Network Of Ports Research Articles

Biogeographic variation in environmental and biotic resistance modifies predicted risk of marine invasions by ships

IntroductionGlobal shipping has accelerated the spread of non-native species. Factors such as environmental filtering and interactions with local biota can affect invasion likelihood, yet their relative contribution to predicting invasion risk remains unresolved. To test how abiotic filters and an experimentally-derived measure of biotic resistance interact with propagule pressure, we developed an integrated model to evaluate their relative effects on invasion risk of marine biofouling organisms to different focal port regions. We predicted that environmental filtering impacts invasion risk when fewer but stronger connections are part of the network. Further, predation is a mechanism of biotic resistance, which can reduce invasion risk, with most pronounced effects predicted in the tropics that decline at higher latitudes.MethodsWe examined shipping traffic and predation impact at three coastal bioregions spanning 47-degrees of latitude al range in the Northeast Pacific (Alaska, California, and Panama). We used vessel traffic databases to characterize propagule pressure and construct a worldwide port network of marine shipping routes and ports. Environmental resistance was estimated using temperature and salinity data from donor and recipient regions. We further used standardized predator exposure experiments to quantify predation impact on fouling community biomass as an estimate of potential for biotic resistance. We then expanded on existing models of relative invasion risk to incorporate the probability that propagules will survive predation by local predators and overcome environmental filtering to generate a predicted invasion risk for each port.ResultsEnvironmental filtering in all regions and predation pressure in the tropics worked to reduce the invasion risk, resulting in markedly different cumulative risk profiles over time among regions.DiscussionIn an increasingly connected world with more vessel traffic, our results highlight that while the number and distribution of shipping routes are important to understand risk, abiotic and biotic filters can modify model predictions.

Optimal scheduling of maintenance dredging in a maritime transportation system

A maritime transportation system is a network of ports and commercial terminals connected by navigation channels and navigable inland rivers that enables international trade and the global supply chain. The channels and rivers are subject to recurring sedimentation, which reduces available depths, sailing drafts, and volumes of cargo that vessels can transport between ports. To maintain this network at sufficient depths and enable cost-effective maritime transportation, a specialized fleet of dredging vessels, or dredges, periodically remove accumulated sediment and restore capacity. Scheduling dredges to perform work requires simultaneous consideration of factors specific to the location, dredge, and underlying maritime network and, in practice, often results in significant inefficiencies and delays. Previous models proposed in the literature to optimize dredge scheduling are either intractable or consider only limited aspects of the problem. This paper defines the problem of tactical dredging portfolio scheduling, introduces the General Dredge Scheduling Model (GDSM) as a constraint programming model to solve this problem, and applies GDSM to a realistic problem composed of a portfolio of dredging jobs, fleet of dredges, and sets of seasonal and environmental restrictions.

Cruise shipping network of ports in and around the emission control areas: a network structure perspective

PurposeThe rapid growth in cruise shipping coupled with increasing public awareness of climate change has led to increasing concerns about the impact cruise shipping poses on the environment, especially regarding air emissions. This study analyses the cruise shipping network of ports in and around the emission control areas (ECAs) to understand the structural properties of the network and ports.Design/methodology/approachA complex network approach was used to analyse the network data of 239 voyages serviced by 14 international cruise lines, visiting 127 ports across 44 countries in the Caribbean Sea.FindingsIt is found that the network has a small-world property with a short average path length and a high clustering coefficient. The regulations affect connections among ports, in which most ports in ECAs have lower connections than ports outside ECAs. A few ports in ECAs play important key roles, but many ports outside ECAs play a more important role in the network because the regulations are barriers for cruise ships entering the ports.Originality/valueThe findings of this study have drawn useful guidelines for cruise lines and port authorities to improve their operations. Constrictive recommendations are suggested to policymakers for designing reasonable regulations to attract more cruise shipping to travel in ECAs.

