This paper discusses how public interests in seaports can be secured in the corporatized model. This corporatized model, in which port authorities engage in port development on a commercial basis, is increasingly used. We discuss in detail an important question that so far has not received attention in the literature on port governance: how can the public shareholders use their influence as shareholders of port authorities to achieve public policy goals. We advance the theoretical body of knowledge by applying insights from regulatory economics to the port industry. As an empirical illustration, we analyse the current practices of the public shareholders of the four large Dutch port authorities, based on policy documents and interviews. All of them have explicit shareholder policies. However, some of these policies are too broad to provide sufficient direction for the management team and supervisory board of the port authority involved.
Background: Autonomous ships have the potential to increase operational efficiency and reduce carbon footprints through technology and innovation. However, there is no comprehensive literature review of all the different types of papers related to autonomous ships, especially with regard to their integration with ports. This paper takes a systematic review approach to extract and summarize the main topics related to autonomous ships in the fields of container shipping and port management. Methods: A machine learning method is used to extract the main topics from more than 2000 journal publications indexed in WoS and Scopus. Results: The research findings highlight key issues related to technology, cybersecurity, data governance, regulations, and legal frameworks, providing a different perspective compared to human manual reviews of papers. Conclusions: Our search results confirm several recommendations. First, from a technological perspective, it is advised to increase support for the research and development of autonomous underwater vehicles and unmanned aerial vehicles, establish safety standards, mandate testing of wave model evaluation systems, and promote international standardization. Second, from a cyber–physical systems perspective, efforts should be made to strengthen logistics and supply chains for autonomous ships, establish data governance protocols, enforce strict control over IoT device data, and strengthen cybersecurity measures. Third, from an environmental perspective, measures should be implemented to address the environmental impact of autonomous ships. This can be achieved by promoting international agreements from a global societal standpoint and clarifying the legal framework regarding liability in the event of accidents.
With the rise of ‘new’ state capitalisms, control over transport infrastructure has returned to the forefront of competition in the global economy. This article investigates how different state capitalisms interact to enable economic developments in ports. It tracks the relationship between state-owned firms in the shipping and ports sectors through a case study of the port of Valencia in Spain and COSCO shipping group. The article identifies state capitalisms as variegated and relational to analyze the ways in which qualitatively different state capitalist dynamics interact at different scales. The article identifies two state capitalist dynamics which have been dominant in determining relations between Spanish and Chinese state capitalisms: 1) A commercial dynamic of maximizing Spanish ports profits by establishing new relationships with Chinese firms; and 2) an expansionary dynamic of increasing market share of Chinese state-owned firms in European shipping markets. These two dynamics are synergistic and have contributed to the competitiveness of Spanish ports and Chinese shipping firms by providing new capital to the port of Valencia and expanding the port's profile as a hub in the eastern Mediterranean, while also further solidifying COSCO's position in European shipping markets and its internalization and vertical integration strateg
A recently signed memorandum of understanding (MoU) between Ethiopia and Somaliland to develop the Port of Berbera and establish a naval base has sparked tensions and fears of conflict with Somalia. The MoU grants Ethiopia commercial access to Somaliland ports and a 20-kilometer lease for a naval base in exchange for Ethiopia's recognition of Somaliland's independence, drawing strong criticism from Somalia, which considers Somaliland part of its territory.
The article, ‘Logistics, Politics and Berbera in the Eye of an International Storm’ examines how the pursuit of economic development through logistics infrastructure can exacerbate political tensions and reignite historical conflicts. The Berbera corridor, envisioned as a pathway to peace, stability, and prosperity through economic interdependence, now underscores the potential for violent conflict inherent in modern logistics and infrastructure development. The case furthermore brings out the complex interplay of local, regional, and international interests at play in the Horn of Africa. Thus, the port's upgrade, intended to attract foreign investment and transform the area into a major trade hub, has intensified competition among Somaliland's clan lineages, inflamed historical tensions between Somalia and Ethiopia, and challenged the security and logistic interests of regional and global powers in the Red Sea and Western Indian Ocean.
