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Port infrastructure and its affiliated services are the key drivers of economic growth particularly when consideration is given to the reality that over 80 % of the world's merchandize trade by volume is transshipped by sea. The status quo is especially relevant to Member States of the Caribbean Community (hereinafter, CARICOM). First and foremost, this region is comprised mainly of island states. Secondly, it is nestled at the intersection of the world's primary North-South and East-West trade flows making it a key maritime highway. Thirdly, it is home to roughly 351 ports, 15 oil refineries and 51 tank terminals while hosting three separate categories of ports - specialized ports that cater for single commodities; public ports which are open to all types of cargo, and by no means the least, transshipment centers. Of late, increasing demands have been placed on the region's port communities by the booming cruise ship and yachting industries. Nonetheless, despite the exceptional geographic providence of the region, across-the-board low growth rates, fiscal stress, elevated debt levels, and declines in international reserves have placed serious constraints on the economies of CARICOM Member States. Most importantly, inherent structural gaps in port infrastructure in tandem with the undercapitalization of port facilities have been identified as key constraints to trade performance impeding investment opportunities. The Maritime Silk Road Initiative (MSRI) promoted by China which is an integral component the country's 'Go Global' policy is an ambitious trans-regional scheme that is specially configured to promote interconnectivity and economic agglomeration which are critical imperatives among Caribbean Community members at this juncture. What's more, MSRI has a heavy infrastructural dimension. This study argues that MSRI holds reciprocal advantages for China and the Caribbean Community. Among the advantages is development of port communities in the region which will fulfill China's relentless drive for trade promotion, strengthened connectivity, access to strategically key resources, as well as enhanced regional and global competitiveness given the region's proximity to the United States and Central and South America. The Chinese business model on which MSRI is built guarantees client governments ease of access to funding while building their respective domestic infrastructural capacities: Chinese ground plans typically take the form of closely coordinated projects facilitated by clusters of inter-related state-controlled corporations and Chinese policy banks which are reputed for high-speed delivery untypical of Western multilateral bodies like the World Bank. The study concludes that if judiciously managed by Caribbean governments, port infrastructure development under the aegis of the Maritime Silk Road Initiative holds transformative potential for the region in light of the dire need for investment, diversification and trade facilitation which are indispensable to economic take-off.

In accordance with the report from 2013 of the Cruise Lines International Association Europe "the Baltic Sea is the largest segment in the Northern Europe market, generating capacity of around 4.85 million passenger nights in 2012 and around 5.14 million in 2013". In the Baltic Sea region, carriage of passengers on cruise ships take 10,2% share of the EU market.For several years, it has begun to detect the role and importance of cruise ship tourism in the Baltic Sea Region, what is seen in a number of initiatives for international cooperation within the framewor k of the projects of the European Union, such as i.e.: Seaside Project or Enjoy South Baltic, and associations as: Baltic Sea Tourism Commission or Cruise Baltic Northern Europe. The European Commission also supports the activities for development of cruise ship industry, for example thanks to organization of annual celebrity of the European Maritime Day dedicated to maritime and coastal tourism development, or even for creation of the program entitled European Strategy for the Baltic Sea Region. However, in Poland, it has been registered a noticeable decline in the number of cruise ships calling at Polish seaports for several years. There are lots of reasons of this phenomenon, but the lack of the infrastructure of dedicated terminals to handle cruise ships is one of the most essential. Moreover, a range of services delivered at these ports have also a huge influence upon the development of the cruise ship tourism market. The objective of this article is to evaluate the state of infrastructure of the seaports in Poland to handle of cruise ships and also presentation of investment objectives planned by seaports authorities. A little space was also dedicated to present the tourist offers prepared for cruise passengers visiting Polish seaports. The article also shows the results of surveys made in: Port of Gdansk Authority, Szczecin and Świnoujście Seaports Authority and also Port of Gdynia Authority. In addition, the ongoing and planned investments, having an impact on raising attractiveness and competitiveness of the seaports in Poland on the cruise ship tourist market of the Baltic Sea, have also been analyzed.

The scholarly debate on &lsquo ; green ports&rsquo ; since it emerged in the policy discourse of international maritime organizations has largely focused on exploring the economic benefits associated with implementing related policies and developing green guides and codes of conduct for port authorities. In contrast, it has received little attention how the green port idea and according measures are taken up and what role is played by contextual factors in places of such uptake. By engaging with the expanding literature on policy mobilities and drawing on empirical information collected through interviews with port officials from four ports in Europe and West Africa, we argue that context-specific factors strongly influence what we call the selective adoption of green port tools and measures for transitioning ports towards sustainability. They include environmental priorities, regulatory requirements, financial resources and the immediate areas of competence of port authorities, which all vary widely across regions and specific ports.

