Search

The relationship between ports and energy markets is undergoing a transition in their functions as suppliers, consumers, and energy processors. Environmental factors increasingly force the maritime sector to reduce its carbon footprint and improve energy efficiency. Governing the maritime sector's environmental performance requires leveling decarbonization through integration with energy supply chains and rethinking green strategies and environmental sustainability. This paper highlights that a port's energy management system can be an example of supply–demand equalizing sustainable alternative energy sources. Such systems engage more profoundly within the energy value chain by assessing green and environmental indicators in port operations, strategies, and investments. This manuscript investigates the challenges in ports' operations, strategies, and investments, considering their energy transition and decarbonization. Therefore, this research conducted a qualitative study on ports' energy efficiency and greening using an in-depth interview method in three seaports in the Adriatic, Baltic, and Black Sea basins. The paper proposes a framework for analyzing green variables in the ports' operations, strategies, and investments to improve their environmental performance. The framework examines a set of green variables, researching their cause-and-effect relationship, enabling testing and evaluation of the determined relationships, and identifying asynchrony in the balanced development of green investments and energy efficiency. [ABSTRACT FROM AUTHOR]

Climate change (CC) and seaports share a cyclical relationship, where climate impacts disrupt seaport operations, while seaport activities contribute to CC. This research explores the contributing factors from seaport activities, the impacts of CC on seaports and strategies for mitigating these factors. A bibliometric analysis was employed to present the findings statistically and numerically. The results were summarised into themes, identifying the main contributing factors, impacts and mitigation strategies. The analysis reveals that the primary contributor to seaports is the emission of Greenhouse Gases (GHG) from ships. The most significant impacts of CC on seaports include increased exposure to extreme weather events, changes in coastal dynamics, delays and disruptions in seaport activities and damages to the infrastructure. Mitigation strategies include adaptation measures, investment choices and fostering collaboration and partnerships. Seaport dependency on fossil fuels, coupled with increasing global trade, exacerbates their contribution to CC. In alignment with the Sustainable Development Goal of achieving net-zero carbon emissions by 2050, the findings offer valuable managerial insights for seaport operators seeking to adopt sustainable practices. [ABSTRACT FROM AUTHOR]

This study offers an analysis of existing research on sustainability and its link to accounting and management control in the port sector. Existing studies do not provide a comprehensive discussion of management accounting and control tools in this context, despite recognizing the relevance of the topic. A scoping review was used as a methodological basis, with the aim of mapping the literature on the role of accounting and management control, as well as their relationship with the triple bottom line associated with the various levels of sustainability in this sector. The results point to a diversity of tools used in developed countries, where interest in efficiency, sustainability, and strategic alignment stands out. [ABSTRACT FROM AUTHOR]

Purpose: The main objective of the article is to identify and evaluate activities undertaken in the area of environmental management in selected sea cruise ports in Europe resulting from the dissatisfaction of local communities caused by environmental pollution by cruise shipping companies. Design/methodology/approach: The article presents the findings of a research project that employed a triangulation approach, utilising three distinct methods: data mining, desk research, and case studies. Findings: Public authorities, seaport authorities, and cruise travel organizers implement a diverse array of strategies to prevent environmental degradation and mitigate adverse impacts on their surroundings. These strategies encompass formal-legal frameworks, organizational and technical initiatives, substantial investments, and crucially, social measures. By integrating these multifaceted approaches, they aim to foster sustainable practices and enhance environmental stewardship within the cruise industry. Research limitations/implications: The deliberate selection of popular cruise seaports in Southern Europe limits the scope of the study, as it does not encompass a broader range of seaports. Originality/value: The findings of this research could serve as a valuable resource not only for seaport authorities but also for local governments of coastal cities and cruise ship operators. Additionally, the article highlights various technological innovations employed in seaports to mitigate the detrimental environmental impacts of port activities. [ABSTRACT FROM AUTHOR]

During the past decades, the focus in maritime supply chains has shifted from the individual company to an integrated chain. It is of utmost importance that the various chain actors are well aligned with each other, so as to make transport operations as smooth as possible, ideally also without Estimated Time of Arrival (ETA) deviations. To examine which parameters have to be tackled primarily so as to reduce ETA deviations, this paper examines for each individual ship type at the port of Antwerp which parameters significantly influence ETA deviations. First and foremost, it is observed that seagoing vessels exhibit significantly greater deviations than inland vessels. We also find that chemtankers do not appear to be significantly influenced by their dimensions and geographic parameters. Container ships, on the other hand, are insensitive to both geographical and meteorological parameters. General tankers, on the other hand, show the greatest deviations. The output of the synthesizing Principal Component Analysis indicates that for all ship types the dimensions and meteorological parameters have the greatest explanatory power in the context of deviation predictions. The equations developed on this basis are able to calculate the chance of ETA deviations for each vessel type in the dataset. This result is therefore of great relevance to all actors in the maritime supply chains, as it allows planning much better and avoiding unnecessary asset and staff expenses. [ABSTRACT FROM AUTHOR]