The article is part of a special issue of Politique Africaine about the current armed conflicts in the Horn of Africa.
A multidisciplinary and -national team of Ghanaian and Danish researchers engage in a three year research project financed by the Danish Ministry of Foreign Affairs in order to address the question how communication, gender, and sustainability affect the cluster performance of the Port of Tema in Ghana. We approach the question from different angles ranging from quantitative survey datat to longitudinal anthropological observations and qualitative multilayered interviews with port workers, politicians, port officials, domestic and foreign investors, and representatives from the surrounding communities.
The “Initial IMO Strategy” was adopted in the 72nd session of the Marine Environment Protection Committee (MEPC 72) of the International Maritime Organization (IMO) in April 2018. It has set, among other things, ambitious targets to reduce greenhouse gas (GHG) emissions from ships, and purports to express a strong political will to phase them out as soon as possible. The most ambitious of these targets is to reduce GHG emissions by 2050 at least 50% vis-à-vis 2008 levels, and there is also an intermediate target to reduce CO2 emissions per transport work by 2030 at least 40%, again vis-à-vis 2008 levels (IMO, 2018). In the period after MEPC 72, the focus of the IMO discussion has been on the formulation and eventual adoption of the short-term measures, that is, measures that are to be agreed upon and implemented by 2023. In fact, MEPC 76, held in June 2021, and after a rather difficult discussion, adopted such a short-term measure. MEPC 77 (November 2021) saw the initiation of the discussion on mid-term and long-term measures, which include, among others, market based measures (MBMs) and alternative fuels. The discussion continued at MEPC 78 (June 2022) and is expected to continue at future meetings of MEPC.
Port selection is of vital importance for both port operators and shipping lines. In this contribution, an Automatic Identification System (AIS) big data approach is developed. This approach allows identifying container ships using only AIS data without the need for supplementary information from commercial databases. This approach is applied to investigate the port selection statistics of container ships between Shanghai and Ningbo Zhoushan Port, two of the largest ports in the world in terms of calling frequency, to generate practical insights. Results show that: i) the ratios among large ships, medium ships and small ships of these two ports are both approximately 1: 4: 5; ii) these two ports both have an exclusive (i.e., more feeder ports covered in geographical coverage) and intensive (i.e., more feeder ships deployed in shipping service frequency) collection and distribution network mainly consisting of small ships, but that of Shanghai is more intensive; iii) in terms of ultra-large ships over 380 m, Shanghai has accommodated an extra 18.5% compared to that of Ningbo Zhoushan, this indicates Shanghai's attraction for such vessels in global fleet deployment; iv) the feeder network between Shanghai and Ningbo Zhoushan is weak, and their relationship is actually in competition; v) Ningbo Zhoushan could offer more choices for ultra-large container ships (over 380 m), which implies its greater potential in future port competition; vi) when the depth of channels and berths is sufficient, the distance to hinterland and the convenience of a collection and distribution network begin to get more important in port selection. The empirical findings unveil the decision-making of container lines, competition between ports and implications for shipping policy.
Denne afhandling omhandler steds- og mobilitetsudfordringer samt byudviklingspotentialer
for det, der i afhandlingen betegnes ’transit- og levebyer’. Provins- og havnebyen Hirtshals,
beliggende på Danmarks nordlige vestkyst, fungerer i afhandlingen som gennemgående case,
der overordnet illustrerer, hvordan et sted kan være i vækst og tilbagegang på samme tid.
Afhandlingens problemfelt indskriver sig i en samfundsmæssig kontekst af øget mobilitet samt
centralisering og yderområder, og påpeger provinsbyens rolle som et lokalt knudepunkt samt
havnebyens rolle som et nationalt knudepunkt. Således er casen også et eksempel på et stærkt
mobilitetspåvirket sted i det, jeg benævner ’Gennemfartsdanmark’, hvor mange mennesker
rejser igennem, men kun få gør ophold. Afhandlingen sætter spørgsmålstegn ved, om et sådan
sted overhovedet opfattes som en by med et godt og attraktivt byliv, eller kun som et transit-hub.
