Suchergebnisse

Preface -- Dedication -- Contributors -- List of tables -- List of figures -- : port infrastructure : what are we talking about? -- Predicting the future : how to estimate future demand for port throughput and infrastructure use -- Public private partnerships in ports : where are we? -- Port authority corporisation : leading towards their privatisation? -- Evidence on the pricing of the syndicated loans for the global port industry -- Port privatisation in the uk and continental europe : an evaluation of past experience and new drivers -- Financing options for ports observations from asia -- Experiences with bond financing and innovative transport project financing in the united states : some evidence from port and port related projects -- : attracting private finance into african ports -- How to finance future port infrastructure investments? : potential strategies for the different actors -- Future port infrastructure finance : lessons and recommendations -- Index

Taking advantage of the benefits associated with digital means has become a main priority for ports globally. The effective and smooth integration of Information Technology (IT) applications and those systems that support the conduct of operations (Operational Technology (OT) systems), along with the accurate "adjustment" of the human factor elements should be viewed as a very critical pillar for optimized safe and efficient operations in ports. The afore mentioned assimilation characterizes cyber-physical systems and entails an extended number of IT and OT modules, systems and tasks involving various data transmission routes that are advancing in a technological and operational level alongside plausible cybersecurity threats. These cybersecurity risks, threats and vulnerabilities are depicted in this article to emphasize the progression of cyber- physical systems in the wider maritime industry and port domains, along with their rising cybersecurity vulnerabilities. Existing and applicable industry and government standards and mandates associated with cybersecurity attempt to impose regulatory compliance and increase asset cybersecurity integrity with reduced emphasis however, in the existing OT (Operational Technology) components and systems. The use of security risk assessment tools and processes that are used in other industrial sectors, such as the Security Risk Assessment (SRA) and the Bow Tie Analysis methods, can support the evaluation of IT/OT infrastructure for cyber-physical security susceptibilities and then assign suitable reactive measures. The implementation of cybersecurity safeguards that arise through the implementation of the MITRE ATT&CK Threat Model can enhance the cybersecurity posture of those assets that support the logistics chain, assuming that they are intermittently adapted following evaluations for their effectiveness and suitability. Finally, the improvement of stakeholder communication and cyber-awareness along with the increase in cyber- physical security resiliency can further be aided by the effective convergence of the segregated cyber and physical security elements of waterside or landside-based IT/OT infrastructure.

Cyber-security is a growing issue globally; however, increasing concerns are being directed at ports, as they are a hub for multiple transport operations. Ransomware has shown its potential effects in recent events, infecting logistic infrastructure at Maersk and United States of America oil pipelines. As a part of a European Union Project called Cyber-MAR, researchers have been given data from several ports on their facilities' cyber-environment. The main goal is to raise awareness of cyber-risks in ports and potential mitigations with the novel application of a dynamic risk assessment tool (Maritime Cyber Risk Assessment or MaCRA) to ports. MaCRA methodology uses a dynamic risk model to analyse maritime risks specifically, as cyber-attacks on ships and at the ports can have hard implications in both the cyber and real world. This paper uses generalised port data to create a preliminary, conceptual cyber risk assessment of ports, to raise awareness by building general risk profiles without revealing real port vulnerabilities. From this risk assessment, the authors expect to find several high-level cyber-risks that ports may need to address, as well as some scenarios that could increase or decrease those risks. This research's limitation is the availability of data, which is somewhat mitigated by Cyber-MAR port partners. The main goal is to raise awareness of cyber-risks in ports and potential mitigation measures with the novel application of a dynamic risk assessment tool (MaCRA) to ports. This also provides a basis for further research in Cyber-MAR, as the authors will be using simulation and more real-world data to enhance the findings in this conceptual paper.

A letter report issued by the General Accounting Office with an abstract that begins "Pursuant to a congressional request, GAO reviewed the Army Corps of Engineers' financing of navigation projects at small and medium-sized public ports, focusing on: (1) how small and medium-sized public ports financed the nonfederal share of the cost of navigation projects from 1986 through 1999; (2) the extent to which projects have been terminated or suspended at small and medium-sized public ports during this period because the ports were unable to demonstrate a feasible source of funding for the nonfederal share; and (3) whether federally sponsored innovative financing mechanisms could help small and medium-sized public ports fund the nonfederal share of navigation projects."

As the nation with the most significant number of foreign fishers employed in its domestic and distant water fishing industries, Taiwan often comes under scrutiny due to numerous reports of poor working conditions, maltreatment and human rights abuses onboard fishing vessels. During employment, migrant fishers face the constant threat of food shortages on the high seas, lack of drinking water, unpaid salaries, long working hours and other human and labor rights abuses. The fishers' journey often ends with unilateral contract termination and forced deportation. This paper argues that the opportunity for the migrant fishers to improve their working conditions depends on the social networks and connection to people or non-governmental organizations (NGOs) that could offer know-how and resources to advocate for their rights. Focusing on the networking between Stella Maris International Seafarers' Center in Kaohsiung (also known as Stella Maris Kaohsiung or SMK) and migrant-led organizations in Taiwan, this research note proposes the notion of "port infrastructure" to refer to networked support organization, promotes the rights of fishers, and the improvement of their living and working conditions.

Regarding the organisation of the railway in Croatian ports, the institutional framework on which the railway within the port operates is relatively uncertain with potential conflicts of the national and EU legislation as well as diversities in practical approaches from the governing institutions towards empirical solutions on the field. This paper develops possible models for organisation of the management of rail transport services within the port area in order to research governance mechanism and provide standards of quality of railway operations, which are in accordance with the existing legal framework and on best practice solutions. This models are developed in order to enable several main principles important for port operations and business development such as transparency of the access conditions and service prices, single entry point, services in the rail terminal fully coordinated with the capacity allocation, performance scheme as part of the infrastructure charging system, performance targets in the form of indicators, access to topical reports on the service quality of the service in the port terminal, and implementation of the use-it-or leave-it rule.