Port Development Strategy Research Articles

Public administration for green port development strategy

The maritime sector is crucial for socioeconomic development and safeguarding the internal security and defense of the country. Ecosystems may be harmed by dredging and ship activities at ports. Services at seaports for transporting passengers and cargo are believed to be responsible for releasing approximately 20% of worldwide waste into the sea. Increased port activities heighten the risk of pollution, leading to a substantial adverse effect on the ecosystem. Thus, the goal is to prevent environmental contamination and construct sustainable seaports to balance environmental conservation and economic growth. However, there is no universal approach for constructing green ports globally, as it varies based on the specific circumstances of each seaport. A comprehensive set of documents and legislation aimed at reducing pollution in permeable ecosystems in Vietnam has been assembled, especially the Green Port Development Project and recommendations have been provided following a comparison with worldwide case studies. Additional improvements are needed in green concession policies, minimizing ship and inland transport idling and terminal waiting times, and carbon capture and storage.

Research on the connectivity of port infrastructure along the 21st Century Maritime Silk Road

The connectivity construction of the Maritime Silk Road in the 21st century has created more opportunities for trade and further promoted maritime trade among countries along the route. As an important hub of the maritime connectivity network, the construction of port infrastructure connectivity is of great significance. Taking the port infrastructure of 30 countries along the 21st-century Maritime Silk Road as an example, this paper analyzes the current state of port connectivity construction in China. It identifies that the port infrastructure connectivity between China and Southeast Asia is the most developed and establishes an indicator system for evaluating the potential for port infrastructure connectivity. Based on the principal component analysis (PCA), it is found that Germany, Singapore, the United Kingdom, the Netherlands, and other countries have relatively high port infrastructure connectivity potential. Finally, suggestions are put forward: China should strengthen the connectivity construction of port infrastructure with Europe and prioritize policy exchanges with Germany to align port development strategies and enhance bilateral maritime trade by establishing complementary trade chains.

Exploring the Impact of Different Port Governances on Smart Port Development Strategy in Taiwan and Spain

With the rapid development of new technologies, such as automation, big data, and artificial intelligence, a port that utilizes these technologies can significantly improve its operational efficiency and make it economically more competitive. Despite its increasing importance, there is no standard definition of a smart port, resulting in each country having its own smart port development strategy. In this study, we explore how varied port governance of port authorities may impact the smart port development strategy. First, we established a set of evaluation criteria, using the Borda count and fuzzy analytic hierarchy process, to obtain the key indicators for the development of smart ports in Taiwan. Then, we compared the preferred indicators of Taiwan’s smart port development strategy with those of Spanish ports. An obvious difference in this ranking comparison is found. This indicates that Taiwan’s strategy focuses on optimizing maritime safety, while Spain’s strategy focuses on improving operational economics. Finally, we analyzed the differences between the smart port development strategies of these two countries using the latest port governance classification table. The results of the above analysis are also verified by comparing the differences in port legislation between them. It turns out that the private sector is deeply involved in the operation of ports in Taiwan compared with Spain. Our main contribution lies in providing a clear pathway for developing a smart port in Taiwan in the future and investigating the reasons for different smart port development strategies in different countries.

Port call information sharing and inter-organizational relationships: an exploration

Ports have been taking major steps to improve information sharing for supporting their port call services. Despite the strong aspiration for this improvement, progress is still slow. In this paper, we argue that the progress is hampered by the challenges of an inter-organizational nature. To explore this argument, we conceptualize the link between inter-organizational relationships and information sharing in ports. We use and operationalize the partnership model, which was originally proposed for the supply chains, for the port context. We test the applicability of the model for the port of Rotterdam. Data was collected using desk research, expert interviews and surveys amongst all port actors. We find that potential for inter-organizational relationships varies substantially between the port actors, which implies an unequal potential for information sharing between them. While some actors show potential for strong relationships, in which two-way frequent exchange of information is supported, others could only support basic, occasional, or unbalanced information sharing. Therefore, it is unrealistic to assume that the information can be uniformly exchanged between all the actors. Instead, we suggest tailored information-sharing strategies that fit to actors’ business interests and characteristics. We conclude that this salient aspect of inter-organizational relationships between port actors should be acknowledged and considered for the effective design of port development strategies.

