Port Corporations Research Articles

From little things big things grow: enhancement of an acoustic telemetry network to monitor broad-scale movements of marine species along Australia’s east coast

BackgroundAcoustic telemetry has become a fundamental tool to monitor the movement of aquatic species. Advances in technology, in particular the development of batteries with lives of > 10 years, have increased our ability to track the long-term movement patterns of many species. However, logistics and financial constraints often dictate the locations and deployment duration of acoustic receivers. Consequently, there is often a compromise between optimal array design and affordability. Such constraints can hinder the ability to track marine animals over large spatial and temporal scales. Continental-scale receiver networks have increased the ability to study large-scale movements, but significant gaps in coverage often remain.MethodsSince 2007, the Integrated Marine Observing System’s Animal Tracking Facility (IMOS ATF) has maintained permanent receiver installations on the eastern Australian seaboard. In this study, we present the recent enhancement of the IMOS ATF acoustic tracking infrastructure in Queensland to collect data on large-scale movements of marine species in the northeast extent of the national array. Securing a relatively small initial investment for expanding receiver deployment and tagging activities in Queensland served as a catalyst, bringing together a diverse group of stakeholders (research institutes, universities, government departments, port corporations, industries, Indigenous ranger groups and tourism operators) to create an extensive collaborative network that could sustain the extended receiver coverage into the future. To fill gaps between existing installations and maximise the monitoring footprint, the new initiative has an atypical design, deploying many single receivers spread across 2,100 km of Queensland waters.ResultsThe approach revealed previously unknown broad-scale movements for some species and highlights that clusters of receivers are not always required to enhance data collection. However, array designs using predominantly single receiver deployments are more vulnerable to data gaps when receivers are lost or fail, and therefore “redundancy” is a critical consideration when designing this type of array.ConclusionInitial results suggest that our array enhancement, if sustained over many years, will uncover a range of previously unknown movements that will assist in addressing ecological, fisheries, and conservation questions for multiple species.

A stakeholder analysis for sustainable development of Maritime Village in Semarang coastal community, Indonesia

PurposeThis paper aims to examine the role of stakeholders and their interconnected relationships based on power and interests in realising sustainable development in coastal areas using the Maritime Village program in Tambaklorok, Semarang City, Indonesia as a case study.Design/methodology/approachData were collected from in-depth interviews and focus group discussions (FGD) with stakeholders, observations, as well as online news, and official government reports, followed by taxonomic analysis.FindingsThe results showed the four categories of stakeholders, namely players, context setters, subjects, and crowd. The Ministry of Public Works and Housing (PUPR), Regional Development Planning Agency (BAPPEDA) of Semarang City, Spatial Planning Agency (DISTARU) of Semarang City, and the Fisheries Office of Semarang City were found to be key players with a role in the success of the program. PT Pelindo (Indonesia Port Corporations) was identified as a context setter with low interests but high power, acting as an accelerator in the development program.Originality/valueThe originality of this study lied in its examination of the power and interests of stakeholders involved in government projects. It was recommended to strengthen coordination among the stakeholders to ensure the success of the program.

The effects of institutional pressures on shipping digital transformation in Taiwan

PurposeThe purpose of this study is to empirically evaluate the impact of coercive pressure, normative pressure and mimetic pressure on digital transformation and benefits in the maritime shipping context.Design/methodology/approachThe authors collect data from a survey of 119 shipping companies, shipping agencies, port corporations and shipping forwarders in Taiwan and apply a structural equation model to test the research hypotheses.FindingsFour conclusions can be drawn: First, digital transformation mainly results from coercive pressure and mimetic pressure. Second, another positive and important source of pressure for shipping digital transformation is the fact that competitors are gradually undergoing digital transformation and have gained recognition from customers. Third, shipping professional organizations and association (e.g. IACS, IAPH, Baltic International Maritime Commission) must keep up with the trend toward digital transformation and put forward guidelines and recommendations that can be followed in order to lead the maritime shipping industry. Fourth, digital transformation has great potential to help deliver the benefits (i.e. improve efficiency, relationship with customers and sustainability).Originality/valueThis research explores the digital transformation of the shipping industry through the lens of institutional theory. The results show that digital transformation is mainly due to coercive pressure and mimetic pressure. Digital transformation has been found to bring benefits that can help shipping operators allocate their resources effectively, thereby increasing operational efficiency, improving relationships with customers and enhancing sustainability.

