Deep-sea Ports Research Articles

STRENGTHENING INDONESIA’S ROLE IN INDIAN OCEAN THROUGH INDIAN OCEAN RIM ASSOCIATION CHAIRMANSHIP IN 2015-2017

<p>Indonesian government concerned to determine the future of the Pacific and Indian Ocean Region through new vision as the world maritime fulcrum. The elected President, Joko Widodo realized the importance to strengthen the priority in maritime sector. Expanding globalization and growing needs of energy security leads Indian Ocean region as an important area for the global security. Regionalism has implications for both security and development in a region. Significant growth in Indian Ocean region urges a cooperation approach between littoral countries located around the Indian Ocean and lead the establishment of Indian Ocean Rim Association (IORA). As Indonesia will be a chairman in IORA by the third quarter of 2015, Indonesia can play an important role and influence the region with its chairmanship in IORA, both in terms of economy and security. Indonesia could develop a comprehensive maritime cooperation through the IORA. The cooperation will lead to acomplishment of the Indonesia’s national interests. On the other side, the potential trade volume in the Indian Ocean region cannot be reached because of limited maritime infrastructure that facilitate the current trade. IORA should develop a master plan or blueprint on connectivity that will provide the infrastructure development agenda with the Public-Private Partnership to accelerate the infrastructure development. By this situation, the development of maritime infrastructure can be a double advantage for Indonesia because it will connect APEC and IORA. The important things to consider in terms of security is a potential threat both in security and defense if the government decided to open and build a deep seaport in Western Sumatera and Java Island.It is important to evaluate the potential threats and challenges if Indonesia wants to be a fulcrum ofworld maritime activity.</p><p><strong> </strong></p><p><strong>Keywords</strong>: IORA, diplomacy, maritime security, regional integration, maritime fulcrum, regionalism</p>

Gwadar Port: As an Economic hub for Maritime Trade in the World Corridor (CPEC)

Gwadar port, deep-sea port, is used and operated as a mean to serve the supply and import requirements of a well prominent hinterland, as other harbors of Pakistan has been working. Gwadar port is situated in the Arabian Sea, at Gwadar in Baluchistan province of Pakistan. The economic prediction of Gwadar port is the trump card for economy and trade routes for Central Asian States and the world, which holding trade from the western part of China and assume as reasonable interchange transshipment to another desire ports of the region. The port features prominently in the China–Pakistan Economic Corridor (CPEC) plan, and is considered to be a crucial link between the ambitious One Belt, One Road and Maritime Silk Road projects. The proposed paper through the empirical and inductive research approach tries to identify the importance of Gwadar port in the economic and maritime trade of in the world. Gwadar port has an eminent status in the trade of China and Pakistan throughout the world. In future, it will be a keystone in the economic development of Baluchistan as well as Pakistan. Furthermore, China is also investing in the development of Gwadar port to make it the center of maritime trade of Chinese products. Thus, in a short span it becomes a center of maritime trade of the world.

Effects of demurrage and detention regimes on dry-port-based inland container transport

Increase of congestion at container deep seaports and shortage of capacity has led inland transport systems worldwide to rely more and more on inland terminals, and on the use of high capacity modes of transport to generate economies of scale and reduce negative effects of trucking. In this setting, planning the transport of maritime containers between a deep seaport and a final inland destination must also consider due dates and soft time windows, the latter known as Demurrage and Detention (D&D). In this paper, we formalize the concept of D&D, model the multimodal planning problem, and assess the impact of different D&D regimes on the emerging inland transport systems. By means of an experimental framework, we compare different D&D policies and provide managerial insights. The experiments highlight the effects of existing D&D regimes on transport efficiency and provide guidelines for their choice in practice. D&D are shown to have a twofold effect: first to limit consolidation opportunities and force the use of trucks as buffer, and second to push containers to dwell unnecessarily at the seaports.

Strengthening Indonesia’s Role In Indian Ocean Through IORA

<p>Indonesian government concerned to determine the future of the Pacific and Indian Ocean Region through new vision as the world maritime fulcrum. Significant growth in Indian Ocean region urges a cooperation approach between littoral countries located around the Indian Ocean and lead the establishment of Indian Ocean Rim Association (IORA). The cooperation will lead to the accomplishment of the Indonesia’s national interests. On the other side, the potential trade volume in the Indian Ocean region cannot be reached because of limited maritime infrastructure that facilitates the current trade. IORA should develop a master plan or blueprint on connectivity that will provide the infrastructure development agenda with the Public-Private Partnership to accelerate the infrastructure development. By this situation, the development of maritime infrastructure can be a double advantage for Indonesia because it will connect APEC and IORA. The important things to consider in terms of security is a potential threat both to security and defense if the government decided to open and build a deep seaport in Western Sumatera and Java Island.It is important to evaluate the potential threats and challenges if Indonesia wants to be a fulcrum of world maritime activity.</p>