Increasing freight volumes and challenging environments in seaports and container terminals worldwide require streamlined and reliable operations. Digital twins are seen as important drivers of the digitalization in seaports by providing a basis for higher transparency, control and data-driven decision making. In this context, however, the concept is rarely studied, and implementation issues are not comprehensively discussed. The paper presents an exploratory study of digital twins in seaports based on a literature review and case studies. The analysis reveals a standardization deficit for digital twin implementations, an inflationary and improper use of the term digital twin, and fields of research that need to be explored further. The application of optimization methods and the integration of simulation-based optimization in the field of seaports and container terminals is examined, due to its relevance for digital twins. Important lessons learned can be taken from the most advanced implementations, integrating simulations and emulations with optimization methods. An in-depth examination of multiple case studies and discussions with global port leaders yields valuable perspectives on the varied levels of digital twin implementations being applied today, including insights into the most advanced implementations currently being used in ports and container terminals. As a result of the analyses conducted, various research directions and a research agenda are presented. [ABSTRACT FROM AUTHOR]

AbstractResearch on cargomobilities has emphasised containerisation, algorithmic management, and the cost-driven calculus of logistics firms. Less visible is the necessary human labour that coordinates cargomobilities in challenging environments—for example, those workers who manoeuvre ships at seaports. In response, we take to the water to learn how ports function as spaces of everyday mobilities work. We follow a day in the working life of marine pilots—a specialist, locally-based workforce who board foreign-flagged ships to dock them safely. Their labour process is, we argue, a form of choreography: executing motions in correspondence with other workers, infrastructures, vessels, and environmental forces. Increasingly volatile oceanic conditions require technical knowledge of ships and guiding equipment, plus deep place-based knowledge of port idiosyncrasies and responsiveness to elemental forces—working with rather than against swell and wind, tides, channels, and weather. While global shipping becomes ever more cutthroat in pursuit of efficiencies, marine pilots choreograph mobilities with respect for earthly forces and the bulk and power of ships and seas, and thus perform the necessary infrastructural labour that offsets risk. Amidst worsening environmental hazards, we offer choreography as an analytical frame to centre the work, workers, collaboration, and more-than-human interactions underpinning mobilities. [ABSTRACT FROM AUTHOR]

Seaports are critical for global trade and development but are at risk of climate change-driven damages, operational disruptions and delays with extensive related economic losses. The aim of the present contribution is to (a) provide an overview of the main impacts of climate variability and change (CV&C) on ports; (b) present recent research on trends and projections involving the main climatic factors/hazards affecting global ports; (c) provide an analytical overview of emerging international and regional policies and legislation relevant to port risk assessment and resilience-building under climate change; and (d) consider issues and areas for further action. As shown by projections under different climatic scenarios and timelines, many global ports will increasingly be exposed to significantly growing hazards under increasing CV&C, including extreme sea levels (ESLs), waves, and extreme heat events. Depending on scenario (RCP 4.5 and RCP 8.5) by 2050, 55% to 59% of the 3630 global ports considered could face ESLs in excess of 2 m above the baseline mean sea levels (mean of the 1980–2014 period); by 2100, between 71% and 83% of ports could face ESLs of this magnitude. Ports in most tropical/sub-tropical settings will face the baseline (mean of the 1976 – 2005 period) 1-in-100 year extreme heat every 1 – 5 years, whereas with 3 oC global warming, most global ports (except some in higher latitudes) could experience the baseline 1-in-100 years extreme heat event every 1 – 2 years. A range of policy and legal instruments to support climate change adaptation, resilience-building and disaster risk reduction have been agreed internationally as well as at regional levels. At the EU level, relevant legal obligations and related normative technical guidance aimed at ensuring the climate proofing of new infrastructure are already in place as a matter of supra-national law for 27 EU Member States. These could significantly enhance levels of climate-resilience and preparedness for ports within the EU, as well as for EU funded port projects in other countries, and may serve as useful examples of good practices for other countries. However, further action is needed to advance and accelerate the implementation of effective adaptation measures for ports across regions. [ABSTRACT FROM AUTHOR]