Value Creation for Sustainability in Port: Perspectives of Analysis and Future Research Directions

The paper offers a theoretical advancement on sustainable port development strategies adopting a relational perspective, emphasizing the importance of collaboration and stakeholder interaction in achieving sustainable value creation. It provides a comprehensive overview of the concept of value creation, highlighting its evolution and the different perspectives of analysis in business model research: the conventional value creation perspective, where customers and suppliers are considered key stakeholders in the supply chain, and the sustainability-oriented one, which extends value creation processes to other stakeholders, such as civil society, policy makers, financial stakeholders, and employees. Based on the main gaps of the literature review and drawing on the previous progress on the sustainable business model, this paper develops a theoretical framework, which structures the relationships between the port business operator and its stakeholders at two interconnected levels: the supply chain and the institutional environment. These levels identify core value creation activities and resources, relational governance models, and the value created with and for different stakeholders. However, its implementation opens new avenues for future research that are currently lacking in port research.

Development of a Feeder Port of Tanjung Ringgit Facilities to Support Implementation of Sea Tollway

Improvement of connectivity between islands known as the sea Tollway initiative has minimized pricing inequalities and improved connection in poor, remote, outer, and border areas. The biggest challenge to implementing the Program of Sea Tollway are port infrastructure readiness, collector and feeder ports for the movement of goods into a node. Tanjung Ringgit Port must serve as a feeder port for Makassar's main port to support the program. The approach used in this research is quantitative. Data collection consists of primary data through interviews, field observations and secondary data. This research used port performance analysis to analyze the needs of port performance facilities such as container field facilities, warehouses and jetty, and SWOT analysis to determine port development policies and strategies. The findings of the study show that more warehouse space will be required until 2035. The development strategy of port capacity and facilities is done by changing patterns of shipments, a dedicated terminal for large volume cargo, infrastructure development, equipment and container stevedoring, warehouse replacement truck losing systems.

EVALUASI PELABUHAN TIBAR TIMOR-LESTE DENGAN INDIKATOR HIJAU

This study aims to find out what indicators are applied in the infrastructure of Tibar Port, port of East Timor and to formulate a port development strategy. The research location is in East Timor, a small country located in the south of East Nusa Tenggara, Indonesia. This research was conducted using the gap between reality and expectations of respondents using the Gap Analysis method. The result showed that the Customer Satisfaction Index in general, was 77, 6% and was in the 68-83 intervals therefore, the Tibar East Timor Partnership was categorized as “Satisfied”. The gap between expectations and reality <1 is already good. The aspect that has the biggest GAP is the Energy and Resources Management Aspect with an Average Gap of 1.0. Whereas the aspects that have the smallest GAP are the Port Ecology Management Aspect and the Science and Technology Aspect Imaging and Social Participation with an Average Gap of 0.8. The indicators that must be considered are those in quadrant I: Noise control (noise pollution), Conservation, and ecological protection (interaction of living things and the environment) of the port, Quality management of clean water sources.

Forecast of Shanghai Port Throughput Based on ARIMA

The ARIMA model analyzes and predicts the total port throughput of Shanghai Port since its inception in 2016. The mathematical model is used to predict the port throughput, which provides a scientific basis for its formulation of port development strategies and is of great significance to ensure the sustainable development of the port.