Havnen i Hirtshals er et logistisk knudepunkt for både mennesker og gods, med gode
forbindelser til bl.a. Norge, Island, Færøerne og Storbritannien, og med direkte adgang til den
europæiske motorvejskorridor. Der investeres i Hirtshals i store infrastrukturprojekter for at
understøtte havnens aktiviteter og virke, som genererer arbejdspladser og et stigende antal
gennemrejsende erhvervschauffører og turister. Samtidig falder befolkningstallet hastigt: fra mere
end 7.000 indbyggere til mindre end 6.000 indbyggere de sidste 15 år. Afhandlingen adresserer
og udfordrer på den baggrund den i udgangspunktet ofte fremførte samfundsmæssige diskurs,
at øget mobilitet skaber vækst og fremgang for byer per se!
Ph.d.-projektet er opbygget omkring et overvejende kvalitativt forskningsdesign, og søger
derved at komme frem til en dybere forståelse af, hvad der ligger bag det statistiske materiale
om befolknings- og erhvervsudvikling i Hirtshals. Videnskabsteoretisk bygger afhandlingen
på en pragmatisk forståelsesramme, der tilskynder at lade empirien være omdrejningspunkt
for forskning, mens teorier og metoder anses som praktiske værktøjer i vidensproduktionen.
Forskningsprojektet undersøger empirisk forholdet mellem vækst i infrastrukturprojekter,
erhverv, gods og rejsende og tilbagegang i befolkningstal, offentlige funktioner og det byggede
miljø. Dette belyses gennem casestudiet, der er baseret på en række forskellige praktiske metoder,
herunder dokumentanalyser, interviews, spørgeskemaundersøgelser, registerdata og fysiskrumlige stedsanalyser. Blandingen af metoder muliggør at studere casen fra mange vinkler, og
belyse Hirtshals’ fortid og nutid samt fremtidsperspektiver.
Afhandlingen skaber en forståelse omkring casens stedslige og mobilitetsrelaterede
udfordringer, kvaliteter og potentialer, for derved at kvalificere en række byudviklingsperspektiver.
Teoretisk er forskningsprojektet funderet i begreberne sted og mobilitet, og udvikler derudfra
en terminologi omkring ‘transitbyer’ og ‘levebyer’. Den klassiske stedsteori og konventionelle
transportforskning udfordres gennem en relationel og mobilitetsorienteret stedsforståelse, der
bruges til at analysere casen. En relationel og mobilitetsorienteret stedsforståelse betyder, at sted
konkret må opfattes og defineres som en relation mellem fysik og geografi, mobilitet og sociale
sammenhænge, historie og betydning.
På baggrund af afhandlingen kan det konkluderes, at Hirtshals hverken kan forstås isoleret
som transitby eller isoleret som leveby, men at Hirtshals netop består, fungerer og eksisterer i
kraft af begge dele. Derfor peger afhandlingen på, at det er vigtigt i forhold til byplanlægning i
Hirtshals og andre stærkt mobilitetspåvirkede byer og steder, at tænke kvaliteterne ved transitby
og leveby sammen. På baggrund af casestudiet udvikles en relationel og mobilitetsorienteret
stedsstrategi med generelle anbefalinger for Hirtshals og andre transit- og levebyer.
Det er ønsket med denne afhandling at kondensere en række læringspunkter fra
Hirtshals, der kan være medvirkende til at gøre en forskel i praksis. Casestudiets resultater er i
udgangspunktet kontekstafhængige, men rummer samtidig almengyldige kvaliteter. Studiet af
Hirtshals kan således generere værdifuld viden til planlægningen i byer, der som Hirtshals er
stærkt mobilitetspåvirkede, og hvor der kan stilles spørgsmålstegn ved, om den pågældende by
overvejende er en transit- eller leveby?