Maritime transport plays a pivotal role in the global economy, facilitating the majority of international trade and serving as a cornerstone for efficient and expansive logistics networks. The proliferation of economic globalisation has resulted in a significant upsurge in intercontinental transactions, thereby fostering the utilisation of ports and shipping enterprises as cost-effective and expeditious means of accessing a wide range of destinations in Europe, Asia, Africa, and North America. The objective of this study is to evaluate the significance of five exogenous variables, namely, GDP per capita, water depth, commodity-type diversification, management model, and European directional division, in relation to the performance of seaports. Measuring the impact of exogenous variables in seaport performance is crucial for understanding how external factors influence efficiency, enabling informed decision-making, and facilitating the development of targeted policies for sustainable and effective port operations. This assessment will be conducted using robust benchmarking analysis methods, specifically the nonparametric order-α model. Several findings suggest that there is a negative relationship between GDP per capita and the performance of seaports when GDP per capita reaches very high levels. However, seaports located in regions with lower GDP per capita tend to exhibit superior performance. The inefficiency of southern seaports is evident, whereas seaports located in Central/Eastern Europe exhibit superior performance, irrespective of their model orientation. These findings underscore the importance of considering economic context and regional factors in understanding seaport performance and highlight potential areas for improvement in southern seaports. [ABSTRACT FROM AUTHOR]

Seaports provide material foundations for globalization. In the long history of global mobile connectivity that now forms globalization, the Indian Ocean is the world's oldest arena of expansive long-distance sea travel. People have sailed monsoon winds among coastal environments connecting Europe, Africa, India, and China since prehistoric times. Indian Ocean ports grew in number, size, wealth, and permanence over the centuries and anchored the rise of seaborne empires connecting Asia, Africa, Europe, and the Americas. Modernity traveled among industrial port cities along with lower unit costs for shipping and a dramatically increasing scale of shipping in volume, value, distance, and speed. Capital investments in seaport infrastructure grew with the scale of mobility through ports connecting producers and consumers by land and sea in commodity chains that eventually embraced people around the world with increasingly intricate, expansive interdependence, and also with ever more entrenched spatial inequity. The result is the current global seaport space of interwoven connectivity strung along the coastlines of globalization on all the continents. [ABSTRACT FROM AUTHOR]

The relationship between ports and energy markets is undergoing a transition in their functions as suppliers, consumers, and energy processors. Environmental factors increasingly force the maritime sector to reduce its carbon footprint and improve energy efficiency. Governing the maritime sector’s environmental performance requires leveling decarbonization through integration with energy supply chains and rethinking green strategies and environmental sustainability. This paper highlights that a port’s energy management system can be an example of supply–demand equalizing sustainable alternative energy sources. Such systems engage more profoundly within the energy value chain by assessing green and environmental indicators in port operations, strategies, and investments. This manuscript investigates the challenges in ports’ operations, strategies, and investments, considering their energy transition and decarbonization. Therefore, this research conducted a qualitative study on ports’ energy efficiency and greening using an in-depth interview method in three seaports in the Adriatic, Baltic, and Black Sea basins. The paper proposes a framework for analyzing green variables in the ports’ operations, strategies, and investments to improve their environmental performance. The framework examines a set of green variables, researching their cause-and-effect relationship, enabling testing and evaluation of the determined relationships, and identifying asynchrony in the balanced development of green investments and energy efficiency.

Copyright of Gharee for Economics & Administration Sciences is the property of Republic of Iraq Ministry of Higher Education & Scientific Research (MOHESR) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Cyberattacks pose a significant threat to seaports worldwide. While numerous scholars have endeavored to address these threats, their findings are often limited in practicality, applying to only a few ports. This paper aims to contribute to the extant literature by presenting and discussing 15 case studies of port cyberattacks that occurred from 2011 to 2023. These cases encompass six instances in Europe, six in America, two in Asia, and one in Africa. The study employs a twofold methodology, consisting of a comprehensive literature review and a personal assessment. Several key insights emerge. First, two primary motivations drive port cyberattacks: (a) the demand for ransom payments and (b) the desire to cause severe disruptions. Second, ransomware was the most common threat used to extort payments, followed by malware and DDoS attacks, which aimed to inflict operational disruption. Third, weaknesses in cybersecurity procedures and a lack of awareness among staff members emerged as significant contributors to cyber vulnerabilities. Forth, ports that quickly detected threats and implemented response measures were able to minimize operational impacts, ensuring the swift resumption of services and the maintenance of service continuity. Fifth, collaborative efforts with external partners and officials expedited response and recovery processes by facilitating threat investigation and solution identification. In light of these findings, it becomes imperative for all ports to develop comprehensive cyber disaster management plans, covering four key phases: preparedness, response, recovery, and mitigation. These plans should encompass three critical aspects of cybersecurity hygiene: human factors, procedural improvements, and infrastructure enhancements. Such practices are instrumental in bolstering a port's resilience and mitigating the risks associated with cyberattacks. [ABSTRACT FROM AUTHOR]

