Development Of Port Infrastructure Research Articles

On the positive economic impacts of port infrastructure development and seaborne trade efficiencies in Sub-Saharan Africa: the case of Senegal

AbstractInefficient port infrastructures is one of the challenges facing Sub-Saharan Africa, particularly as regards the West African region’s economic progress. Using a dynamic computable general equilibrium model, the paper examines how improving port infrastructure in Senegal can increase the potential of seaborne trade, and accelerate economic and social development in the country and the wider region. Despite Senegal's strategic location along the Trans-Saharan trade route in West Africa, infrastructural limitations pose challenges to port capacity. Our findings suggest that improving port infrastructure can increase port productivity, leading to a reduction in costs of imported food products and domestic inputs. As a result, the country's competitiveness in international markets would be enhanced and could stimulate the production of cash crops, industrial food, and chemical products. This would lead to increased food supply and improved purchasing power, supporting the country's food security. Results show that increased efficiencies in maritime exports and imports lead to an overall increase in economic activity, resulting in significant GDP growth, improved welfare, and a reduction in poverty incidence. This growth can be attributed to higher exports and greater availability of imported intermediate inputs at lower prices, making exports more competitive in the global market as export prices decrease.

Faktor-Faktor Yang Memengaruhi Aliran Perdagangan Produk Pertanian Antar Negara ASEAN

The agricultural sector has an important role for national economic development, especially countries in the ASEAN region with a climate that is very suitable for agricultural activities. Trade in agricultural products between ASEAN countries in terms of exports has gradually increased, but exports out of the region are very large. The lower export ratio in the ASEAN region can be due to ASEAN's highly competitive agricultural products, but this cannot increase the import ratio between countries. This condition explains that the utilization of opportunities in trade activities in the ASEAN region has not been optimal. The purpose of the study is to determine the factors that influence the flow of trade in agricultural products between ASEAN countries. The data used by researchers are secondary data in the agricultural sector for the period 2013 to 2022 with variables of GDP of each country in ASEAN, GDP per capita, population, economic distance, and exchange rate. The data is processed with a gravity model approach. The results showed that the independent variables that had a positive and significant effect were the population of the country of origin, population of the partner country, GDP per capita of the country of origin and GDP per capita of the partner country, while economic distance had a negative influence on the model of trade flow of agricultural products between ASEAN countries. To support the flow of trade in agricultural products, it is necessary to rigid port infrastructure development in each country in the ASEAN region by increasing port capacity, port development, and facilities and infrastructure that support the efficiency of the export process and import of agricultural products. Improving the quality of agricultural products needs to be done to be in accordance with the standards of export destination countries and able to compete.

Modern prospects for the port infrastructure development of the Northern Sea Route

The current development stage of the Northern Sea Route is associated with the active port infrastructure development and an increase in cargo traffic. This development dynamics is attributed to national strategic priorities and targeted funding of projects. In this connection, administrative regulation and regulatory lawmaking are actively developing. One of the difficulties in implementing infrastructure projects in the Arctic region is related to the trend of permafrost soil degradation. The system of geocryological monitoring of the Arctic allows the state of the permafrost zone to be taken into account when implementing projects.

SEA PORT INDUSTRY OF UKRAINE: CURRENT STATE AND PROSPECTS FOR PORT DEVELOPMENT THROUGH THE IMPLEMENTATION OF THE PORT-LANDLORD MANAGEMENT MODEL