INFRASTRUCTURE CHANGES OF THE SEA PASSENGER PORT BASED ON A DIGITAL TRANSPORT MODEL

Marine passenger ports and terminals are key transport facilities that influence the development and positioning of a region, city or country. The port infrastructure should provide the world requirements in service of cruise and ferry ships, and ensure the efficiency and convenience in service of passengers and associated cargo flow. This circumstance determines the necessity of infrastructure modernization, and hardware and software renewal. At the same time, the existing equipment in ports and terminals is gradually becoming outdated, hence the necessity of modernization on the basis of development of a decision-making system. This decision-making system should no longer be based on analytical models, but on new digital transport models of sea passenger ports and terminals. These digital models must take into account both passenger handling processes and external processes for handling cruise and ferry ships. The model should have high computational power and take into account the influence of the external environment. These models should answer development forecasting questions and provide an accurate decision-making system for the validity of infrastructure changes. The Passenger Port of Saint Petersburg "Marine Façade” (St. Petersburg) was chosen as the subject of research. To construct a numerical model, port operation intensity, passenger, cruise and ferry vessel handling processes were investigated; port and terminal development strategies and the mutual influence of the "city-port" systems on each other were studied. As a result of the analysis, a new digital transport model of the sea passenger port was built, which has a high level of detail and accuracy of process implementation, high productivity and efficiency of analysis of various infrastructure changes in the port, allowing the inclusion of dynamic changes from the external environment. The numerical model has been fully implemented for this port, and new conclusions have been derived from it. The use of these new models allows justification of infrastructure upgrades and to study the position of the port in the region in relation to competitors' ports. The developed tool allows solving the problem of research on port processes at any level of planning and enables integration into the information systems already existing in ports and terminals.

WATERFRONT DEVELOPMENT STRATEGY OF THE OLD KALIMAS PORT BASED ON THE ZONING OF TANJUNG PERAK PORT

Waterfront area is a special place in major cities around the world. Place to work, play or fulfilling a sense of curiosity. The old Kalimas Port is also no exception. As well as waterfront areas in other major cities, as a place for change (transition), with so many maritime facilities and a few new activities to attract people to the waterfront. When future generations are look back on this transition as historical moment of Kalimas River, they who are live today would feel that too many waterfront areas are separated from the public for a long time. The challenge of the waterfront development area is not only to help change the Kalimas riverfront as far as 2.5 km, to be a place to reflect modern traditions and a sense of place, but also take into account the history as an important role. By using a qualitative and descriptive method, the study aims to make a comparative analysis from some of the successful waterfront development concepts with the same character of the region, the old industrial riverfront area. The results are the waterfront development strategy, particularly in the Old Kalimas Port which is also part of the Tanjung Perak Port in Surabaya. It requires some special criteria, the vision and missions of the waterfront planning and development concepts. While in the old Port development strategy, in terms of the physical condition of the area and the Port authority policies, formulate zoning strategies as a macro strategy in the future sustainability of the region. The zoning strategy develop three micro zones; the old Port zone, recreational zone and commercial zone. The three zones have their own strategies which will be mutually support the sustainability of economic, social and cultural sector.

The role of ports in the economic development of port cities: Panel evidence from China

Recently the driving force for economic growth in China's port cities is insufficient, and ports are suffering from the capacity surplus in the context of the global recession. To find out whether the problem could be relieved by adjusting port and city development strategy, the present study examined the relationship between economic indicators of the port city and the port throughput. Panel data regression models were estimated to examine the extent of impact between port throughput and city economy with the second-generation panel data analysis methods, with panel data for 16 port-city pairs in China over the period 2000–2016. Results suggest that port throughput imposes a non-negligible impact on GDP while it has an opposite effect on the amount of total retail sales of consumer goods (TRSCG). Regarding the economic structure indicators, the port throughput increases synchronously with the added value of the secondary industry (SI) but negatively with that of the primary industry (PI) and the tertiary industry (TI). The causality test confirms an interactive mechanism between the port city economy and the port throughput in the sampled city-port pairs. The underlying reasons were discussed, and several policy suggestions to respond to the research question were proposed.