Vietnamese seaports play an important role as crossroads for import, export and transformation in delivery from maritime transport to rail, road and inland waterway transport. Over the last two decades, the seaport system has been reformed with the participation of private and foreign investors. Consequently, this issue enhances competition between seaports and brings changes to the seaports' operations. In this article, the relationship between seaport competition and efficiency is examined in the context of Vietnam, an emerging market economy. The longitudinal data from 2011 to 2022 is collected to quantify the competition degree of Vietnamese seaports and Data Envelopment Analysis is used to measure seaport efficiency. A number of measures are used to quantify the competition level of the seaport system over time, including concentration ratio, Gini index, and Hirschman-Herfindahl Index. Besides, market share at both national and regional levels and distance to the nearest competing seaport are criteria of port-level competition. The results advocate an increasing trend of seaport competition in Vietnam. Moreover, based on Tobit regression models, the competition among seaports relates positively to efficiency using both the 2021-2022 and 2015-2016 data sets. Under the COVID-19 pandemic, the impact of external factors on seaport efficiency is insignificant and inconsistent due to the disruption of logistics systems and disrupted links to the outside environment. [ABSTRACT FROM AUTHOR]

How does place influence the work of global circulation, and how might that work enroll hitherto overlooked modes of collaboration, power, and agency? Geographers recentering labor in analyses of global production and circulation emphasize the labor–capital relation and employer control versus employee resistance. This can limit empirical and political prospects. Instead, we foreground two additional relationships: collaborative relationships of trust between workers across roles and organizations who coordinate circulation together; and relations between workers and place that unfold as tasks are completed amid challenging oceanic and climatic forces. Such relationships are forged by the need to collaborate and provide the foundation for transverse exercises of labor agency. To illustrate, we take to the water with maritime workers (marine pilots, tugboat operators, and liners), observing how shipping circulation is maintained. Seaports are idiosyncratic places—gateways and chokepoints for global circulation experiencing oceanic and atmospheric extremes. Coordination problems are pervasive. Disruption risks require maritime workers to collaborate in place to ensure circulation occurs through place. Demonstrating how the ocean's lateral forces mediate circulation, we emphasize three features of an on-water, place-based labor process: (1) choreographed coordination, (2) situational awareness, and (3) combined multidimensional skills. Navigating a labor process conditioned by the sea, port workers collaborate to manage risks and maintain circulation. In so doing, they also preside over risk and circulation. We argue for collaborative relationships and transverse expressions of agency to feature more prominently in analyses of the diverse, place-based, and interconnected labor upon which capitalist circulation depends. [ABSTRACT FROM AUTHOR]

This article aims to provide an analysis of the factors influencing the operational strategies of drug trafficking organisations in the context of seaports. It seeks to move beyond a monolithic representation of this complex phenomenon by investigating the intricate interplay between legal and illicit spheres, as well as the diverse methodologies employed in the illicit transportation of drugs from vessels to destinations outside of ports. Drawing from empirical evidence gathered in the Italian context, the results reveal that drug trafficking through seaports is a multifaceted endeavour influenced by a combination of endogenous and exogenous factors. Internal factors within the network, such as organisational structure (including network size, control mechanisms, and member accountability) and resources (human, material, and informational), play a pivotal role in shaping drug trafficking organisations' strategies. Additionally, external factors, including maritime dynamics, port economics, cultural aspects, and institutional determinants, significantly impact decision-making processes within these criminal organisations. [ABSTRACT FROM AUTHOR]