Topicality. The port industry acts as a link in the global transport services arena and is the basis for the development of the entire economy. The ability of ports to compete in the international transport market depends not least on how the government manages this sector, and therefore the need for a comprehensive study to implement the right (effective) management model and increase the level of economic development of seaports is becoming increasingly important.Aim and tasks. The purpose of this article is to reveal the essence of the operation of maritime economic complexes management models, to understand the current state of Ukrainian ports and develop recommendations for further development of port infrastructure, taking into account the experience of the most developed EU ports.Materials and Methods. To achieve this goal, the article uses general scientific research methods, namely: methods of system analysis, methods of comparison and logical generalisation. The information sources for this study are the scientific works of domestic and foreign scientists on the problems of implementing the model of management of the maritime economic complex, analytical data and data from open sources.Research results. In today's environment, when trade between countries is gaining significant momentum, it is important to improve the port sector and its components. This is a driver for development and change in the infrastructure, especially as shipping is one of the cheapest ways to transport goods. Ukraine's stable development as an importing and exporting country depends on the state's ability to create the necessary conditions for effective changes in this area. The article emphasises the need to change the model of port infrastructure management and briefly describes each of the port management models defined in accordance with the criteria set by the World Bank. The necessity of bringing port management closer to the port-landlord model was emphasized. It is emphasised that the transition to the port-landlord model is not about the Ukrainian Sea Ports Authority (hereinafter - USPA) obtaining land ownership, but about transforming the USPA into a port authority with full powers and tools to increase the competitiveness of the Ukrainian port system.Conclusion. This work proposes a set of measures aimed at qualitatively bringing the Ukrainian model closer to the practice of port management in Northwest Europe.

Institutional Performance and Tourism Arrival Nexus in BRICS Countries: Evidence from Nonlinear ARDL Cointegration Approach

Tourism is significantly influenced by institutional quality. The strength of institutions is also important for the growth of tourism because poor institutions may inhibit tourists from entering a region. Over the years, there have been rare studies on the association between institutional quality and tourism in BRICS Nations by using NARDL. Using the NARDL model & institutional theories, this study looks at the asymmetric effects of institutional quality on tourist arrival in the BRICS countries from 1996 to 2021. The findings suggest that a gain in institutional quality will boost Tourist arrival for the BRICS countries to examine the interrelationships among variables both long and short run and NARDL shows a positive relation between the expansion of tourism in the BRICS countries. This study examines the asymmetric effects of institutional quality and energy consumption on visitor arrival. The long-run asymmetries between institutional quality, energy use, and tourism in the BRICS countries. Furthermore, the study finds that neglecting the series’ inherent nonlinearities may lead to misleading inferences. The policy argued that in order to increase investment in institutional quality and energy consumption, appropriate measures must be taken, including deregulation of economic activity, the development of The implementation of adequate regulatory frameworks and tax constructions, the development of port infrastructure, a road network, a rail system, and telecommunications facilities, the achievement of trade-related clarity trade-related adaptability and the expansion of the nation's infrastructure in to accommodate more tourists. As a result, recommendations for measures to improve tourist arrival, promote high-quality institutions, and stop environmental damage were suggested. As a result, the present study offers the BRICS countries a foundation for their policies.

Is It Possible That Marine Based Infrastructure Development is Resolve Inequality Development In the Coastal Community?

Coastal communities are synonymous with poverty problems, both structurally and culturally. Various attempts have been made to solve this problem. One of the most widely carried out efforts is through the construction of infrastructure and supporting facilities for coastal communities. This study aims to determine the reasons why the construction of fishery port infrastructure as supporting facilities for fishing activities was built and how the impact of this infrastructure has on the welfare of coastal communities. The method in this research is qualitative naturalistic. The research subjects are the people who live around the port of Bulu Tuban and who use the port to support their service activities. There are 10 informants in this research consisting of various profiles, from fishermen to bureaucrats related to the construction of the port. Collecting data using observation, interviews and documentation. Data analysis used interactive descriptive qualitative data analysis. The results showed that the port infrastructure development in Bulu village was built on the initiative and appointment of the provincial service based on the opportunity analysis and the needs of the coastal community. The community around the fur fishing port takes advantage of the feather fishing port in their socio-economic activities. Positive changes that occur, such as changing the attitude of the community around the fur fishing port to be more concerned about the environment and shifting of livelihoods. Unwanted changes, with the existence of a large fish auction system, make it difficult for small fish traders to participate in the bid.

