Port Assets Research Articles

Correspondence: Debating China's Use of Overseas Ports

Correspondence: Debating China's Use of Overseas Ports

THE EFFECTIVENESS OF LOKTUAN PUBLIC PORT MANAGEMENT AND DEVELOPMENT IN INCREASING BONTANG CITY'S ORIGINAL REGIONAL REVENUE (PAD)

This study aims to determine the effectiveness of the management and development of the Loktuan public port in order to increase the Bontang City's Original Regional Revenue (PAD). This research uses descriptive qualitative research method. The types of data used are primary and secondary data, the instruments in this study are observation, interviews and documentation, using Miles and Hubermen's theoretical analysis techniques. The results showed that the policy of the Bontang City Government as the owner of Loktuan Public Port Assets influenced the management and development of Loktuan Public Port. The role of the Bontang City Government and PT. Pelindo IV (Persero) in increasing Regional Original Revenue from the port sector, by cooperating in the use of port facilities for port services. Loktuan Public Port Management in collaboration with PT. Pelindo IV (Persero) is very effective in increasing Bontang City's Original Revenue from the Port sector. With increasing port operational activities every year, the development of the Loktuan Public port is very effective to be developed through effective cooperation so as to increase Bontang City's Original Revenue from the port sector.

Pier Competitor: China's Power Position in Global Ports

Abstract China is a leader in the global transportation industry, with an especially significant position in ocean ports. A mapping of every ocean port outside of China reveals that Chinese firms own or operate terminal assets in ninety-six ports in fifty-three countries. An original dataset of Chinese firms' overseas port holdings documents the geographic distribution, ownership, and operational characteristics of these ports. What are the international security implications of China's global port expansion? An investigation of Chinese firms' ties to the Party-state reveals multiple mechanisms by which the Chinese leadership may direct the use of commercial port assets for strategic purposes. International port terminals that Chinese firms own and operate already provide dual-use capabilities to the People's Liberation Army during peacetime, establishing logistics and intelligence networks that materially enable China to project power into critical regions worldwide. But this form of networked state power is limited in wartime because it depends on commercial facilities in non-allied states. By providing evidence that overseas bases are not the sole index of global power projection capabilities, findings advance research on the identification and measurement of sources of national power. China's leveraging of PRC firms' transnational commercial port network constitutes an underappreciated but consequential form of state power projection.

ДЕРЖАВНЕ РЕГУЛЮВАННЯ ДІЯЛЬНОСТІ МОРСЬКИХ ПОРТІВ У СИСТЕМІ ЕКОНОМІЧНОЇ БЕЗПЕКИ УКРАЇНИ

The article defines Ukraine as an independent European country with the status of a maritime state, access to the Seas of Azov and the Black Sea, a long coastline, and a significant area of water space. Economic security in maritime transport is interpreted as a subsystem of economic security of the state, and its objects are defined as: security of port infrastructure, security of navigation, anti-terrorist security of transportation, man-made and ecological security of functioning of sea ports. The advantages, opportunities, weaknesses and threats of the port infrastructure of Ukraine are summarized. A conclusion was made about the low ratings of Ukraine in the Global Index of Competitiveness of Countries according to the indicator «Efficiency of Sea Ports» of the quality of transport infrastructure. It is shown that the criteria for the efficiency of the functioning of seaports are: the state of their material and technical base (quality), as well as quantitative indicators of the volume of export, import, transit, cargo turnover, the number of processed vessels, etc. An assessment of informational changes in the Register of Seaports of Ukraine has been provided. It is shown that at the moment only half of them are working due to the military aggression of Russia and the temporary loss of control over the seaports of the AR «Crimea» and the Sea of Azov, as well as the blocking of the Black Sea ports. The shift of business activity to the ports of the Danube region is shown. The measures of the state to reduce the danger of sea transportation in the conditions of martial law in terms of loss compensation, risk insurance, implementation of the multilateral agreement on the export of grain and food products from Ukrainian ports have been systematized. Organizational models of regulation of seaport activity are characterized. It is proved that their domestic form of state unitary enterprise of commercial type, managed by the Administration of Sea Ports of Ukraine, gravitates towards the «port-instrument» model. Reasonable expediency of transition to the «port-owner» model, which provides for the concession of port assets and infrastructure owned by the state, development of competition between sea ports, simplification of customs procedures when crossing borders, reduction of port dues rates, etc.