From an economic point of view, ports contribute to the comprehensive development of cities and can have a comprehensive stimulating effect on the economy of the interior. As a hub connecting various modes of transport, such as railways, highways, aviation and pipelines, ports are an indispensable component of the state’s transport network. During the gradual improvement of the Chinese transport system. At the same time, ports are the gateway for the foreign trade of a country or region. The efficiency of ports is directly related to the effectiveness of foreign economic cooperation. In addition, the development of ports is closely linked to the economic security of the country. Ports initiate the socio-economic growth of the region, serve as a center of social activity. Ports are also a major source of employment, as ports employ a large number of workers. The emergence of China as a great maritime power is becoming a fait accompli before our eyes. In the context of profound changes in the domestic and international macro environment, the port industry of the People’s Republic of China is accelerating the pace of transformation and modernization, adhering to new development concepts and providing strong support for the economic development of the state. The study reveals China’s modern leadership in the global port industry, formed in the fierce competition of the largest ports in East Asia. The stages of development of the ports of the People’s Republic of China and the role of the planned economy in this process, the modern structure of the port economy of the People’s Republic of China and the leading ports of the country are analyzed. New trends and prospects for the development of both continental and foreign ports of the People’s Republic of China are considered. The paper analyzes the place of the People’s Republic of China in the modern world port industry, determines the stages of development of China’s ports and the role of the planned economy in this process, studies the modern structure of the port economy of the People’s Republic of China and the country’s leading ports, identifies new trends and prospects for the development of mainland and foreign ports of the People’s Republic of China, analyzes key trends and problems underlying recent changes in the the port system of China. To date, there has not been a comprehensive study in the Russian bibliography that gives a general idea of the role of the port economy in the development of the PRC economy and China’s leadership in the port and shipping industries of the world. The present study aims to fill this gap.

Despite the sweeping economic sanctions imposed by Western countries, Russia has managed to avoid a significant recession, experiencing recovery growth. The situation in the regions earlier involved in cooperation with Europe was more complicated. Yet, these territories have also succeeded in reviving their economies and returning to growth. A number of growth areas have emerged in the Russian regions, which continue to develop under sanctions. A prime example of this is Russian seaports. This article examines the factors that enabled Russian businesses, including those operating in Baltic Sea ports, to adapt to the sanctions and continue operations. To do so, a comprehensive analysis was conducted, with a focus on macroeconomic, sectoral, regional, and corporate statistics. In addition, scholarly articles and information from business media were examined, and a survey was conducted among Russian enterprises operating across various industries and regions of the country. This study traces the history of economic relations between Russia and Europe over the past twenty-five years, examining the impact of Western sanctions on Russia’s spatial development, the response of Russian maritime transport to these sanctions, and the adaptation measures taken. It also evaluates the performance of Russian Baltic ports between 2022 and 2023, assessing the long-term risks and threats to their development and exploring the potential for maritime transport growth in the Baltic region under the current circumstances.

This article analyzes the strong links between the development of Ukrainian cereal production and the national transport as it has developed over the 2010 – 2020 period. Controlled by the agro-holdings, cereals have indeed become a key export product for the country, transforming profoundly its agricultural geography according to regional accessibility to seaports. The large-scale war launched by Russia in February 2022 has radically disrupted this model by disorganizing the capacity for massive shipments by sea. Rail and road as well as inland waterways, are now unable to redirect the flows, either because of high tariffs, lack of equipment availability, or simply because of the geographic orientation of the existing infrastructures. The purpose of this article is to review the joint elements of the Ukrainian agro-export model, both for production and transport system, in order to show its underlying economic logic and to point out its weaknesses.

Seaports are gateways that connect a nation to the world economy. With trade by sea increasing due to globalization, the need for the improvement and development of seaports cannot be overlooked. While the development of ports is considered essential for the economic growth and prosperity of a nation, they also result in environmental deterioration that can hurt the future of humanity. The factors that cause such deterioration are many and have been discussed and studied in some detail over the years. Of these, however, studies associated with the environmental impacts of seaports emanating from the oceanfront are limited. It is with this understanding that the current work discusses the physical and biological impacts that occur due to the oceanic environment in seaports, the existing policy provisions, and the possible ways ahead to reduce environmental deterioration and allow their sustainable operation, by means of reviewing published works.

The ever-increasing systemic risks posed by disasters and the impacts of climate change have emerged as formidable challenges that demand comprehensive assessment and understanding. This study endeavours to address this critical need by introducing the innovative Systemic Risk Capability Assessment (SRCA) methodology. Unlike traditional risk assessment approaches, SRCA is uniquely designed to not only assess systemic risk but also operationalize its management, making it particularly suited for safeguarding critical infrastructure, with a specific focus on seaports. The SRCA methodology, offers a quasi-quantitative framework that goes beyond conventional risk assessment, enabling a deeper understanding of the dynamics and interdependencies inherent to seaport ecosystems. In the pursuit of demonstrating the practicality and versatility of the SRCA methodology, this study applies the model to two hypothetical ports, accompanied by the utilization of synthetic data. By doing so, it elucidates the step-by-step analysis facilitated by SRCA, highlighting its potential for enhancing the resilience of seaports to systemic risks. The results underscore the limitations of traditional risk assessment methodologies when confronted with the complexity of systemic risks in seaports, thereby emphasizing the significance of the proposed SRCA methodology. In conclusion, this research contributes significantly to the field of systemic risk management, particularly within the critical infrastructure domain.