Ports in the Medieval European Atlantic: Shipping, Transport and Labour, ed. Ana María Rivera Medina

The synergy of legal, environmental, slavery and socio-economic historians marks this book, edited by Ana María Rivera Medina, as an important addition to existing scholarship. The book consists of seven chapters, each meticulously prepared. The opening chapter, by Mathias Tranchant, examines the jurisdictional frameworks of the Atlantic ports of medieval France. Tranchant stresses that ports had three geographical layers: the supralittoral zone (land the tide never reaches), the intertidal zone (area covered by the tide range), and the infralittoral zone (shallow water region closest to the shore). From the eleventh to the fifteenth centuries a series of overlapping prerogatives had been collected by lay and ecclesiastical lords (seigneurie rivagière) which created a complex web of rights and jurisdictions. Tranchant carefully describes this process through an in-depth analysis of the available source material. Ana María Rivera Medina’s chapter discusses Basque stevedoring and analyses the port services which ensured the safety of ships, such as placing buoys over sandbanks and employing pilots who knew local sea conditions. She carefully reconstructs the busy working lives of port workers, the intricacies of using lighters to unload ships, and how storage spaces provided opportunities to collect revenues from maritime trade. The chapter by María Álvarez Fernández complements Medina’s essay by discussing port infrastructures and cargo handling in Asturias and Galicia in the later Middle Ages. These were small ports that focused on fishing, but which, nonetheless, contributed to local economies in a variety of ways. Amândio J.M. Barros’s chapter on the slave trade and Portuguese ports in the sixteenth century is an important contribution. His focus is on the smaller ports involved in the slave trade and through this fascinating study draws our attention to black sailors, and how the presence of enslaved people in port communities supported the maritime economy through activities such as carpentry and shipbuilding. Also focusing on Portugal, Sara Pinto examines transport and shipping in the port of Caminha. Pinto pays close attention to the environmental conditions that affected Caminha and examines the administrators employed to supervise port services. Enrique José Ruiz Pilares’s chapter analyses the development of port infrastructure in the coastal regions of Atlantic Andalusia. He points out that, prior to the fifteenth century, much of the infrastructure was built in wood, but from the mid-fifteenth century a significant expansion in trade encouraged authorities to undertake initiatives to improve facilities. Drawing on a case-study of Jerez de la Frontera, Pilares shows that these building projects led to labour specialisations and the development of warehouses, lodgings and markets, which encouraged the growth of a vibrant merchant community. Roberto J. González Zalacain focuses on the development of Tenerife’s ports from the late fifteenth century through to the sixteenth century. The author’s focus here is on showing how Tenerife was integrated into the ‘Atlantic Mediterranean’ and how it facilitated links between Europe, Africa and America.

The Need to Maintain Sustainability in the Dynamic Anthropogenic Changes in the Natural Landscape of the Bay of Pomerania in Poland

This article presents a research study into the dynamics of negative changes to the almost untouched coastal landscape of the Bay of Pomerania on the south-western coast of the Baltic Sea, taking into consideration the impact of the spatial development of the port of Świnoujście and of the development of leisure facilities in the small fishing villages of the Baltic coast. The authors highlight the natural landscape dynamics resulting from the topography, the aggression of the Baltic Sea against the beaches and sandy moraine hills, the dynamics of phyto-biological development in the endemic natural environment, and the dynamics of anthropogenic landscape changes resulting from the oversized spatial development of both residential and industrial buildings, as well as intermodal and port infrastructure development. The study analyzes natural values and their importance for both health and recreational purposes and shows the disproportional impact of economic/industrial development on the study area in recent times. The research was undertaken to verify the necessity of maintaining sustainability in the anthropogenic and industrial development undertaken in those areas, in order to protect sensitive ecological areas and to provide environmental compensation for the negative landscape changes already produced.