In 2011, CCSI began to research how mining infrastructure can be leveraged for sustainable development and in 2013 created an economic, legal, and operational framework to generate shared-use benefits from rail, ports, power, water, and internet and telecommunications. CCSI has published many works on shared use in the mining sector. Those works, along with other mining-related publications and mining concessions available online, ground the analytical framework of this paper, provide insight on the economic drivers of the mining sector, and detail how legal provisions – including laws, regulations, and contractual terms – can forefront shared use. This paper is part of CCSI's larger work on extractive industries which endeavors to make mining more beneficial and sustainable for people, private enterprise, and the natural environment. It sheds light on the legal, regulatory, and contractual provisions that underpin shared-use mining infrastructure and provides non-exhaustive guidance on how governments might strengthen them to advance shared use of railroads, ports, and power. Section 2 provides background information on the basic legal frameworks that underpin shared-use mining infrastructure. Sections 3 and 4 focus on the economic conditions and legal provisions that shape the shared use of railroads, ports, and power. Section 5 concludes the paper by indicating areas for further research.

1. Containerisation, Box Logistics and Global Supply Chains: The Integration of Ports and Liner Shipping Networks; Jean-Paul Rodrigue and Theo Notteboom -- 2. A New Approach to Port Choice Modelling; Mateus Magala and Adrian Sammons -- 3. Coordination in Hinterland Transport Chains: A Major Challenge for the Seaport Community; Martijn R Van Der Horst and Peter W De Langen -- 4. The Efficiency of European Container Terminals and Implications for Supply Chain Management; Teng-Fei Wang and Kevin Cullinane -- 5. An Alternative Approach to Efficiency Measurement of Seaports; Ro-Kyung Park and Prabir De -- 6. An Application of AHP on Transhipment Port Selection: A Global Perspective; T C Lirn, H A Thanopoulou, M J Beynon and A K C Beresford -- 7. A Competitive Analysis of Chinese Container Ports Using the Analytic Hierarchy Process; Dong-Wook Song and Gi-Tae Yeo -- 8. Port Infrastructure: An Access Model for the Essential Facility; Lincoln Flor and Enzo Defilippi -- 9. Competition, Excess Capacity, and the Pricing of Port Infrastructure; Hercules Haralambides -- 10. Efficiency in European Seaports with DEA: Evidence from Greece and Portugal; Carlos Pestana Barros and Manolis Athanassiou -- 11. Governance in Seaport Clusters; Peter De Langen -- 12. The ISPS Code and the Cost Of Port Compliance: An Initial Logistics and Supply Chain Framework for Port Security Assessment and Management; Khalid Bichou -- 13. Concession Agreements and Market Entry in the Container Terminal Industry; Athanasios A Pallis, Theo E Notteboom and Peter W De Langen -- 14. The Size Economies and Network Efficiency; Sidney Gilman -- 15. An Optimization Model for the Inland Repositioning of Empty Containers; Alessandro Olivo, Massimo Di Francesco and Paola Zuddas.

Infrastructure Investment in Indonesia: A Focus on Ports presents an important and original collation of current material investigating the efficient facilitation of major infrastructure projects in Indonesia and Australia, with an emphasis on infrastructure investment and a focus on port planning and development. This interdisciplinary collection - spanning the disciplines of engineering, law and planning - draws helpfully on a range of practical and theoretical perspectives. It is the collaborative effort of leading experts in the fields of infrastructure project initiation and financing, and is based on international research conducted by the University of Melbourne, Universitas Indonesia and Universitas Gadjah Mada. The volume opens with a macroscopic perspective, outlining the broader economic situations confronting Indonesia and Australia, before adopting a more microscopic perspective to closely examine the issues surrounding major infrastructure investment in both countries. Detailed case studies are provided, key challenges are identified, and evidence-based solutions are offered. These solutions respond to such topical issues as how to overcome delays in infrastructure project initiation; how to enhance project decision-making for the selection and evaluation of projects; how to improve overall efficiency in the arrangement of project finance and governance; and how to increase the return provided by investment in infrastructure. Special focus is given to proposed improvements to the portal cities of Indonesia in the areas of major infrastructure project governance, policies, engagement, operation and processes. By rigorously investigating the economic, transport, finance and policy aspects of infrastructure investment, this book will be a valuable resource for policy makers and government officials in Indonesia and Australia, infrastructure investment organisations, and companies involved in exporting services between Indonesia and Australia. This book will also be of interest to researchers and students of infrastructure planning and financing, setting a solid foundation for subsequent investigations of financing options for large-scale infrastructure developments.