The COVID-19 outbreak had a serious effect on the global economy, particularly, on the volume of port trade. This article was intended to investigate the impacts of the economic landscape, severity of the outbreak, and governmental control measures on the import and export goods of eight seaports in Tunisia. To achieve this, panel regression models were employed, utilizing a time series dataset spanning from the first quarter of 2020 to the third quarter of 2022. Based on the attained results, the preventive measures and stringent governmental control index and the cumulative number of confirmed cases have negative impact on the imported and exported goods, though the exported goods have been rather severely affected by the pandemic. At the economic level, the industrial added value has been discovered to be significantly and positively correlated with the imported and exported cargos respective throughputs, while GDP turned out to be significantly and negatively correlated with imported and exported goods. Such findings could be of great help to the shipping companies, port operators as well as the governmental authorities to shift strategies and opt for appropriate measures likely to help in coping with any potential effects of similar crises. [ABSTRACT FROM AUTHOR]

Copyright of Studies of the Industrial Geography Commission of the Polish Geographical Society / Prace Komisji Geografii Przemyslu Polskiego Towarzystwa Geograficznego is the property of Press of Pedagogical University of Cracow and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Seaports are gateways that connect a nation to the world economy. With trade by sea increasing due to globalization, the need for the improvement and development of seaports cannot be overlooked. While the development of ports is considered essential for the economic growth and prosperity of a nation, they also result in environmental deterioration that can hurt the future of humanity. The factors that cause such deterioration are many and have been discussed and studied in some detail over the years. Of these, however, studies associated with the environmental impacts of seaports emanating from the oceanfront are limited. It is with this understanding that the current work discusses the physical and biological impacts that occur due to the oceanic environment in seaports, the existing policy provisions, and the possible ways ahead to reduce environmental deterioration and allow their sustainable operation, by means of reviewing published works. [ABSTRACT FROM AUTHOR]

As Beijing is actively investing in and constructing infrastructure overseas within the framework of the Belt and Road Initiative (BRI), numerous rumours and misconceptions have arisen about the changes China can and will bring through its infrastructure diplomacy. By way of an analysis of Chinese infrastructure projects and diplomatic activities in the Mediterranean, examining government documents, companies' briefings and media reports, we found that China's infrastructure diplomacy goals are two-fold: 1. to promote infrastructure cooperation and economic ties overseas through political means. 2. to enhance political trust between China and other countries via collaboration in infrastructure development. Despite the preliminary achievements, both China's economic gains and political influence through infrastructure diplomacy, including in the Mediterranean Region, remain limited. This derives from several factors, the most important of which being China's predicament in its role-taking, which makes its foreign policies such as the infrastructure diplomacy subject to shifts and open to interpretation. [ABSTRACT FROM AUTHOR]

To facilitate an ambitious resource exploitation in Indochina, the French colonial government invested in an advanced transportation system including seaports in the Gulf of Tonkin. Coal mines in coastal areas such as Hon Gai, Cam Pha became vibrant industrial and commercial centers. Therefore, such seaports as Hai Phong, Hon Gai, Cam Pha or Port-Wallut were built close at hand in the Eastern coal basin of Quang Yen province (now Quang Yen district, Quang Ninh province). The mineral trading in Tonkin undoubtedly benefited from this important coastal trading system. With these advantages, the Tonkin coastal region has become an important trading gateway, transhipment and transportation hub for mineral exports in the Far East. This article highlights the advantages and importance of the seaports in the Tonkin for mineral trading in the colonial period (1884-1945). [ABSTRACT FROM AUTHOR]

Globally, efforts are made to balance energy demands and supplies while reducing CO 2 emissions. Germany, in its transition to renewable energies, faces challenges in regulating its energy supply. This study investigates the impact of various technologies, including energy storage solutions, peak shaving, and virtual buffers in a smart energy grid on a large scale. Real-time energy supply and demand data are collected from the Port of Hamburg and HafenCity in Germany to analyze the characteristics of different technologies such as load shifting of reefer containers and private electric vehicles' energy, as well as pumped hydro storage. Through simulations, we assess the usability of renewable energies in a smart grid with versatile energy demands and determine the effects of peak shaving, storage solutions, and virtual buffers on uncertain energy supply. Our case study reveals that integrating smart grid technologies can reduce the overproduction of renewable energies needed to prevent blackouts from 95% to 65% at the HafenCity and the Port of Hamburg. Notably, large, reliable, and predictable energy consumers like the Port of Hamburg play a vital role in managing the uncontrollable nature of renewables, resulting in up to 31% cost savings for new infrastructure. [ABSTRACT FROM AUTHOR]