Maritime Administration's Port Infrastructure Development Program (DOT)

Federal Grants & ContractsVolume 47, Issue 4 p. 6-6 Grants Alerts Maritime Administration's Port Infrastructure Development Program (DOT) First published: 18 January 2023 https://doi.org/10.1002/fgc.32815Read the full textAboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinkedInRedditWechat No abstract is available for this article. Volume47, Issue419 January 2023Pages 6-6 RelatedInformation

ОПТИМІЗАЦІЯ СТРАТЕГІЇ ДНОПОГЛИБЛЕННЯ ПІДХІДНОГО КАНАЛУ ТА ОПЕРАЦІЙНИХ АКВАТОРІЙ ПОРТОВИХ КОМПЛЕКСІВ

Global trends in the grain and cargo markets are that ship owners seek to achieve economies of scale by building and operating vessels that are larger than existing vessels (length, width, draft). The use of large-tonnage vessels has advantages, in particular, in reducing freight costs by up to 15–20% and increasing the productivity of their handling at the berths without the need for additional loading at the raid. To handle such vessels, ports must modernize their infrastructure, land-based facilities and operations. Therefore, it becomes important to determine the efficiency of dredging works in the approach channel and water areas of port complexes, which will correspond to these trends. The article analyzed foreign experience in planning and dredging, as well as studied its impact on the environment. The development of mathematical models to optimize the planning of dredging works, including the factor of sediments of bottom soil masses, was investigated. The purpose of the article is to develop an economic-mathematical model for optimizing the strategy of dredging in the approach channel and operational water areas of port complexes. This model takes into account revenue from stevedoring operations in the port, revenue from port dues for sea and river vessel calls, investment in dredging and other factors. In the paper, a model was developed, dependencies were analyzed and equations of model factors were compiled, and appropriate verification calculations were carried out. The results confirm that sediments of bottom soil masses depends on the depth at a certain point in time, that is, the greater the amount of dredging, the greater the sediments of bottom soil masses. In addition, an increase in the amount of sediments is observed during dredging operations. The decrease in depth leads to a decrease in the number of sea and river vessels, as the world uses more and more large-tonnage vessels, which requires deep-sea water areas and channels. This model demonstrates that its use contributes to the development of a competent dredging strategy, which, in turn, has a positive effect on the development of port infrastructure.

Transport Accessibility of Rural Territories of the Siberian Federal District

The article provides a comparative analysis of the transport accessibility of the grain-producing territories of the European and Asian parts of Russia. It has been determined that on the territory of Russia the role of the main regional beneficiary in the port infrastructure of western directions has only increased, including for the reception of grain products. The development of northern ports in terms of the reorientation of grain flows is limited by the development of the northern sea route, in which, in turn, the main role is assigned to sustainable supplies of mineral raw materials. Eastern ports of the country are limited by natural and climatic conditions, as well as infrastructural restrictions, historical and economic factors in the development of port infrastructure. The main directions for solving these problems at the level of the Siberian Federal District include increasing export flows through river ports oriented to the Northern Sea Route (Sabetta port) for Novosibirsk and Tomsk and Irkutsk regions, Krasnoyarsk Territory; intensification of the river direction of the southern export flow through the checkpoint "Cherlak" for the Omsk region; formation in the southern municipalities of regional cargo-forming hubs for orientation to the east for the Irkutsk region and the Krasnoyarsk Territory.

Administrative and legal issues of attracting investment for the development of port infrastructure

Mechanisms of the investment policy are a set of methods and technologies for attracting investment. Methods of the regional policy can be administrative and economic depending on market factors. An analysis of world and domestic practice shows that the involvement of the private sector, privatization or public-private partnership have a positive effect on the economic efficiency of ports. Regardless of the form, when attracting private capital in the transport infrastructure, the government pursues two goals - increasing the efficiency of final services and optimizing budget expenditures. The administrative and legal issues of attracting investment are relevant. Problems related to the mechanism of administrative and legal regulation of attracting investment for the development of port infrastructure are urgent in the current legislation. The solution of these problems will be useful for law enforcement activities. The article explores ways to increase the amount of investment in the port infrastructure of the Russian Federation.