China-Pakistan Economic Corridor: In the context of ‘String of Pearl Strategy

<p>This paper narrates china’s investment in South East Asian region and the up-gradation and construction of ‘Deep Sea Ports’ in countries such as Myanmar, Bangladesh, Sri Lanka and Pakistan. China’s escalating growth of its naval bases and trade influences in Indian and South Chinese Ocean is globally coined as China’s ‘String of Pearls Strategy’ (SOPs). Recently China has initiated $46 Billion projects in Pakistan, connecting deep sea Port of Gwadar with Kashgar, which is mostly discussed in the literature as ‘China-Pakistan Economic Corridor’ (CPEC). This corridor is considered to be a game changer in South Asia’s emerging economies. The current document is an approach of descriptive exploratory study to highlight the importance of String of Pearl theory in the strategic manner, the China’s initiative of economic corridor and rapid re-structuring of the silk roads for the trade purpose. CPEC’s investment in Pakistan and the political and power dynamics in the South East Asia among countries in terms of politics, internal situation and inter-country alliances. The current document highlighted and discussed the policies which Pakistan can be predicted to be followed to improve the effectiveness of CPEC.</p>

China–ASEAN Relations April 2017 to June 2017: Chronology of Events

China–ASEAN Relations April 2017 to June 2017: Chronology of Events Juan Chen (bio) As a research institute based in Singapore, the EAI monitors developments in relations and interactions between China and the individual countries of Southeast Asia as well as the ASEAN grouping as a whole. This material is presented in the form of (i) a chronology of events and (ii) important documents. —the Editors APRIL 2017 10th Chinese President Xi Jinping holds talks with Myanmar President U Htin Kyaw, who is on a six-day state visit to China from 6 to 11 April at the invitation of Xi. The leaders issue a joint press communique that agrees to make use of the China–Myanmar Diplomacy and Defense “2+2” Consultation to jointly safeguard security, the rule of law, peace and stability in border areas. Both sides sign nine cooperative documents covering economy, technology, medical care, sports, transportation, forestry, cultural relics and other areas. According to Chinese Vice Foreign Minister Liu Zhenmin, one of the collaborations is on a crude oil pipeline that would stretch from Kyaukpyu port in Myanmar to Kunming city in Yunnan province, and the other is on the development of an industrial park and a deep-sea port in the Kyaukpyu Special Economic Zone. The 18th Meeting of the ASEAN–China Joint Cooperation Committee is held in Jakarta and co-chaired by Permanent Representative of Singapore to ASEAN Tan Hung Seng and Chinese Ambassador to ASEAN Xu Bu. The meeting highlights the significant progress of cooperation in achieving US$1 trillion in ASEAN–China total trade target by 2020, and in the launch of ASEAN–China Year of Tourism Cooperation in March. ASEAN also recognises China’s contribution to ASEAN’s community-building by supporting activities and projects through the ASEAN–China Cooperation Fund. Both sides have reaffirmed commitment to improve the implementation process of projects and to advance cooperation in the coming years. 13th–16th The 2017 China–ASEAN Expo Culture Exhibition, organised by China–ASEAN Expo Secretariat, is held in Nanning, Guangxi. The event aims to promote exchanges and foster mutual understanding among ASEAN youths through theatrical performances and art. 17th The 10th Meeting of the China–Vietnam Steering Committee for Bilateral Cooperation is held in Beijing and co-chaired by Chinese State Councillor Yang Jiechi and Vietnamese Deputy Prime Minister and Foreign Minister Pham Binh Minh. Both sides agree to enhance high-level exchanges, and advance cooperation in areas such as joint construction of the “Belt and Road” and the “Two Corridors and One Ring”. Pham also points out the need to push negotiation mechanisms for border and territorial issues, and to re-sign their bilateral cooperation protocol. 19th Chinese Foreign Minister Wang Yi and Vice Foreign Minister Liu Zhenmin meet separately with visiting National Security Advisor U Thaung Tun of Myanmar. Both sides exchange views on international and regional issues of common concern. During the process, U Thaung Tun expresses willingness to work with China to strengthen cooperation and safeguard the stability in the Myanmar–China border area. 27th Chinese State Councillor Yang Jiechi and Cambodian Deputy Prime Minister Hor Nam Hong co-chair the Fourth Meeting of China- Cambodia Intergovernmental Coordination Committee, held in Phnom Penh, Cambodia. Both sides agree to elevate their comprehensive strategic partnership of cooperation to new highs, and to strengthen collaboration in fields such as production capacity, transportation, communication, agriculture and water conservancy. They also pledge to expand bilateral trade to US$5 billion by year end. 28th King Norodom Sihamoni and Prime Minister Hun Sen of Cambodia meet with Chinese State Councillor Yang Jiechi, who is in Phnom Penh to chair the Fourth Meeting of China–Cambodia Intergovernmental Coordination Committee. Yang says that China is ready to speed up the integration of the Belt and Road initiative and Cambodia’s development strategies. He also expresses support for Chinese enterprises to contribute to the Sihanoukville Special Economic Zone, participate in connectivity projects and create new areas of mutually beneficial cooperation. Hun Sen describes the two countries as having unbreakable political mutual trust, and expresses his hope to elevate bilateral relations to new heights ahead of his imminent visit to China in mid May to attend...