This study examines maritime tourism in the Baltic Sea region. The first part presents basic information related to the maritime tourism market, along with the key aspects and effects that the maritime tourism market has on the regions where it takes place. The next part concerns the Baltic Sea. The location and characteristics of the Baltic Sea are briefly presented. Passenger shipping connections between Baltic ports are described. The last part is devoted to the analysis of statistical data in the Baltic Sea region, focusing on passenger exchange in selected ports and in the entire Baltic Sea over the years. Finally, the potential directions of the development of maritime tourism in the Baltic Sea are characterized. [ABSTRACT FROM AUTHOR]

Seaports are at the forefront of global trade networks, serving as hubs for maritime logistics and the transportation of goods and people. To meet the requirements of such networks, seaport authorities are investing in advanced technologies to enhance the efficiency and reliability of port infrastructures. This can be achieved through the digitalization and automation of core systems, aimed at optimizing the management and handling of both goods and people. Furthermore, a significant effort is being made towards a green energy transition at seaports, which can be supported through marine renewable sources. This promotes energy-mix diversification and autonomy, whilst reducing the noteworthy environmental footprint of seaport activities. By analyzing these pertinent topics under the scope of a review of container-terminal case studies, and these ports’ respective contexts, this paper seeks to identify pioneering smart seaports in the fields of automation, real-time management, connectivity and accessibility control. To foster the sustainable development of seaports, from an energy perspective, the potential integration with marine renewable-energy systems is considered, as well as their capabilities for meeting, even if only partially, the energy demands of seaports. By combining these fields, we attempt to construct a holistic proposal for a “model port” representing the expected evolution towards the seaports of the future.

The Arctic zone of the Russian Federation is of strategic importance for the country. Considering the fragility of Arctic ecosystems, special attention needs to be paid to the sustainable development of transport and related infrastructure within the framework of the "blue economy" concept, which is relevant for Arctic waters. At the same time, it is necessary to identify the main factors and tasks of creating transport and port infrastructure, building a modern fleet, and organizing fisheries and tourism in an environmentally sound manner. The purpose of the study is to consider the problems of anthropogenic influence for seaport facilities and to create a conceptual model of an environmental risk management system. The existing problems of Arctic ports and infrastructure are analyzed and existing business processes are considered, taking into account the peculiarities of their functioning in Arctic conditions. To systematize environmental assessments and establish dependencies between the main indicators describing the impact of port activities on elements of the natural environment, ontological domain engineering is proposed. It systematizes the basic terminology used within different subject areas of ecology and risks and allows one to visualize the relationships between elements of the natural environment, objects, port systems, their parameters and impact factors to assess the impact of the seaport on the natural environment. The results of ontological engineering (design and development of ontologies) in the field of risk management are presented. Future research will be aimed at developing the applied aspect of applying the results of ontological engineering in terms of specific engineering studies related to the assessment of anthropogenic load on the Arctic territory using simulation modeling. [ABSTRACT FROM AUTHOR]

Small fishing harbours substantially contribute to coastal economies as they support not only fishing but also tourism activities. They are located at the land–sea interface and are considered vulnerable infrastructure affected by the increased human activities but also by the impacts of climate change, including rising sea levels and extreme weather events. In this paper, the 16 existing fishing shelters of Cyprus are used as a case study to develop a complex vulnerability index for assessing the shelters' vulnerability. The index incorporates physical, environmental, technical and socioeconomic variables, which are quantified and scored to denote the current state of vulnerability. The results are validated through on-site visits, questionnaires answered by local fishermen and targeted interviews with representatives of the port authorities. Furthermore, climate change projections are taken into account for the physical variables to evaluate the impact of climate change on vulnerability changes. The study highlights the complex interactions between a variety of factors characterising the fishing shelters and driving vulnerability. The proposed index can assist decisionmakers with prioritising interventions, allocating funding and designing adaptation pathways that reduce the shelters' vulnerability while increasing their resilience. [ABSTRACT FROM AUTHOR]