The evaluation of government subsidy policies on carbon emissions in the port collection and distribution network: a case study of Guangzhou Port

The collection and distribution network of ports is the main cause of carbon emissions. The carbon peak is a basic policy in China, and the subsidy policy is one of the common measures used by the government to incentivize carbon reduction. We analyzed the transportation methods and the flow direction of a port and proposed a carbon emission calculation method based on emission factors. Based on the transportation time and the cost, a generalized transportation utility function was constructed, and the logit model was used to analyze the impacts of subsidy policies on transportation, thus calculating the effects of the subsidies on carbon reduction. We used Guangzhou Port as a case study, and calculated the carbon reduction effects in six different subsidy policy scenarios and concluded that the absolute carbon reduction value was proportional to the subsidy intensity. In addition, we constructed a subsidy carbon reduction efficiency index and found that the Guangzhou Port collection and distribution network had higher subsidy carbon reduction efficiency in low-subsidy scenarios. Finally, a sensitivity analysis was conducted on the subsidy parameters, and scenario 8 was found to have the highest subsidy carbon reduction efficiency. This achievement can provide decision support for the carbon emission strategy of the port collection and distribution network.

River logistics amid war and post-war recovery in Ukraine: current situation and prospects .

River logistics amid war and post-war recovery in Ukraine: current situation and prospects .

INLAND WATER TRANSPORT OF UKRAINE: PROBLEMS AND PROSPECTS

The article examines the peculiarities of the development of river transport in Ukraine, it`s role and trends in the development of river transport in the modern transport system of Ukraine. The advantages of using river transport in comparison with other types of transport are analyzed. Changes and measures to stabilize the transport industry during the period of martial law are illustrated. River ports of Ukraine were also analyzed. In the process of analysis, the fundamental factors affecting the domestic economy of the transport sector were highlighted. The most significant problems that inland water transport may face have been identified. Ukraine is a country with great potential. For the development of the economy, it is important to use all possible resources, including the geographical location, which is the logistical potential of Ukraine. Ukraine has an extensive network of rivers, which, unfortunately, is currently not being used to its full extent. In addition, at the present time, during the military aggression of the Russian Federation, some types of transport are not used to their full extent. Therefore, river transport can become a successful substitute for other types of transport. The constant attempts of the Russian aggressors to destroy the critical infrastructure of Ukraine proved the need to develop the interchangeability of different types of transport. River transport can become an effective alternative to railway and, partly, road transport. An extensive network of river ports in Ukraine, subject to sufficient financing, will contribute to the increase of cargo flows in Ukraine, both internal and external, and will increase Ukraine’s export potential. The development of transport infrastructure in the post-war period should be harmonized, meet all the requirements of the post-war economy, and comprehensively contribute to its fastest recovery and development. River transport is an important part of the transport infrastructure in Ukraine, which has a network of rivers and canals that covers over 4,000 kilometers. Here are some of the key reasons why river transport is important for Ukraine: Economic benefits: River transport is a cost-effective way of moving goods and materials across long distances, which can help to reduce transportation costs and increase the competitiveness of Ukrainian products. This can be especially important for industries such as agriculture, where bulk products like grain and oilseeds are often transported by river. Access to markets: River transport provides access to markets beyond Ukraine’s borders, including countries in Eastern Europe and the Black Sea region. This can help to expand export opportunities for Ukrainian businesses and increase their revenue streams. Environmental benefits: River transport is a more sustainable mode of transportation compared to road and air transport, as it produces lower carbon emissions and causes less traffic congestion. This can help to reduce the environmental impact of transportation and improve air quality in urban areas. Integration with other modes of transport: River transport can be integrated with other modes of transport, such as rail and road transport, to create a seamless transportation network. This can improve the efficiency and reliability of transportation services and reduce transportation costs for businesses. Overall, river transport plays a critical role in the transport infrastructure of Ukraine, and its importance is likely to continue to grow in the future as the country seeks to expand its export markets and improve its economic competitiveness.