Widening the Panama Canal and U.S. ports: historical and economic impact analyses

ABSTRACTThe economic history of the U.S. illustrates how the role of many cities has been changed by being seaports or located on navigable rivers or lakes. Based on the widening of the Panama Canal in 2016, the West Coast ports that include the west coast seaports of California, Oregon, and Washington were expected to become less important, while the freight shares of the East Coast and Gulf ports would increase. By how much it has been not easy to measure or predict so far, but this study attempted to define some of the key parameters in the measurement. As well as several relevant background topics, both the demand- and supply-side versions of the National Interstate Economic Model, have been applied for the measurement of economic impacts. U.S. port authorities and policy makers at the local and national levels who respond and develop plans for coping with the new realities of the Panama Canal are able to understand the extent to which changes in shippers’ and land-mode transporters’ behaviors would undermine the logistics and the costs of their activities. Therefore, this study is important for a diverse spectrum of port development strategies in the U.S. to respond to the Canal expansion.

EVALUATION OF PORT EFFICIENCY IN SHANGHAI PORT AND BUSAN PORT BASED ON THREE-STAGE DEA MODEL WITH ENVIRONMENTAL CONCERNS

The global green development has led many ports to impose measures to reduce emissions and improve port efficiency. As large-scale construction can do damage to the environment, it is not supported under the green strategy, which makes it more important to make full use of existing resources in the port competition. While, whether there is a relationship between emissions and port efficiency, and whether the relationship can reflect the problems in port management are vital factors need to be considered when making port development strategy. To solve the two problems, this paper takes the case of Shanghai Port and Busan Port, and uses the three-stage Data Envelopment Analysis (DEA) to evaluate the efficiency of the two ports respectively. Pollutant emissions from the ports are selected as an environmental variable in the second stage to examine their effects on the redundancy of input variables. The results indicate that the efficiency of Shanghai Port is insufficient due to excessive scale and pollutant emissions. Based on the results, some suggestions are given to improve the drawbacks. Furthermore, the use of the three-stage DEA to study the annual change in performance of a single target in this paper is also a novelty.

Analisis Strategi Pengembangan Pelabuhan Kendari

The increase in cargo flows that are not supported by adequate port facilities has hampered the Nusantara Kendari Port logistics process. The port development strategy by relocating Nusantara port functions to Bungkutoko Port is considered a solution to the limitations of the Nusantara Port. The purpose of this study was to analyze the impact of the planned transfer of the port by observing several performance indicators. The port performance indicators used were yard occupancy ratio (YOR), berth occupancy ratio (BOR) and shed occupancy ratio (SOR). The results showed that the Nusantara Port performance indicator values before the relocation were 118.57% for YOR of container, 24.3% for YOR of general cargo, 62.55% for SOR of general cargo, 17.71% for BOR of passengers and 76.91% for BOR of container and general cargo. Whereas after the relocation there were several performance indicator values that did not reach operational performance standards. Those values were 75.37% for BOR of container in 2028, 70.96% for YOR of container in 2033 and 67.21% for SOR of general cargo in 2021. Based on the results, it was concluded that an alternative development strategy was necessary to optimize the value of Kendari Port performance indicators.

The Svalbard archipelago: an exploratory analysis of port investment in the context of the new arctic routes

The Svalbard archipelago, located in the Arctic Ocean, is administered by Norway through the 1920 Svalbard Treaty. There is a dearth of research investigating Svalbard’s economic development and associated political challenges. Due to its strategic location, the increasing activities of oil/gas exploration development and the possibilities of new routes to and from Europe and Asia using the Arctic passage, Svalbard represent a new potential development area within a new efficient transport route. The aim of this paper is to investigate Svalbard’s port development strategy. We explore this in three steps: what currently exists at Svalbard in terms of trade, traffic, infrastructure, and governance; what are future plans; and what are the possibilities. We address these issues with the support of the OLI (ownership-location-internalization) paradigm that works as a framework analysis to four main drivers of FDI (foreign direct investment) attraction: resources, market, efficiencies, and location. This is exploratory case study research using archival data from the Port of Longyearbyen Authority, Governor’s Office, and Longyearbyen Community Council. The findings indicate that the strategic plan for port development at Svalbard should emphasize their location to attract investment. Further research is required to address the institutional environment and other legal aspects.