Port institutional responses and sustainability performance: a moderated mediation model

ABSTRACT Drawing on the theory of institution, this research investigated the effects of institutional responses, employees’ sustainability behavior, and sustainability transformational leadership on sustainability performance at seaports. Data were collected from 296 employees of port corporations in Taiwan, and a moderated mediation model was developed. Using exploratory and confirmatory factor analyses, this study identified four port institutional response dimensions: coercive policy, normative training, communication, and motivation. The results showed that sustainability transformational leadership, employees’ sustainability behavior, and port institutional responses positively affect sustainability performance. Employees’ sustainability behavior plays a mediating role between sustainability transformational leadership and sustainability performance. Specifically, this study found that port institutional responses play a moderated mediation effect on the relationship between sustainability transformational leadership and sustainability performance through employees’ sustainability behavior. Lastly, implications for port sustainability practices and institution theory are discussed.

Exploring key variables of port competitiveness: evidence from Indonesian ports

Purpose This study aims to understand the factors and problems that relate to Indonesian port competitiveness and the problems that need to be addressed by major actors such as the government and port corporations. Design/methodology/approach It combines quantitative analysis from 59 survey respondents and qualitative analysis from focus-group discussions and in-depth interviews with port experts, financial bodies, port corporations and government officials on the condition of Indonesian port planning, development and financing. Findings An Indonesian port competitiveness model was developed, comprising government support, business support and operational performance. The authors found a gap between policy expectation and realization of port facilitation, caused by inefficient government bureaucracy, customs clearance and strategic decision-making. The government's consistency and commitment need work to encourage investor interest. Road connectivity, intermodal transportation, and energy infrastructure should be enhanced to increase operational performance. These problems are caused by a lack of feasibility analysis, consideration of local economic developments, and late adoption of standard technology. The maritime-sector workforce should be trained to be more professional with foreign players, more innovative and more open towards foreign assistance. Practical implications Port competitiveness includes government-related variables. The government’s initiatives are welcomed but are not enough. Adequate attention to both micro and macro port is necessary to increase port competitiveness. Future research should develop more comprehensive solutions to increase port competitiveness in Indonesia using problems and factors outlined here. Originality/value The study investigated the unique factors and problems that relate to Indonesian port competitiveness. It uses a national scope and rich expert data involved in Indonesia's port industry.

Perspective on individual and group characteristics to enhance work performance and career development: an empirical research on Indonesia Port Corporations

Perspective on individual and group characteristics to enhance work performance and career development: an empirical research on Indonesia Port Corporations

Perspective on individual and group characteristics to enhance work performance and career development: an empirical research on Indonesia Port Corporations

The role of human resource management as a determining factor in achieving corporate goals is discussed. Human resource management considers human capital as a major resource for a sustainable competitive advantage for companies. The purpose of this research is to prove and analyse the influence of individual characteristics, working environment, and organisational culture towards working motivation, and performance, and career improvement of Indonesia Port Corporations employees. It is conducted to employees in Indonesia Port Corporations, as they have the potentiality to step up to the highest position and minimise the desire of employees to be rotated or transferred between branches port so that the pattern of mutation and careers can be hampered. This research summarises 12 hypotheses. However, this study indicates that from the 12 proposed hypotheses, nine of them are significantly affected, while the other remaining three are insignificant.

Identifying crucial sustainability assessment criteria for container seaports

Purpose The purpose of this study is to identify crucial sustainability assessment criteria in the context of international port sector. Design/methodology/approach Data collection was based on a questionnaire survey from 135 managers and supervisors at major international ports in Taiwan, including Keelung, Taichung and Kaohsiung. A confirmatory factor analysis was conducted to identify crucial sustainability assessment criteria at ports. Findings A total of 31 important sustainable assessment criteria were adapted from previous studies in terms of environmental, economic and social issues. Results revealed that social issues with respect to staff job security and safety were ranked as the most important sustainability assessment criteria, followed by environmental protection when handling cargo, facilitation of economic activities, port traffic accidents prevention and cargo handled safely and effectively. In contrary, respondents revealed their less importance in the criteria, namely, mitigating light influence on neighboring residents, considering the arrangement of vehicles when constructing port transportation system, avoiding using unpolluted land in port area and hiring minority groups and consulting interests groups when making port projects. Four sustainability assessment dimensions were identified, namely, environmental material, economic issue, environmental practices and social concerns. Research limitations/implications The research findings indicated that economic issue was deemed as the most important dimension of sustainability assessment criteria from a port operator’s perspective, followed by environmental practices, social concerns and environmental material. Practical implications for port sustainability assessment were discussed in this research. Originality/value Although a majority of previous studies on sustainability assessment have been discussed, there is still a lack of investigation of sustainability assessment in the context of port sector. This study not only develops sustainability assessment attributes but also highlights the important criteria of sustainability assessment. Further, this study identified four crucial sustainability assessment factors, which provide helpful information for port corporations to identify important criteria and policy of sustainability assessment.