Stepwise capacity integration in port cluster under uncertainty and congestion

Port capacity integration is important for mitigating port overinvestment and preventing the waste of coastline resources and port assets. In this paper, we study the port capacity integration problem in port cluster under uncertainty and congestion. The optimal investment and exit decisions for individual ports under uncertainty are first derived based on real option theory. A capacity stepwise investment and exit integration model with the aim of achieving maximum discounted expected payoff is developed for the problem and the corresponding solution algorithm is proposed. Empirical studies regarding the individual ports and the Bohai Rim port cluster in China are conducted to demonstrate and verify the model and methods. The results indicate that the port cluster has achieved great benefits from port integration compared to the scenario without integration and the capacity utilization of the port cluster has increased over 30% at the end of the integration process. Furthermore, the policy implications for guiding the port capacity integration in port cluster (including unified port governance institution, adjustment mechanism of port price, and transfer payment) are proposed based on the empirical results.

The Nacala Corridor Railway and Port PPP project Risks identification research

Recently, Public Private Partnerships (PPP) in Mozambique has demonstrated significant advances in the level of private sector involvement in the delivery of infrastructure such as railways and port assets. It is generally considered that PPP is a mechanism to simplify the delivery of transportation projects, transfer the risks of transportation projects, reduce transportation costs and increase transportation revenue. This paper introduces a framework that identifies the risks associated with PPP arrangements for Railway and Port project delivery in Mozambique, with special attention to the Nacala corridor project. The framework divides risks into four categories: political, economic, socio-cultural, and technical (referred to as PEST), which can help project managers launch PPP projects to identify risks, manage risks, and minimize project risks.

Briefing: UK port infrastructure failures and smarter solutions

Much of the UK’s ageing port infrastructure is at a tipping point, and there appears to be a recent increase in significant failures. Historically, substantially empirical design by trial and error and the inherent overdesign that this produces, combined with the use of robust materials, mean that eighteenth-and nineteenth-century port structures have sometimes lasted well. Without change in use or reduction in maintenance, they may continue to perform well. However, with the widespread use of reinforced concrete and steel sheet piles starting c. 100 years ago, the introduction of the concept of ‘design life’ was necessary. The structural ability and cost-effectiveness of maintenance of these more sensitive structures steadily decrease as the maritime degradation processes take hold. This paper considers the ever-increasing risk of infrastructure failure that the UK port industry faces and suggests the need for a considered and smart approach to the ongoing monitoring and maintenance of port assets. Examples of smart, real-time, remote monitoring technologies are discussed as the tools for port owners to avoid costly, and potentially uninsured, infrastructure failures.

Performance evaluation of Chinese port enterprises under significant environmental concerns: An extended DEA-based analysis

The rapid development of China’s port industry has caused numerous problems, among which the most significant is environmental pollution. A major goal for government and port enterprises alike is the achievement of both effective environmental protection and operational efficiency. Therefore, environmental factors should be considered when evaluating port efficiency. However, most of the available data envelopment analysis (DEA) models that have been used in previous studies enable each decision-making unit (DMU) to choose its favorite weight-combination with a rather careless approach. This may have caused some DMUs with very good economic indexes but very poor environmental indexes to be evaluated as fully efficient. This paper proposes a non-radial DEA preference model, based on the assumption of variable returns to scale (VRS) and the Directional Distance Function (DDF). The proposed model has been used to evaluate and analyze the efficiency of Chinese-listed port enterprises. The efficiency results showed the average efficiency to be low for all ports when environmental factors are considered. The regression results show that port assets, berth quantity, and the geographical location can significantly impact the environmental performance of Chinese port enterprises. This study also classified all ports into four categories, based on throughput and efficiency. Recommendations for the implementation for improvements of different environmental policies have been made for the individual ports in each category based on the actual situation of each port.