Assessing the Impact of Containership Size on Port Demand and Infrastructure Development: A Case of the Busan Hub Port

In parallel with the continuous growth of international trade, the size of containerships has grown rapidly over the last several decades. The rationale being that the larger the capacity of a containership, the lower the shipping cost per TEU and the greater the shipping volume it can handle. The increased use of larger containerships, however, causes serious concerns for many ports around the world, since the existing port infrastructure and shipping network configurations are not designed to handle mega-containerships such as post-Panamax containerships. One of those concerns includes the vicious circle of never-ending port capacity expansion following the vessel size arms race. To ease such concern, the port authority should develop wise port development and reconfiguration strategies, which can accommodate the need for larger vessels and subsequently increase port revenue while minimising the financial burden associated with port development and reconfiguration. With this in mind, we examined whether the port's ability to handle larger containerships had any impact on its attractiveness for inducing greater demand based on the case study of the Busan hub port in Korea.

The relationship between transhipment incidence and throughput volatility in North European and Mediterranean container ports

Extant literature echoes that ports with a high transhipment share (T/S), and thus a high dependency on sea-sea transhipment or T/S flows, are vulnerable. It is less clear whether the vulnerability of T/S oriented container ports leads to more throughput volatility compared to gateway ports (i.e. inland-bound cargo) or ports with a mixed cargo base (i.e. T/S and gateway flows). In this perspective, throughput volatility, which denotes the variability or the dispersion of the cargo throughput in a port throughout a given period, is of great concern to port actors.This paper examines the relationship between throughput volatility in North European and Mediterranean container ports and the sea-sea transhipment incidence/dependency of these ports. First, we group a large sample of North European and Mediterranean ports in transhipment dependency classes ranging from transhipment ports over mixed ports to gateway ports. Second, we calculate the container throughput volatility between 1990 and 2016 based on two volatility measures. Third, we analyse the relationship between these volatility measures and transhipment incidence. Finally, we compare the results per port group (in terms of transhipment incidence level). The statistical test results show that throughput volatility is much higher for transhipment hubs then for other container ports. This paper also points to some regional market-related elements that explain the observed differences in throughput volatility between port groups. This study can help port planners, managing bodies of ports and terminal operators in their decision-making in the field of container port development and commercial strategies.

Studies on Port Development Strategy in Shanghai, China

Purpose - The purpose of the paper is to examine development strategy that Shanghai port has practiced, and to take out some productive implications...

Port connectivity in a logistic network: The case of Bohai Bay, China

While traditional port literature uses origin and destination pairs in global shipping networks, recent developments of dry ports in the hinterland, feeder service networks, and heavy foreign trade traffic make the ports in Bohai Bay a unique case in the analysis of inter-port connectivity and competitiveness. Using an integrated port connectivity index to define the above features, the advantages and challenges of individual ports can be assessed in a dynamic interconnected environment. The model can provide unbiased port development strategies for each port to ensure long-term sustainability.

Dry Port Development in China: Current Status and Future Strategic Directions

ABSTRACT Li, Y.; Dong, Q., and Sun, S., 2015. Dry port development in China: current status and future strategic directions. Dry ports have become integral to the trade facilitation in China in the last decade. They are playing important roles in facilitating transportation for international trade and further stimulating economic development in China's central and western inland areas. However, without a clear strategic direction, the institutional and regulatory framework for dry port development is shown to be at an immature and disordered state. This paper summarizes the current status of dry port development in China. Based on this, the study proposes a new dry port development strategic layout. We conclude that the dry port development strategy in China should be shifted from the pursuit of scale to efficiency. We also point out that, in order to avoid repetitive or blind construction, the dry ports' construction plan should be integrated into the layout of the port construction planning and comprehe...