Roman Seas: A Maritime Archaeology of Eastern Mediterranean Economies

Roman Seas: A Maritime Archaeology of Eastern Mediterranean Economies

PROPIEDADES DE RENDIMIENTO Y ANÁLISIS DE AGRUPACIÓN DE LOS PUERTOS COSTEROS DE CHINA CONTINENTAL: UN MÉTODO DE ANÁLISIS MEDIANTE UNA RED COMPLEJA DE SERIES TEMPORALES

Explicit development orientations of ports are critical to promoting port clusters from chaotic competitions to a hierarchical collaborative development. To investigate the development orientation and hierarchies of coastal ports in Mainland China, a visibility graph network was constructed in this study for a time series analysis of China's port throughputs from 2000 to 2020. In this model, the four throughput indexes of cargo, domestic trade cargo, foreign trade cargo, and container were used to measure the scale of ports. The topological structural features of the throughput network of ports, including its average degree, diameter, and average clustering coefficient, were calculated. The ports were then divided into four types based on their network characteristics. Results show that the throughput time series network of coastal ports in Mainland China has an obvious hierarchical structure and generally has the characteristics of small-world networks. These ports are closely connected and have a strong transshipment capacity. However, an "absolute center" does not exist in this network, and these ports are in a state of disorderly and chaotic competition with serious homogenization. The proposed model provides an appropriate method for the future planning and design of port clusters. Keywords: Port throughput, Throughput characteristics, Visibility graph, Time series complex networks, Clustering analysis

Nonreciprocity and Mode Conversion in a Spatiotemporally Modulated Elastic Wave Circulator

Acoustic and elastic metamaterials with time- and space-dependent material properties have received great attention recently as a means to break reciprocity for propagating mechanical waves, achieving greater directional control. One nonreciprocal device that has been demonstrated in the fields of acoustics and electromagnetism is the circulator, which achieves unirotational transmission through a network of ports. This work investigates an elastic wave circulator composed of a thin elastic ring with three semi-infinite elastic waveguides attached, creating a three-port network. Nonreciprocity is achieved for both longitudinal and transverse waves by modulating the elastic modulus of the ring in a rotating fashion. Two numerical models are derived and implemented to compute the elastic wave field in the circulator. The first is an approximate model based on coupled-mode theory, which makes use of the known mode shapes of the unmodulated system. The second model is a finite-element approach that includes a Fourier expansion in the harmonics of the modulation frequency and radiation boundary conditions at the ports. The coupled-mode model shows excellent agreement with the finite-element model and the conditions on the modulation parameters that enable a high degree of nonreciprocity are presented. This work demonstrates that it is possible to create an elastic wave circulator that enables nonreciprocal mode-splitting of an incident longitudinal wave into outgoing longitudinal and transverse waves.

Enhancing resilience through port coalitions in maritime freight networks

• Coalition strategies with capacity sharing/cross-port investment among ports are tested. • Provide equilibrium problem with equilibrium constraints conceptualization of problem. • Give evidence that coalitions can improve system resilience and demand fulfillment rates. • Found positive returns on investment for individual and network of ports via coalition. • Support policies that increase market share through increased reliability of service routes. Reliable port services are key to maritime freight transport system performance. These systems are vulnerable to disasters of anthropogenic or natural cause, which can significantly impact port capacity, handling times and overall system performance. To improve resilience of individual ports, strategies involving capacity sharing and protective cross-port investments through coalition formation are proposed. This collaborative port protection and investment approach to improve individual and system-level port resilience is formulated as an Equilibrium Problem with Equilibrium Constraints. That is, the program is bi-level with multiple players in the upper level and a common liner shipping problem in the lower level. Its solution is obtained at a Nash equilibrium wherein no port stakeholder can achieve better performance by unilaterally changing its investment plan. A Stackelberg equilibrium between upper and lower levels infers that best investment decisions are made given competition between ports and the market’s response to improvements. The benefits of regional coalitions in this co-opetitive (competitive and collaborative) environment in terms of port and system resilience, port- and system-level demand fulfilment rates and return on investment are investigated from multiple perspectives, including the perspectives of shippers, port owners and the larger shipping network. With insights gained through study of the proposed coalition policies, this work aims to facilitate port authorities in making decisions on port capacity expansion, infrastructure investment and forming strategic partnerships. Shipping companies may also take into consideration the ability of a port to provide service under disruption events when choosing which ports to include in their service loops.