Another try at Vietnam’s first cracker

Vietnam may finally get its first ethylene cracker. Siam Cement, a big Thai chemical maker, says it will proceed with the construction of Long Son Petrochemicals, a $5.4 billion chemical complex in the south of Vietnam, about 100 km from Ho Chi Minh City. The venture plans to award building contracts before the end of the year. Scheduled to come on-line in 2022, Long Son will feature an ethylene cracker with an annual production capacity of 1 million metric tons. Using feedstocks including locally sourced ethane and imported naphtha and propane, the complex will produce basic plastics such as polypropylene and polyethylene. About 30% of the investment will go to build infrastructure, including a deep-sea port. The project will be owned 71% by Siam Cement and 29% by state-owned PetroVietnam. Over the past two decades, Vietnam has repeatedly invited international firms to build oil refineries integrated with petrochemical complexes. Starting

Deforestation, biodiversity and biomass losses in Kribi deep sea port area (Cameroon): Some mitigating measures

This study is part of the environmental impact assessment realised in the deep sea port area of Kribi. Floristic inventory and diversity assessments were necessary to understand the species composition and diversity status of forests, trees biomass and investigate the potential impact of the project. Floristic analysis shows a high Shannon diversity index (5.3), indicating a rich and diverse flora composed of 83 species, 73 genera and 29 families among which one endanger species (Diospyros crassiflora), two lower risk/near threatened species (Dialium bipendense, Irvingia gabonensis) and vulnerable species mostly wood with high marketing value (Afzelia bipindensis, Entandrophragma angolensis, Entandrophragma utile, Khaya ivorensis, Lovoa trichilioides, Pterygota macrocarpa). The mean basal area (28 to 50 m²/ha) reflects the presence of patches of disturbed and non disturbed forest with high frequency of small size trees and few canopy trees with large buttresses. Tree biomass is estimated at 2840 Mg (379 Mg/ha) and carbon stock 189.31 MgC/ha. Ecological impact can be mitigating by a management plan which includes a sustainable choice of urbanization and an emphasis on the protection of biodiversity in the remaining forest especially Campo Ma’an national park known as hot spot of biodiversity and where all the censored species can be found. Key words: Cameroon-Kribi, deep sea port, deforestation, biomass, mitigating measures.

China's Access to Gwadar Port: Strategic Implications and Options for India

ABSTRACTSince the establishment of diplomatic relations in 1951, Pakistan's desire for strategic parity with India and China's efforts to propel Pakistan as a strategic balancer to India have been the overarching factors for the emergence of a security centric Sino–Pak relationship. Over the years, it has diversified into an economic-centric relationship. Although military and technological transactions continue to dominate the economic relationship, China began gradually pledging increased investment in Pakistan's economy and infrastructure. China became the primary investor for building the Gwadar deep-sea port in 2002. Both sides signed a free trade agreement and agreed to link China's rail network to Gwadar Port through the Karakoram Highway in 2008. The commitment to develop Gwadar Port is a good indicator of the steady expansion of Chinese maritime interests and strategic influence in India's neighbourhood.This paper attempts to analyse the significance and implications of the development of Gwadar Port for Pakistan, India and the region as a whole.