МУЛЬТИМОДАЛЬНІ ПЕРЕВЕЗЕННЯ ЯК ОДНА З ФОРМ ІНТЕГРАЦІЙНИХ ПРОЦЕСІВ НА РИНКУ ТРАНСПОРТИХ ПОСЛУГ

The transport system is one of the basic branches of the economy, the stable and effective functioning of which provides the necessary conditions for national security, the integrity of the state, raising the standard of living of the population, as well as revenues to the State Budget. All transport complex components are important for the transit role performance of the country: road, rail, pipeline, water, air modes of transport, which require an effective management strategy and a clearly organized transportation process. The transport sector integration directions are focused on new developments and the efficiency of the transport modes choice and on multimodality. In recent years, there has been a steady trend towards globalization of the goods and services market, and Ukrainian trade market is not an exception. This leads to the need to use effective technologies for transporting products from producers to consumers. The most widespread among such technologies is the technology of multimodal transportation. Most often, multimodal transportation includes the transportation of goods in universal containers. Containerization of transportation is a progressive direction in the organization of cargo delivery, which allows to shorten cargo delivery times, reduce cargo losses during transportation, reduce logistics costs and generally increase the efficiency of the transportation process. Multimodal transportation provides convenience for export and import companies, frees from overloading of goods and the need to complete additional documents. In order to improve the organization of multimodal transportation, it is necessary to create comprehensive plans for the development of sea (river) ports and near-port railway stations; ensure the implementation of large-scale investment projects, including international, aimed at the development of transit transportation, in particular with regard to the development of port infrastructure, elimination of "bottlenecks" of railway infrastructure, improvement of operational reliability and technical characteristics of roads in the directions of international transport corridors, construction of border crossing points in accordance with modern European standards, which will strengthen the competitiveness of the national transport system.

APPLICATION OF FOREIGN EXPERIENCE IN IMPROVING THE MANAGEMENT PROCESS OF MARITIME TRANSPORT ENTERPRISES

The article deals with the management process of maritime transport enterprises of Ukraine. Emphasis is placed on the activities of the Administration of Sea Ports of Ukraine. It is determined that in modern business conditions, the process of improving the functioning of seaport administrations, which are a component of the transport infrastructure of the state's economy, is gaining relevance. In this regard, seaports are the object of close attention on the part of state authorities, and their effective functioning is the object of scientific research both in Ukraine and in the world. It is noted that in our country there has been a significant decentralization of powers in the maritime transport management system, which has both positive consequences (attraction of private capital in the development of port infrastructure, the beginning of the separation of the functions of port activities from infrastructure management to management of the efficiency of port activities), and negative consequences – the reduction of the number of units of the fleet under the flag of Ukraine and the deterioration of the system for ensuring the safety of navigation. 
 The search for ways to build a rational management system in the field of maritime transport, taking into account increasing its efficiency and ensuring safety, is a general problem, which can be solved using the best world experience. The article examines the experience of maritime administrations in the leading maritime states of the world (Great Britain, USA, Germany and Sweden).
 Taking into account foreign experience, it can be concluded that the main task of the Administration of seaports of Ukraine is to create favorable conditions for the competitiveness of ports, which will lead to the growth of the gross domestic product, the formation of which is significantly influenced by the work of the port sector, where the maximum opportunities for exporting transport services and transit potential of countries are concentrated. However, having a unique competitive advantage in its geopolitical position, Ukraine does not have sufficient competitiveness of port services. The development of regional seaport complexes can have a significant impact on the economic growth of territorial entities, entrepreneurial activity and competition in the market, the influx of investments and qualified personnel, and the development of innovative technologies. The main role in the development of seaports can belong to public management using the mechanism of public-private partnership, as in the advanced countries of Europe. Sea ports must be considered as a system that is heterogeneous in relation to regions, it is formed due to significant differences in the area of geographical location, provision of resources, the structure of the economy, the achieved development of various spheres of the economy, the conditions for entering the market environment, the rates of transformation of forms of ownership, etc. It is the application of leading foreign experience that will help to restore the activities of Ukrainian seaports in the post-war period, a period of rapid economic growth and expansion of investment opportunities.