KlingMuslims in Sixteenth-Century Ayutthaya: Towards Aggregating the Fragments

AbstractThis article reconstructs the history ofKlingMuslims’ contribution to the religious and ethnic cosmopolitanism of sixteenth-century Ayutthaya. This study's argument is constructed based on an aggregate of written fragments about theKlingin both Portuguese primary sources and the wider academic literature. We reveal that, amongst the many ways in which Siam benefited from the Iberian invasion of Melaka in 1511, the dramatic geopolitical rupture of the invasion re-routed trade across the Bay of Bengal. As a result,Klingmerchants began arriving in Ayutthaya in greater numbers via the new network of Siamese-controlled ports and portages. Moreover, this study demonstrates the utility of greater synergy among South Asian, Southeast Asian, Thai, and Malay Studies through focusing on the exonyms employed in primary and secondary sources. Finally, this article contends that Ayutthaya's ethnic and religious cosmopolitanism was impacted by the arrival of South Asian Muslims, referred to asKlingin the Malay World andKhaekin Siam, approximately one century before Persians arrived in greater numbers. This, among others, was an unintended result of Portugal's sixteenth-century interventions into, and alliances with, the Siamese.

Merchants of the north: Infrastructure and indebtedness along Brazil's Amazon estuary

Drawing on fieldwork with riverine householders in the Amazonian municipality of Abaetetuba, this article recounts an ongoing struggle against the construction of a fluvial grain terminal by Cargill, the global grain‐trading giant. Over the past two decades, grain‐trading firms have engaged in a publicly subsidized bidding war to expand export infrastructure in the Amazon, harnessing the world's largest river system to flush agricultural commodities on the global market. The so‐called Northern Arc consists of a regional network of private grain terminals, ports, roads, and railways connecting disparate places within a broader landscape of value. This article overlays ethnography with historical analysis to examine the confrontation between a regional project of commodity chain integration and a set of valuations derived from the long‐standing role of commodity exchange in the Amazon. I suggest that the Northern Arc articulates with the sociological legacy of the aviamento: a system of debt‐peonage that structured the circulation of commodities in the basin during the nineteenth and twentieth centuries. By connecting local understandings of power, circulation, and authority to a new structural position within the global food system, the Northern Arc has galvanized old antagonisms and reflects the history of social conflict along the Amazon estuary.

Potential spatial effects of opening Arctic shipping routes on the shipping network of ports between China and Europe

More recently, the accelerated melting of sea ice and the trial operation of container liners in the Arctic have accelerated the opening of Arctic shipping routes(ASR), while providing a realistic possibility for the regular operation of an Arctic route. The normalised operation of the ASR will invariably have important effects on traditional transport routes, reshaping the global marine shipping geography and promoting the geopolitical and economic pattern evolution of the Northern Hemisphere countries based on shipping accessibility. Utilising the shipping data of China and Europe in the context of ‘One Belt, One Road’, this study establishes a shipping network with the normal operation of the ASR through a scenario simulation based on the theory of complex networks and explores the changes in the shipping connection pattern and network structure characteristics with traditional and Arctic shipping lanes. Further, it analyses the changes in the port nodes in terms of connection breadth and depth, as well as the resulting changes in network accessibility, and provides comparisons and analyses of the changes in network characteristics between scenarios to measure the shipping network vulnerability and degree of change. The results show that under the ASR, the trend of "big loose, small concentrated" maritime links is obvious and shows the typical "core-periphery" structure; the Suez Canal is gradually losing its core position in the network under the impact of the ASR, the accessibility of Chinese ports is changing more sharply than that of European ports, and the polarisation process of the Murmansk port is accelerating and the network is more stable and robust. The Suez Canal is losing its core position under the impact of the ASR, the accessibility of Chinese ports is changing more sharply than that of European ports, the polarisation of the Murmansk port is accelerating and the stability and robustness of the network is stronger.