Technical, allocative and cost efficiencies of Chinese ports

This paper reports on empirical studies of the technical, allocative, and cost efficiencies (CEs) of Chinese ports based on the panel data of 16 listed port corporations from 1998 to 2011 by means of Bayesian Inference and Markov Chain Monte Carlo methods. An error terms approach is used to resolve the Greene Problem in the estimation of allocative efficiency. The results show that the technical efficiencies have tended to decline in most ports. Inputs to R&D and improving management level are insufficient to offset this decline. Seaports have higher CEs than river ports. Ports with higher container cargo proportion have higher CEs. Ports with more than 50% of shares owned by the State have higher CEs.

The Analysis of Probability and Impact and Evaluation of Relative Information Systems Risk Factor in Maritime and Port Corporations

The Analysis of Probability and Impact and Evaluation of Relative Information Systems Risk Factor in Maritime and Port Corporations

Port governance models: Financial evaluation of Greek port restructuring

In the late 1990s, Greece proceeded to a major port governance reform, aiming to overcome observed deficiencies of its national port system. Twelve major ports of national interest were transformed from ‘public law undertakings’ to government-owned port corporations. Responsibility of port governance was devolved to autonomous commercially driven port authorities. At a latter stage, two ports (Piraeus and Thessaloniki) were listed on the Athens Stock Exchange. Grounded on the discussions regarding port performance indicators, this paper examines the financial performance of this new port governance model. It does so through an empirical evaluation of the 12 port entities’ financial performance over a time span that corresponds to the sector's reorganisation. The analysis suggests that certain rigidities are still present and further steps of modernisation and restructuring are essential. Despite profitable financial results in the case of most Greek ports of national interest, the examination of the financial accounts raises considerable doubts as to the efficiency of the ports’ organisational structures, currently in a transitional phase. These results are in line with suggestions that port governance in Greece does not respond, yet, to any of the potential matching framework configurations of structures and strategies that advance port competitiveness and have been identified in the port literature.

Will a national port regulator solve congestion problems in Australian ports?

Australia's ports are an integral part of the nation's economy, which relies heavily on trade. In Australia, the governance of ports is the responsibility of the governments of Australia's six states and the Northern Territory, all of which have their own legislation covering the running of the ports and the establishment of port corporations. The respective legislation governing the running of Australia's ports is not uniform, and neither are the models for port management that they create. In May 2005, the then Deputy Prime Minister and Federal Transport Minister announced that the Commonwealth planned to take control of the planning and investment decision making of Australia's ports. The reasoning behind this is said to be Australia's poor trade performance and bottlenecks in ports which hold up trade and ultimately cost money. The Federal government has sought to do this under Section 51(i) of the Australian Constitution in order to update and integrate Australia's transport system. This announcement has caused disquiet among the states that had no previous notice of the announcement and for which ports are a major source of revenue. The transfer of power to the Commonwealth may lead to the Commonwealth being able to take further powers from the states, not only in relation to the ports but in relation to other areas such as industrial relations. Industry groups claim they have been pushing for a larger role for the Commonwealth in the running of the nation's ports, but question as to what extent the Commonwealth should be involved.

An Empirical Evaluation of Greek Ports Financial Performance

The paper examines the financial statements and accounts of the twelve major Greek ports and proceeds to an empirical evaluation of the port entities' financial performance over a time span that corresponds to the sector's reorganization. Since the late 1990s the port sector in Greece has changed its management model through the conversion of twelve ports of national interest from public law undertakings to government-owned port corporations. At a latter stage, the ports of Piraeus and Thessaloniki were listed at the Athens Stock Exchange and since then the State's stake has been on the order of 75%. These reforms attempt to facilitate the adjustment of the sector to contemporary trends and to overcome deficiencies of the earlier port structures. The analysis suggests that certain rigidities are still present and further steps of modernisation and restructuring are essential, if the Greek ports are meant to play a more active role in the international arena. Despite profitable financial results for most Greek ports, the examination of their financial accounts raises considerable doubts as to the efficiency of their organisational structures, currently at a transitory phase. These results are in line with the conclusions of other studies suggesting that port governance in Greece does not respond yet to a potential matching framework configuration of their structures and strategies that might advance port competitiveness.

Port reform in Australia: issues in the ownership debate

Australia port reform initiatives have taken on a variety of forms — from out-right sale and transfer of ownership, to the sale of particular assets of infrastructure or services, or to long-term lease arrangements; or in some cases state governments, unable to relinquish control, have opted for corporatization or commercialization strategies. Reform is driven by the belief that ownership impacts on efficiency and efficiency is perceived to suffer if governments either retain ownership or direct control. As a result a major aim of reform is to either remove or distance governments from day to day port operations. The sale of ports removes government control outright and privatized ports are subject to identical regulatory constraints as any company in the private sector. But corporatization strategies are such that government ownership is retained and ports have been transformed into statutory state owned corporations. Effectiveness of this strategy requires legislation to be such that port corporations are free to operate like their private sector counterparts. To date this has not occurred and some serious impediments are emerging which are embedded in legislation and which, rather than reduce, have indeed, increased government control.