Формирование системы «умных» портов в логистической инфраструктуре Северного морского пути

Forming a system of smart ports in the logistics infrastructure of the Northern Sea Route (NSR) has been analyzed. There are considered the cases of the current development of port infrastructure in the NSR, the world experience of implementing a smart port in the existing logistics infrastructure is analyzed, the ways to introduce this system into the port infrastructure of the Northern Sea Route to optimize logistics flows in the Russian Arctic are studied. The main share of volume indicators of ships in Russian ports in 2020 is illustrated. It has been stated that one of the leading positions, according to the main share of ship indicators, is occupied by the seaport of Murmansk, which, despite its location and climatic conditions, is the largest ice-free shipping hub not only in the Russian Federation, but in the global maritime space. A systematic approach including the general scientific and special research methods is applied: comparison, formalization, generalization, classification, analysis, synthesis. Based on the comparative analysis of the parameters of the traditional and smart ports, the key components of the smart port are identified: smart infrastructure, smart traffic flows, smart logistics. The large and technologically developed port of Rotterdam is presented as an example of successful development of the port infrastructure. Large-scale digitalization and innovations in the work of the hydrometeorological service of the port contribute to improving the operational efficiency and safety of ships, as well as reducing polluting emissions. It is proposed to take as a basis the studied digital innovations in the port of Rotterdam for the transformation of the ports of the Russian Arctic.

The impact of the partnership between the public and private sectors on the infrastructure in Iraq, with reference to the experience of the General Company for Iraqi ports

The research seeks to activate the role of partnership between the public and private sectors by developing successful solutions and developing partnership methods in the field of infrastructure from the economic and developmental aspects, as this research focused on infrastructure financing through the best methods of partnership between the public and private sectors in the field of infrastructure The public sector has turned to other projects through which public services can be provided in a better and more efficient manner. The research addressed the problem of weak infrastructure in the port transport sector due to low absorptive capacity, which called for the development of new methods of rehabilitating and developing these infrastructures through systems and methods. Partnership, which led to the development of port infrastructure, the increase in annual capacity and the increase in competitiveness with other ports. Conclusions have been reached, including the weak infrastructure services provided due to the instability of the economic, political and security conditions, in addition to weak oversight, and the absence of a legislative and legal framework regulating relations between the contracting parties, and despite the presence of several obstacles, the Iraqi ports witnessed rapid development and that To meet the requirements of growth and the volume of global trade through the use of the best partnership systems, including the (BOT) system, where this system is one of the best financing methods adopted by the General Company for Ports of Iraq, which has proven its success through high capacity and increased financial returns.

INFRASTRUCTURE POLICY OF THE CASPIAN STATES: DEVELOPMENT STRATEGY AND GEOPOLITICAL AIMS

In recent years, the Caspian states have been paying increasingly more attention to port infrastructure development. The construction of new facilities and the reconstruction of existing ports received a new impetus. The Caspian states increase their investments in this sphere every year. They have developed national programs that aim to increase the volume of cargo passing through the Caspian states’ seaports. The development of port infrastructure, augmented by new railways, was deliberated by the Caspian states in the context of solving geopolitical problems. The advancement of the negotiation process on the Convention on the Legal Status of the Caspian Sea brought the solution of economic issues to the fore, along with the development of transport and related infrastructure. The signing of this document in August 2018 only raised the interest of the regional states in trade and economic cooperation. Accordingly, one of the key tasks that the Caspian states were facing was port infrastructure development. The construction of new ports was believed to foster achievement of long-term goals. In addition to economic development, first and foremost, of coastal territories, regional countries sought to reinforce their positions in global trade flows. Besides, the facilities constructed by the Caspian countries in recent years have been integrated in large-scale infrastructure projects, which are being actively promoted by non-regional states. China, the EU and Turkey have a stake in their implementation, and the Caspian infrastructure served as a part of regional transportation projects. The adoption of documents related to the development of transport in the Caspian region by the Caspian states reflected the importance of infrastructure. They formulated long-term tasks and outlined the spheres of cooperation with their regional neighbors. The expansion of regional cooperation by the Caspian countries is accompanied by the intensified struggle for the flow of goods. The Caspian states are growing increasingly competitive in the transportation sphere. The struggle for container traffic volumes and hydrocarbon resources is pushing the Caspian states to apply various financial and administrative mechanisms in order to attract cargo.