Improvement in Bituminous Surface Course Using Waste Plastic in Snow Bound Areas

Abstract: Transportation is an essential component for the infrastructure of all the countries. The economy and economic status of any country is determined by its network of roads, railways, waterways, airways, pipes and ports. . In the northern areas of our country, roads are the most important source of connectivity. Due to cold weather conditions which include factors like snow, rain, frost, and these roads suffer excessive damage and thus hamper the movement of people as well as goods across these parts of the country. To improve the conditions of the road connectivity in such areas huge amount of money is being invested, but the end results don’t come as satisfactory as they should come. To prevent the damage to these roads by such factors no particular method has been developed. Use of plastic in bituminous mixes can be of importance in curbing the excess damage to roads in cold weather conditions. Waste plastic roads have been used in some parts of the country with a varying degree of success. Waste plastic roads have various advantages over normal roads which can be of great importance in these parts of the country. Keywords: Subzero Temperature, roads, design, waste plastic, bitumen.

Boat-to-Grid Electrical Energy Storage Potentials around the Largest Lake in Central Europe

With the dynamic growth in both the global hunger for electrical energy and the share of variable renewable energy sources in the energy mix, distribution networks are facing new challenges where conventional solutions may not be the best ones. The increase in load in distribution grids is routinely countered by network development and expansion, in a great part to supply for on-peak load demand, which could also be done by utilizing supplementary technologies to lessen the need for or defer such expansion. Vehicle-to-grid technology could efficiently contribute to handling this issue, as electric vehicles can potentially function as storage capacities to mitigate the fluctuations of power generation. The battery energy storage systems of hybrid or completely electric watercraft, which are becoming increasingly popular, are no exception, either. These vehicles represent a considerable potential to create more complex vehicle-to-grid solutions for countries with significant inland or seaport networks, for example, Hungary, with the largest lake of Central Europe. Since there is only deficient information on the topic, the main goal of this study was to explore the energy storage capacities of small electric boats in the context of Lake Balaton, Hungary. By this example, the paper presents the potential utilization of Europe’s significant network of sea and inland recreational ports for the purpose of energy storage. Similarly to other European countries, Hungary’s energy strategy for 2030 also includes the promotion of virtual production integration, local energy communities and micro-grid solutions. At the beginning of 2021, the small electric boats in the sailing marinas of Lake Balaton represented a cumulative energy storage capacity of 4.8 MWh, which may reach even 15.6 MWh by 2030, by the promotion of micro-grid solutions. The innovative novelty of this study is that it regards small fully electric boats not just as vehicles, but also explores their energy storage potentials. The novel goal of these examinations is to explore the volume of the energy storage potentials of the small fully electric boats around Lake Balaton, the knowledge of which may facilitate the creation of new types of flexibility services related to energy storage.

India’s strategic vision: Imprints of K.M. Panikkar’s arc

ABSTRACT K.M. Panikkar’s understanding of India’s strategic vision for the Indian Ocean highlighted the strategic dots of Socotra and Indonesia, which were a part of a larger game plan of a “strategic arc”. His idea of Socotra and Indonesia was based on the linkage between the two strategic sea lanes of communication. In the present context, Panikkar’s strategic arc has been readopted in Prime Minister Narendra Modi’s new vision, which aims to pave the way for India to engage in friendly ports so as to create a network of strategic ports for defence and civilian purposes. This article endeavours to understand Panikkar’s “strategic arc”, traced from the east coast of Africa to the island of Sumatra. Further, it analyses how Panikkar’s strategic arc has been realigned and reinvigorated in the present scenario from Oman to the islands of Indonesia, which helps in furthering India’s economic interests as well as protect its strategic well-being. The article concludes by offering a set of policy recommendations based on Panikkar’s strategic arc and how these could be inculcated within the larger framework on India’s security and maritime policy.