One of the key factors for competitiveness in the international maritime sector, and for the quality of service and acquisition of new clients for seaport services, is the logistic capacity of seaports, which requires continuous development of seaport infrastructure. The need to respond to the growing demand related to the increasing volume of cargo handling in seaports leads to improved capacity and accessibility of the seaport infrastructure and suprastructure. The purpose of this paper is to determine the role and position of Polish seaports in the supply chains on international trade markets. The study included major Polish multipurpose seaports - Port of Gdansk, Port of Gdynia, and Szczecin and Swinoujscie Seaports. The following statistical tests were used in the study: Mann-Whitney U test for comparing two groups, and Kruskal-Wallis test by rank for comparing more than two groups. The analysis of correlation between two numeric variables was performed using Spearman's rank correlation coefficient; the significance of Spearman's correlation was tested using the t-test. The results of the study provide a classification of Polish seaports which play a crucial role for Poland's national economy. The obtained results indicate that the volumes of container handling in the Polish seaports increased in the analysed period, i.e. the value of handling grew with time. This classification makes it possible to specify the advantages and disadvantages of the analysed seaports, and to determine the profile of their operations.

The paper analyses the decisions and stands taken by European Union institutions (the General Court and the European Commission) regarding the issue of whether corporate tax exemptions or reductions for profit generated by the provision of economic activities granted to port managing bodies in Union public ports (port authorities) are State aid. The paper provides a comparative analysis of corporate income tax rules applicable to ports in European Union Member States covered by the decisions of European Union institutions. The Croatian legal framework applicable to seaports open to public transport and their fiscal regime is also presented. The possible consequences of the stances of European Union institutions in relation to the fiscal regime and the functioning of ports in the Republic of Croatia are additionally considered.

After the outbreak of the Russian invasion in 2022, Ukraine indicated its desire to participate in the regional European Three Seas Initiative. The initiative’s basic ideas generally correspond to Ukraine’s interests and capabilities as a transit state. The significant potential of the Ukrainian port infrastructure makes Ukraine’s participation in TSI projects promising. At the same time, the prospects for the port industry in Ukraine can develop according to two different scenarios, directly determined by the course of the Russian-Ukrainian armed conflict and its results. Although already at this stage, providing Ukraine with new integration opportunities within the EU and changes in the EU transport policy can create the foundation for broad participation in TSI projects.

The global trade and transportation sectors heavily rely on the maritime industry. Still, its dependence on fossil energy sources poses significant environmental challenges and leads to unstable fuel prices that affect the cost of goods transported by sea. This paper aims to evaluate the viability of seaports as energy-intensive entities and explore the feasibility of implementing a Nuclear-Renewable Hybrid Energy System (NRHES). The study presents a case study of the Tanjung Priok Port in Indonesia, focusing on estimating energy consumption, emissions, and the potential impact of carbon taxation on seaport operations. By quantifying these factors, the research provides insights into the energy requirements, environmental effects, and potential costs associated with seaport carbon taxation. A comprehensive analysis of the technical and economic feasibility of implementing an NRHES in the seaport case study is conducted, determining the optimal sizing and composition of components, considering the proportion of nuclear and renewable energy sources. Furthermore, the economic analysis takes into account energy expenses, net present value, cash flow, return on investment, and internal rate of return. The objective of these findings is to provide decision-makers with insights into the advantages and obstacles associated with implementing an NRHES, ultimately contributing to a cleaner and more sustainable future for the maritime sector. [ABSTRACT FROM AUTHOR]

This paper measures economic efficiency of container throughputs with the aid of input-output efficiency ratio of selected terminals across Nigerian seaports. Productivity of a terminal does not equal to its efficiency. Different efficiencies like allocative and technical characterized economic efficiency of a port system. Overall economic efficiency means there is no delay at the port in processing container as all ship, labour and machines are optimally utilized. This research determined the overall efficiencies of container throughputs Apapa, Warri, Onne, Calabal and Tin Can Island using secondary data (2012-2022) from Nigerian Bureau of Statistics on container cargo throughputs in Nigeria. Total container outputs in (Tonnes) from different terminals with their corresponding inputs variables from number of ship per annum, cranes used and the dock workers net gang hour (ngh) were aggregated together in form of input-output ratio and arrived at each port's level of overall economic efficiency. The analysis was executed with the aid of R using Stochastic Frontier Analysis (SFA) for each termina/seaport collected data. It was found from the results that; terminals at Onne are most efficient followed by Calabar. Tin can Island terminal efficiency was a slightly higher than that of Apapa as both had a little above average mean efficiency value. Warri terminals are the least while Rivers was not considered for unavailability of data. There may be other unexplained factors causing inefficiencies of mostly Apapa, Tin Can and Warri seaports not explained but can be investigated in future research. [ABSTRACT FROM AUTHOR]

Copyright of AIN Journal is the property of Arab Institute of Navigation and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)