Shariah Scheme for Port Infrastructure Development

Indonesia’s economic conditions over the last five years have shown high and stable growth. In addition to achieving satisfactory economic growth, there are several notes submitted by rating ratings. Indonesia’s economic growth becomes more optimal, namely the condition of Indonesia’s infrastructure, which is still inadequate. The existence of infrastructure is the most vital thing for the national economy. As the highest policyholder in a country, the government must provide the infrastructure needed by the community, such as energy, communication, and transportation. The development of transportation is directed at bridging the gap between regions and encouraging the equal distribution of development results. Sea transportation plays an important role in smooth trade because it has high economic value, carrying capacity, and relatively low cost. The Government of Indonesia has taken several steps in implementing its commitment to accelerate infrastructure development and encourage cooperation in infrastructure. However, this is experiencing funding constraints. Therefore, the government must evaluate and seek breakthrough sources and financing. One of the breakthrough sources of financing funds is by using Sukuk, Istishna, and Musyarakah. This study aims to determine the development trend of Istisna, Musyarakah, and Sukuk’s research on port infrastructure financing, published by leading journals on Islamic financial economics. The data analyzed consisted of 25 indexed research publications. The data is then processed and analyzed using the VoS viewer application to find out the bibliometric map of Istisna, Musyarakah, and Sukuk research developments on port infrastructure financing.

Розвиток стивідорних підприємств як один із засобів покращення стану економіки регіону

The article considers the world trends of the maritime transport complex, analyzes the current state and directions of development of stevedoring companies in Ukraine, aimed at strengthening the competitive advantages of service providers, identifies the specifics and current issues of assessing their activities. The issue of building port-industrial clusters with modern transport logistics is relevant today, as the development of trade and financial ties in the country and abroad forces countries to actively increase capacity and be constantly open to communications and trade offers. The paper identifies the main features of port financing, explores the prospects for the development of seaports and proposes a roadmap for the effective development of port infrastructure. A stevedoring company management structure is also proposed.

Impact of port development on the northern Yucatan Peninsula coastline

Development of port infrastructure for small-scale fisheries started in the late 1960s and increased in the 1980s along the northern Yucatan Peninsula. These ports mainly consist of a pair of jetties that significantly interrupt littoral transport. Hence, they are responsible for coastal erosion in this region, which has been exacerbated by urbanization in coastal areas. Here, satellite imagery, Unmanned Aerial Vehicle flights, and high-resolution GPS beach surveys were employed to investigate seasonal to multi-annual impacts of ports on the coastline. Shoreline positions prior to the construction of the ports are compared with the current location using satellite imagery for 7 ports along the Yucatan coast. Accretion (erosion) rates averaged 8 m yr −1 and affected approximately 1.5 (2.5 km) updrift (downdrift), respectively. To investigate seasonal variability, a beach monitoring program was conducted along one of the ports (Sisal) between May 2019–April 2020. Field observations show that seasonal variations of wave conditions, associated with sea breeze and winter storms (anticyclonic cold fronts known as Nortes), modulate beach response. Analysis of beach transects show yearly net accretion (erosion) in subaerial and intertidal beach volume updrift (downdrift) of the port in the order of 76.0 (−60.4) m3/m. Moreover, during the period of study four Reef Ball™ breakwaters were deployed on the downdrift side and a beach nourishment of approximately 860 m3 took place to mitigate beach erosion. Field observations suggest that the annual erosion rate decreased from −60.4 m3/m to an accretion of 3.5 and 4.4 m3/m in the two transects located immediately behind the structures installed in May 2019. The current results highlight the need for sand bypassing at ports as a way of mitigating beach erosion in their vicinity. Previous studies conducted at other locations experiencing the same problem suggest that the re-design of the port’s layout might reduce downdrift effects and dredging costs.