An Economic Analysis Model Of The Effects Of Privatization Of Piraeus Port Aythority Into The Greek Economy

The Greek port industry is characterized by the dominance of the public sector in port activities. The ownership of port assets, corporate port governance and services provisiondevelop under strict, direct or indirect state (ministerial) control. As a result Greece standsamong the few countries in which the port industry is fully controlled by the public sector. Yet, the context, in which contemporary ports operate impels for greater flexibility in portoperations. Several countries worldwide have responded implementing port devolution programs. The latter have been accompanied by an increasing participation of the privatesector in port operations. In several EU countries several port reforms devolved the portindustry, allowing for the participation of private companies.

The latest trend in Australian port privatisation: Drivers, processes and impacts

This paper presents the latest trend in Australian port privatisation, long-term leasehold sale, and discusses its impact on port governance structure and port management. Since 2010, Australia has been exercising port privatisation at major capital city ports, driven by the government's policy of recycling capital for funding other infrastructure projects and the budgetary goal of reducing State Governments' debts. Except for land, the State Government transfers major port assets and the port corporation to a state-owned holding company and then sells it to a private winning bidder. Of notice is that the privatisation involves private equity ownership and foreign ownership of Australian ports. Consequently, the governance structure at the privatised ports is a private/public model, with the private port company being the port authority and landlord managing the port. The regulatory function following the privatisation is the public sector's responsibility while operator functions are undertaken by stevedores. Although the Australian port privatisation has positive effects on State Governments' balance sheets in the short term, it may result in a risk of undervaluing port assets, increased port charges, impeded port competition, less port investment, and less concern for the public interest in the long term. In terms of these findings, this paper provides some thoughts for further port privatisation in Australia.

Kajian Peluang Kerjasama Pemerintah Swasta (Kps) Dalam Penyediaan Infrastruktur Di Pelabuhan Tanjung Emas Semarang

ABSTRACT Port infrastructure in the transport system is a valuable asset for the national economy in order to face the globalization of free trade. Problems of provision of port infrastructure constraints in general is a factor financing. One of the government's efforts to overcome the problems in the provision of infrastructure financing is through the Public Private Partnership (PPP). This research was conducted in order to determine the opportunities and constraints of PPP implementation in the provision of port infrastructure by Master Plan Tanjung Emas Semarang. This study used a qualitative approach with a qualitative descriptive analysis techniques conducted on the characteristics of the PPP, the perception of government and stakeholders, as well as regulatory and institutional policies related to the implementation of the PPP. From this research it is known that in the construction and development of the port of Tanjung Emas does not currently use the PPP scheme because of the ownership status of Tanjung Emas port assets that are still in data collection, and a lack of understanding of the parties implementing the PPP. But the chances of implementing a PPP scheme is still possible in the area of ownership of assets remain below the government. Keyword: opportunities, constrains, PPP, infrastructure, port ABSTRAK Infrastruktur pelabuhan dalam sistem transportasi merupakan aset berharga bagi perekonomian nasional dalam rangka menghadapi globalisasi perdagangan bebas. Kendala permasalahan penyediaan infrastruktur pelabuhan pada umumnya adalah faktor pembiayaan. Salah satu upaya pemerintah untuk mengatasi permasalahan pembiayaan dalam penyediaan infrastruktur adalah melalui program Kerjasama Pemerintah Swasta (KPS). Penelitian ini dilakukan dengan tujuan untuk mengetahui peluang dan kendala pelaksanaan KPS dalam penyediaan infrastruktur pelabuhan berdasarkan Rencana Induk Pelabuhan Tanjung Emas Semarang. Penelitian ini menggunakan pendekatan kualitatif dengan teknik analisis deskriptif kualitatif yang dilakukan terhadap karakteristik KPS, persepsi pemerintah dan stakeholder, serta peraturan dan kebijakan kelembagaan terkait pelaksanaan KPS. Dari hasil penelitian tersebut diketahui bahwa dalam pembangunan dan pengembangan pelabuhan Tanjung Emas pada saat ini tidak menggunakan skema KPS dikarenakan status kepemilikan aset pelabuhan Tanjung Emas yang masih dalam pendataan, dan kurangnya pemahaman pihak-pihak pelaksana KPS. Namun peluang penerapan skema KPS masih mungkin dilakukan pada kawasan yang status kepemilikan asetnya masih berada dibawah pemerintah.