China’s Strategy of ‘String of Pearls’ and South Asia


 
 Indian Ocean has always remained a center of economic development and security of Asian states. Therefore, China’s shift from Pacific Ocean to Indian Ocean for the sake of energy security and economic development can be seen. China has developed a network of ports and naval bases in Indian Ocean through diplomatic means for expanding its influence. This study aims to examine the nature of string of pearls strategy of China that how China is utilizing its economic tools to fulfill its commercial interest in the larger Indian Ocean region. International community often relates “string of pearls” strategy with China’s hostile naval build up in IOR by creating network of naval bases along the littorals of Indian Ocean. This article has emphasized on the commercial nature of string of pearls strategy with reference to the South Asian States under soft power theory. Though it’s a challenging task for China to increase its influence in the Indian proximity but China is operating on the principle of creating common grounds for both the host states as well as donor state in the South Asian region.
 
 
 
 

A social network analysis of interconnections among cruise ports

Despite the dominance of the Caribbean as the leading cruise destination in the world, research that focuses on the network of cruise ports in the region is limited. To fill this research gap, the current study carried out social network analysis (SNA) to inquire into cruise port interconnections and their influence on the operation of the entire Caribbean port network. The results are summarized as follows: First, in terms of connections among ports linked to the Caribbean region, a European port and a Southampton harbor exhibit the most significant in-degree and out-degree centrality. Nevertheless, ports within the Caribbean region are still significantly represented as regards both indexes. Second, in the matter of port influence, Caribbean ports are considerably the most important with respect to hub and authority centrality (HAC), especially those located in Florida and the eastern Caribbean. This research contributes to industry through its presentation of an extended panorama of the cruise network in the region, subjecting several ports to respective analyses that describe their principal characteristics and attractiveness in the industry.

The Soviet Union's global ports and flexible web-like naval strategy: Case studies of Antsiranana and Tivat

This article contributes to the history of the Soviet Union and global naval history by comparing two examples of naval ports across the European and African continents: Tivat in Yugoslavia and Antsiranana in Madagascar. Comparison of the utilization and construction of these ports reveals how the Soviet network of naval ports did not display a singular rationale, but rather featured a global spider’s-web-like quality. The most marked quality of the Soviet Union's approach to naval construction was the use of nuclear carriers as a flexible tool of geographic and political aims. The goals of Soviet naval strategy were not static but mutated over the decades from the 1960s to the 1980s. In short, the policy was flexible, heavily armed and global. At each port, the Soviet Union and its navy developed a somewhat different relationship to the country and the two examples are in many ways unique; outliers but not peripheral. Their different constructions show the Soviet Union's approach to the Mediterranean as one seaway and the Indian Ocean as another, demonstrating flexibility in each theatre. Yugoslavia, its leadership and populace remained outside of the Soviet bloc for the entirety of the Soviet Union’s existence. Moscow’s attempt to include Yugoslavia in its naval network via Tivat represents a centuries-old geopolitical orientation towards the Balkan peninsula, but not successful socialist politics per se if we understand its goal to be domination over the socialist world. Madagascar on the other hand has a geographically vital position close to Africa and overlooks naval traffic both to the Red Sea as well as to the Gulf while standing at a safe distance to both continents. Moscow’s naval politics can give us an alternative view of the history of different socialisms practised in world politics in Europe and in Africa via maritime networks.

The global network of ports supporting high seas fishing.

Fisheries in waters beyond national jurisdiction ("high seas") are difficult to monitor and manage. Their regulation for sustainability requires critical information on how fishing effort is distributed across fishing and landing areas, including possible border effects at the exclusive economic zone (EEZ) limits. We infer the global network linking harbors supporting fishing vessels to fishing areas in high seas from automatic identification system tracking data in 2014, observing a modular structure, with vessels departing from a given harbor fishing mostly in a single province. The top 16% of these harbors support 84% of fishing effort in high seas, with harbors in low- and middle-income countries ranked among the top supporters. Fishing effort concentrates along narrow strips attached to the boundaries of EEZs with productive fisheries, identifying a free-riding behavior that jeopardizes efforts by nations to sustainably manage their fisheries, perpetuating the tragedy of the commons affecting global fishery resources.