji and a significant amount of additional research is necessary for a larger implementation. This paper is intended to be an elemental study modelling a foundation for further similar research. / Den martima transportsektorn står för cirka 2,9% av världens antropogena utsläpp, en andel som växer årligen. Idag betraktas därav en global implementering av alternativa bränslen som ett nödvändigt steg för en klimatvänlig transportsektor, inte minst för önationer såsom Fiji som är socialt och ekonomiskt beroende av en hållbar maritim transportsektor. Bland dessa potentiella alternativa bränslen ingår väte, ett grönt mångsidigt bränsle som bidrar till varken luftföroreningar eller koldioxidutsläpp. Den här rapporten undersöker en möjlig framtida implementering av flytande väte i kombination med bränslecellsteknologi i Fijis maritima transportsektor genom en matematisk analys och literaturstudie. Uppsatsen tillhandahåller både en ekonomisk och en teknisk lämplighetsanalys, samt en undersökning av Fijis nuvarande socio-politiska inställning till en potentiell implementeringen genom möten med olika myndigheter i Fiji. Den matematiska analysen fokuserar på de rutter som ingår i Fijis "Government Shipping Franchise Scheme", vilken är ett statligt finansierat transportsystem av inhemska oekonomsika maritima rutter. Resultaten indikerar att flytande väte är ett lämpligt bränsle för 9 av 10 rutter som ingår i Fijis GSFS, samt stora delar av den inhemska maritima transportsektorn. Kostnadsuppskattningarna visar på behovet av internationellt stöd i fallet av en fullständig och storskalig implementering, men även att landets nationella ekonomiska medel är tillräckliga för ett "proof-of-concept" eller en första småskaliga implementering. På grund av den nuvarande bristen av tidigare forskning och data kring Fijis maritime transportsektor, är denna artikel avsedd att vara en första grundläggande studie som breder vägen för vidare forskning och som identifierar områden i behov av ytterligare analyser.

The first part focuses on advantages and disadvantages conected with shipping goods by maritime transport in comparison with other transport sectors. The second part divides sea transport firstly from a commercial perspective on liner and tramp shipping, and then by type of boats. The third part describes the development and interconnectedness of international trade and maritime transport, its commodity and territorial structure. The fourth part deals with the possibility of contractual ensuring of maritime transport, liability of the carrier and conventions which govern this liability. This section also mentions the role of insurance.