Probability distribution functions for cover used in 3-D model simulating concrete deterioration in port assets.

In previous studies, a 1-D numerical predictive tool to simulate the salt induced corrosion of port assets in Australia has been developed into a 2-D and 3-D model based on current predictive probabilistic models. These studies use a probability distribution function based on the mean and standard deviation of the parameters for a structure incorporating surface chloride concentration, diffusion coefficient and cover. In this paper, this previous work is extended through an investigation of the distribution of actual cover by specified cover, element type and method of construction. Significant differences are found for the measured cover within structures, by method of construction, element type and specified cover. The data are not normally distributed and extreme values, usually low, are found in a number of locations. Elements cast insitu are less likely to meet the specified cover and the measured cover is more dispersed than those in elements which are precast. Individual probability distribution functions are available and are tested against the original function. Methods of combining results so that one distribution is available for a structure are formulated and evaluated. The ability to utilise the model for structures where no measurement have been taken is achieved by transposing results based on the specified cover.

Acquisition of UK ports by private equity funds

Private equity (PE) ownership of port regulatory authorities and port land is primarily a feature in the UK. Most other countries retain public port authorities who lease/concession port land and operations to private terminal operators rather than selling it off, as has occurred in the UK. Motivations behind PE ownership of ports in the UK include gaining access to high profits, significant barriers to entry, and low risk. Case studies reveal that PE port owners focus on high profitability, albeit with limited potential for investment in creating new port assets because port surpluses are required to pay the interest on debt resulting from leveraged acquisitions. The PE exit strategy is to sell-on port assets, often to other PE owners, implying that ports concerned may continually carry a high debt burden, yet will have few new assets to show for it. This perennial debt burden is not connected with the creation of new port assets which might be expected to benefit port users and the wider economy. Thus, it is doubtful if the PE model of port ownership, operation and regulation is conducive to creating a competitive national economy. Indeed, the opposite outcome is more likely.

Governing the European port–city interface: institutional impacts on spatial projects between city and port

Sustainability agendas are challenging port authorities around the world to find ways to use port assets more efficiently and productively in economic, social, as well as environmental terms. To this end, one of the most strategic port assets is the port–city interface – waterfront zones in which the geography of the port and its city meet each other. In this paper, we explore the relationship between the institutions and governance processes behind spatial projects currently taking place in the interface of four European port cities: Marseille, Barcelona, Hamburg, and Rotterdam. Results show that laws and regulations dominate the spatial outcomes of governance processes between city and port, and that these tend to frustrate experimental efforts towards truly sustainable results. In addition, development orientations that foresee an on-going port migration process away from the urban core are still common among urban planning and policy makers, which impedes on the joint governance processes needed for building renewed, sustainable port–city relations and spatial projects. Contours of such a joint governance process have only been found in the Rotterdam case.

Russia's waterborne trade and transport: issues in market transformation

During the Soviet era most of the Union's international non-oil trade was transported over water. Following the former Soviet Union's break-up, the share of water transport in accomodating Russia's trade has become modest, as the railways carry most goods that are traded domestically or with the new republics of the Commonwealth of Independence States, which are now treated as foreign countries. Adjusting the Russian Federation's water transport industry and related infrastructure to the changed geo-political and regional economic conditions proves difficult. While the country inherited a fair share of the former Soviet merchant fleet, it is deprived of port assets which were originally built to serve all-Union trades but are now located in other republics of the Commonwealth of Independent States. Major reforms are required to streamline the provision of port services and the ports' commercial performance. The Russian Government took several steps in 1992 which effectively put the national water transpor...