The South African Ports are considered a key engine for the economic growth of the country for import and export trade as well as passenger ships. In order to provide such services, the ports' waterside / wet concrete assets are pivotal to the business as trade and travel are reliant on the availability of safe and well-maintained concrete assets. Transnet is a State-Owned Company (SOC), wholly owned by the Government of the Republic of South Africa and is the custodian of rail, ports, and pipelines. The asset management and maintenance of Transnet's infrastructure assets are, therefore, the cornerstone of delivering on their mandate as a SOC. Moreover, to deliver on their mandate, systematic, holistic, and integrated approaches to asset management and maintenance of their assets are imperative. This dissertation focuses on the Transnet National Ports Authority (TNPA) division. It has a very large asset base of Infrastructure, in particular its marine concrete infrastructure. Regulated by the National Ports Act 2005 (Act No. 12 of 2005), some of their core functions are the planning, provision, maintenance, and improvement of port infrastructure. This dissertation gives a background on the structure of the South African Ports and operations and the types and age of concrete structures within the ports. The study also critically assesses the existence of and the type of Infrastructure Asset Management & Maintenance (IAMM) systems currently in place for the Asset Management and Maintenance of TNPA's concrete infrastructure assets. The approach and methods of managing and assessing assets' condition and maintaining their existing concrete structures are reviewed to ascertain whether their asset management systems are aligned and conform to certain IAMM standards, codes, and guidelines. The Asset Maintenance Principles & Procedures (AMPP) document is also reviewed for its effectiveness in maintaining assets. In order to get a holistic idea of the extent of the possible shortcomings of TNPA's current ...

On August 4, 2020, a massive explosion in the Port of Beirut (PoB) devastated the city, killing at least 200 people, wounding thousands, and displacing around 300,000. A Rapid Damage and Needs Assessment (RDNA), prepared by the World Bank in cooperation with the United Nations (UN) and the European Union (EU), estimated damage to the port at about 350 million dollars. This Note was prepared by the World Bank to provide guidance to policy makers in Lebanon on the crucial additional requirements to be undertaken in the rebuilding of the PoB in terms of both improving its resilience and addressing the underlying governance concerns that are broadly acknowledged to have contributed to the tragedy. The Note summarizes global best practices in port management and border management reforms. The PoB is the main gateway for the external trade of Lebanon, but it has failed in the key role as an enabler of economic development in the country. Despite the growth in volumes and revenues in the port over the last 10-15 years, the PoB has evidently failed to guarantee safe and efficient operations, and to undertake the necessary long-term planning for the benefit of the port and the country. More importantly it has underperformed in its key role as an enabler of economic development at a national level and has made a limited contribution to fostering socio-economic development more broadly. These failures are a direct result of the current governance framework of the PoB. Lebanon adheres to a port management system that arguably reflects the complex political-economic realities, and which as a result run counter to many recognized good practices. The governance of the sector is a patchwork of ad-hoc institutions, structures, laws and regulations that preclude the development of a coherent integrated strategy. The current framework inhibits efficiency as several key government agencies for transport, trade, and border management have overlapping mandates, divergent strategies, often operate under outdated processes and regulations and do not coordinate among themselves. Since 1990, the PoB has been managed by a temporary administrative committee, established in a legal vacuum. This has resulted in serious governance, transparency, and accountability issues. The Lebanese Customs is not structured to perform its mission properly. Its two parallel institutions, the Higher Council for Customs and the Customs Directorate have proven to be inefficient and subject to political exploitation and power struggles. The tragic explosion in PoB clearly illustrates the evident shortcomings of the current institutional set-up as well as the risks emanating from the no-reform scenario.

As a capital-intensive transport technology linked to industrialized economies, ports become more essential economic infrastructure for developing periphery. Using the historical method, this article examines the relations between ports construction and the development of the voyages of the Indonesian archipelago, which was before called the Dutch East Indies. Based on the results, the port's construction caused by several factors. First, the colonial government wanted to reduce Singapore's role as an entre-port for the Dutch East Indies shipping activities, so that several ports been developed in the outer islands of Java. Second, ports development in outer islands became one of the Dutch economic expansions. Third, to relinquish reliance on foreign shipping companies, the colonial government then developed KPM and gave a monopoly right of shipping across the islands. Fourth, the utilization of modern ship engines in shipping led the growing up international voyages and had prompted the government to develop ports. Another interesting finding from this article is the relation between shipping and trade, the port constructions in various parts of the Dutch East Indies has encouraged trading networks developed in the area.