Strategy Formulation and Adaptation Pathways Generation for Sustainable Development of Western Floodplain of Ganges

The coastal zone of Bangladesh is very heterogeneous in nature and has marvelous potential to create opportunities of national importance and contribute to GDP. Among the potentials—intensification of agriculture, aqua-culture and marine fishery, ship building industry, eco-tourism, deep sea port etc. are most significant. Unfortunately, the coastal zone of the country is disaster prone area. Poor communication, lack of education and health care facilities, prolonged absence of safe drinking water and inadequate cyclone shelters contribute and multiply the dimension of vulnerability. Furthermore, increasing population pressure increases the competition for limited resources. As a consequence, in order to unlock these potentials, existing and new interventions are required to serve in an integrated and inclusive way; calling for a distinct and integrated coastal development strategy. This study aims to investigate the issues of the western floodplain of the Ganges and propose some identical strategies and subsequent adaptation pathways to delineate the development roadmaps to decision makers and researches. Analyses have been conducted through GIS and RS technology, Dynamic Pathway Generator, Excel analysis and field investigation.

Cover Picture: Structural Concrete 4/2016

AbstractIt is one of the country's most important infrastructure projects currently under construction: The new Lach Huyen deep sea port near the city of Hai Phong in the Gulf of Tonkin. And the Huyen Bridge is not only the longest sea‐crossing bridge in Vietnam but one of the longest bridges of its kind in South East Asia. As a subcontractor, DYWIDAG‐Systems International SPP – ASIA Ltd. supplied external, Type 19‐0.6″ DYWIDAG Strand Tendons with 1,320 MA Anchorages and internal, Type 12‐0.6″ DYWIDAG Strand Tendons with 2,292 MA Anchorages for Lach Huyen Bridge. DSI also provided site supervision and the rental of 20 post‐tensioning jacks including hydraulic pumps. (© DSI, see page A7–A8)

News Briefing: In Numbers - Giant cranes in DP World London Gateway

Giant cranes are now towering over quays on the north bank of the River Thames. They are the UK's technologically most advanced cranes, brought from China to operate at the new DP World London Gateway deep-sea port in Thurrock, Essex. Katia Moskvitch looks at what makes them special.

Analysis of Coastal Sedimentation Impact to Jakarta Giant Sea Wall Using PSI ALOS PALSAR

The Jakarta province proposed the Jakarta Giant Sea Wall as the waterfront city for the new urban settlement zone and the deep seaport for the new economic zone along the coastal areas at northern Jakarta. This letter investigated land deformation at 11 watersheds of the West Java Mega Urban Region using the persistent scatterer interferometry technique of the Advanced Land Observing Satellite phased-array-type L-band synthetic aperture radar data. The result shows that land deformation at the study area, particularly the Bandung city area gives a significant impact to sedimentation velocity along the eastern Jakarta strait, particularly the deep seaport for 43 years later. This letter recommends to evaluate land conservation at upland watersheds and the well management of artificial canals to reduce the impact of sedimentation at the Jakarta strait, particularly the new depth seaport.

Comment on “Connectivity in East Asia”

Comment on “Connectivity in East Asia”

Dry Ports As Extensions of Maritime Deep-Sea Ports: A Case Study of Vietnam

This paper focuses on dry port as a key notion in port-hinterland development. We first discuss the concept of dry port by reviewing existing literature. Then, we explore the reasons behind the emergence and development of inland node systems in different geographical, economic and institutional contexts. Next, the paper presents a classification of dry ports based on a multitude of factors and dimensions and the respective benefits to different parties. The study then focuses on the specific characteristics of dry ports and associated transport networks in developing countries. In the last part, we present a case study on the dry port system in Vietnam by reviewing the seaport and inland transport system and analyzing the current status of inland terminals in Vietnam. To conclude, a SWOT analysis is presented with regard to the development of the dry port network in Vietnam, followed by recommendations for policy makers.

Dry Ports As Extensions of Maritime Deep-Sea Ports: A Case Study of Vietnam

This paper focuses on dry port as a key notion in port-hinterland development. We first discuss the concept of dry port by reviewing existing literature. Then, we explore the reasons behind the emergence and development of inland node systems in different geographical, economic and institutional contexts. Next, the paper presents a classification of dry ports based on a multitude of factors and dimensions and the respective benefits to different parties. The study then focuses on the specific characteristics of dry ports and associated transport networks in developing countries. In the last part, we present a case study on the dry port system in Vietnam by reviewing the seaport and inland transport system and analyzing the current status of inland terminals in Vietnam. To conclude, a SWOT analysis is presented with regard to the development of the dry port network in Vietnam, followed by recommendations for policy makers.

Weakest link or strongest node? Comparing governance strategies for inland ports in transnational European corridors

Inland ports are becoming more important in enhancing hinterland accessibility of deep-sea ports. Their increasing size and number can however also pose a threat to quality of life in adjacent urban regions, for spatial conflicts between port and urban functions may arise. Therefore, inland port governance strategies are needed. The aim of this paper is to reflect on the findings of an international comparison of municipal governance strategies for inland port development in four different countries along the Rhine–Alpine Corridor. Our findings reflect the difficult position of inland ports relative to urban functions within a densely populated corridor. Sufficient capacity is needed to prevent the occurrence of bottlenecks on links and in nodes, which could limit flows on other parts of the corridor. Increasing inland port capacity should however also be aligned with policy measures in urban regions, to avoid the overlapping of inland port and urban functions which could lead to mutually exclusive land-uses. This poses challenges in terms of inland port governance. We observe that cases in which the port and urban administrations open up the policy process to relevant private stakeholders and the civil society, integrated governance strategies for inland port development are more likely to emerge.

Benchmarking deep-sea port performance in the Hamburg-Le Havre range

Purpose – The purpose of this paper is to focus on answering the following research question: “How efficient are deep-sea ports in the Hamburg-Le Havre (HLH) range compared with each other?” Design/methodology/approach – Input-oriented (and output-oriented) Data Envelopment Analysis (DEA) results demonstrate that the deep-sea port of Vlissingen is perfectly efficient and also that the port of Amsterdam is quite efficient. These DEA results are underligned by the single-point benchmarking results. Findings – The Dutch deep-sea ports are the most efficient ports in the HLH range. Finally, relatively smaller deep-sea ports (with a market share of about 5 percent, such as Amsterdam, Vlissingen, and Zeebrugge) are relatively more efficient than larger deep-sea container ports (such as Antwerp, Hamburg, and Rotterdam). It can be observed that especially in these larger ports, the container sector is (very) important as compared with the smaller ports. Furthermore, Dutch ports are relatively more efficient and receive the lowest subsidies, suggesting efficiency improvement opportunities for the Belgium, German, and French ports. Originality/value – The originality of the paper is in its focus on all deep-sea ports in the HLH range (and not on container ports only) and in the combination of methods (DEA and single-point benchmarking).

Characteristics of European inland ports: A statistical analysis of inland waterway port development in Dutch municipalities

Most scientific attention in port studies centers on deep-sea ports, in particular container ports. In our paper, in contrast, we focus our attention on the characteristics of inland waterway ports in a European context. This is an overlooked part in the scientific literature on inland port development, which is up to now mainly concerned with US-based understandings of inland ports. We try to broaden the application of the inland port concept by explaining the development of inland ports in terms of inland waterway bounded cargo throughput. Based on a large-scale quantitative dataset of inland port development in Dutch municipalities we perform various statistical analyses to arrive at a more detailed understanding of the question: What are the characteristics of European inland waterway ports and what transport and economic factors influence cargo throughput on the municipal level? The results in particular highlight the importance of the presence of a container terminal, the diversity in types of goods which are being handled by the inland port and the accessibility of the inland port relative to the regional motorway network as important factors in explaining the size and growth of inland ports. Interestingly, the popular claim in policy of ‘investments in inland port development leading to employment growth’ cannot be confirmed.

Military Logistics Efforts during the Vietnam War Supply Chain Management on Both Sides

This paper analyses the role of military logistics operations during the Vietnam War. It looks at the technical and strategic role of logistics, and the physical obstacles that had to be overcome in Vietnam. The US had highly sophisticated war machinery that was deployed in a country that lacked not only the transportation infrastructure (roads, ports, airports) but also had extreme terrain and climate conditions. On the other hand the Vietnamese had a well-oiled supply chain which often was carried on bicycles and literally on the backs of humans not only along the Ho Chi Minh Trail but throughout the north and south of Vietnam. On the US side helicopters played an important transportation role substituting land transport with air transport. The war effort escalated so rapidly that there was literally no time for logistics advancement operations and prepositioning of assets which resulted in a parallel run of war fighting and logistics operations. Naval operations had to provide their own landing crafts due to the lack of deep seaports with adequate lifting equipment. At the same time airlifts required runways and aircontrol facilities which needed to be provided by the US. Even the US Department of Defense (DOD) food supply chain was supported from abroad while local war fighters could live off the land. The Vietnam War logistics effort reached over to neighboring countries, and Thailand played an important role with its naval and airbases close to Sattahip, U-Tapao and northern parts of Thailand. There are valuable lessons to be learned for both military logistics as well as private sector supply chain management.