The implications of MARPOL Annex V on the management of ports and coastal communities

Abstract

The passage of the Marine Plastics Pollution Research and Control Act of 1987 (MPPRCA), which codified Annex V of the International Convention for the Prevention of Pollution from Ships (MARPOL), has encompassed every commercial and recreational shipping and boating facility in the United States. As a group, these ports, harbors, and marinas form a significant, although proportionately small, portion of the coastline of the country. More important, the economic benefits derived from the complex shoreside infrastructures required for international ocean trade, commercial and recreational fishing, and pleasure boating indicate just how critical it is for these facilities to be in conformance with effective and prudent coastal zone and environmental management practices.     

Pricing strategies for port competition and cooperation

This paper analyzes the effects of integration between two neighbor ports with a third port sharing the same overlapping hinterland. The merger (integrated port) can select either the price discrimination or uniform pricing strategy after integration. Our study reveals that port integration is always beneficial to the merger and the third port, but results in the reduction of consumer surplus and social welfare, regardless of the type of pricing strategy implemented. Further analysis shows that when the inland transportation cost to the ports is relatively low or sufficiently high, a better option is for the merger to adopt the price discrimination strategy. When port pollution is considered and has a relatively large impact, the integration of the two ports improves green social welfare for the region. This finding provides strong support for the ongoing port integration in China. In terms of pricing strategy, the uniform pricing strategy generates higher green social welfare when both inland transportation cost and pollution are relatively low, or both are significantly high. Otherwise, the price discrimination strategy generates the best result for the region.     

“地主港”模式不适合我国国情

为解决目前国内港口产能过剩的问题,从追溯“地主港”模式在20世纪七八十年代的产生根源和操作方法入手,分析这一建港模式的特点,并结合当前国内港口的发展现状,提出国内不宜推行这一模式的结论。     

5问中国"自由港"

2003年,是中国港口空前发展的一年。这一年,中国港口集装箱吞吐总量以势不可挡之势,跃居世界第一,其中上海港、深圳港,分列世界十大集装箱港的第三位、第四位。然而,中国港口吞吐量的剧增,很大程度上是中国经济催生的结果,港口自身的发展并不是最主要的动力。扪心自问,我们的港     

Evolving competition between Hong Kong and Shenzhen ports

Shenzhen Port (SZP), once a negligible local port, has risen dramatically to a world-leading container port and an “equal” player with Hong Kong Port (HKP). Will this market share reallocation continue, or will equilibrium be eventually realized for HKP to prosper continuously? We examine the relationship between these two ports to answer this question. We propose a new transformation method to describe the growth of container cargo transport demand, define the quantitative measures of the competition relationship and port competitiveness, and present a rigorous analytical framework with econometric tests and models to understand the true relationship between HKP and SZP. Direct empirical tests suggest that SZP complements HKP; however, the two ports exhibit strong competition when the effect of demand growth is excluded. Considering transshipment separately, we find that the impact of SZP on HKP is negative in transshipment but complementary in direct shipment. We may conclude that HKP does not affect SZP, whereas SZP has competitive power over HKP. These results are consistent with the findings of some previous theoretical studies.     

Towards a common ports policy? EU-proposals and the ports industry's perceptions

This paper discusses the European Union's (EU) proposals to improve the efficiency and infrastructure of European ports, and investigates the extent to which these proposals are welcomed by the ports industry. On the one hand, the analysis of the recent EU policy developments makes apparent that the EU is increasingly impinging upon the port industry's life. On the other hand, the findings of the semi-structured interviews with the industry's representatives suggest that although port authorities and port operators remain in principle against a coherent common EU ports policy, the industry believes that certain EU initiatives can enhance the competitiveness of the maritime transport system.     

港城良性互动与港口协调发展的关系

日前公布的《国务院关于推进上海加快发展现代服务业和先进制造业,建设国际金融中心和国际航运中心的意见》（以下简称《意见》）对港口整合给予了异乎寻常的关心。《意见》中有两处涉及港口整合问题。一处是在描绘上海国际航运中心建设总体目标时提出：“基本形成以上海为中心、以苏浙为两翼、以长江流域为腹地．与国内其他港12合理分工、紧密协作的国际航运枢纽港。”     

Co-operation and competition in international container transport: strategies for ports

This paper focuses on the response of port authorities to the changing market environment in which they operate. It documents the changes taking place in the relationships between port authorities and terminal management companies and considers the strategic issues faced by these groups and other port interests. In particular, it investigates the potential conflicts of interest for a port authority in matters related to the level of competition amongst terminals within a port and the amount of competition amongst ports.     

地主港模式在新兴港口推行的可行性和迫切性

为加快我国港口体制改革前进步伐,寻求适合我国港口建设发展并更具优越性的港口体制模式,根据国内外港口发展的成熟经验,归纳、总结并富有创新性地提出一种更适合我国港口建设发展的新型“地主港”管理模式,阐述该模式在国内新兴港口实施的可行性及迫切性,对该模式的实施方法及效果提出建议：加强“政企分开”的港口管理体制的落实,强调港口行政管理部门的职能;完善有关法律制度建设;政府给予一定的政策扶持。     

The relations between dry port characteristics and regional port-hinterland settings: findings for a global sample of dry ports

This paper aims at defining generic characteristics of dry ports by carrying out an analysis using a large sample of dry ports from around the world. The dataset includes details on 107 inland terminals worldwide. All dry ports in the database have been selected from studies in the extant literature before being shortlisted to fit our research scope. Data collected include terminologies used, actors driving the development, terminal throughput, total area, services provided and the relation with the corresponding seaport(s). Using statistical analysis, the paper examines how dry port parameters are influenced by (1) a different terminal set up, like sea-driven and land-driven development, developed and developing system, dry port functions; (2) specifications of the seaport with which the dry port is connected, i.e. seaport traffic, connectivity, utilization, etc. and (3) the transport leg linking dry ports and seaports. The findings could be applied to the planning and development of inland nodes from the perspectives of different stakeholders.     

A game-theoretic analysis of competition among container port hubs: the case of Busan and Shanghai 1

Countries throughout the world, and especially within Asia, are investing heavily in container port infrastructure in the hopes of capturing a larger share of global shipping activity for their economies. Many existing ports are emphasizing developing the capacity to serve as a hub port, building deepwater berths with large terminals to facilitate transfer of containers from feeder ships to mother ships for intercontinental transport. We develop a game-theoretic best response framework for understanding how competitor ports will respond to development at a focus port, and whether the focus port will be able to capture or defend market share by building additional capacity. We apply this model to investment and competition currently occurring between the ports of Busan and Shanghai.     

Dynamic programming of port position and scale in the hierarchized container ports network

A hierarchized container ports network, with several super hubs and many multilevel hub ports, will be established, mainly serving transshipment and carrying out most of its business in the hub-spoke mode. This paper sums up a programming model, in which the elementary statistic units, cost and expense of every phase of any shipment are the straight objects, and the minimum cost of the whole network is taken as the objective. This is established based on a dynamic system to make out the hierarchical structure of the container ports network, i.e. the trunk hub and feeder hubs can be planned in a economic zone, then the optimal scale vector can also be obtained for all container ports concerned with the network. The vector is a standard measurement to decide a port's position and their scale distribution in the whole network.     

中国港口物流国际竞争力的提升

阐述国外港口物流发展的现状及特点,结合中国港口物流的现状及存在的问题,提出合理有效的改进措施,从而在国际物流网络形成的有利时期,加速提升中国港口物流的国际竞争力。     

港口物流企业过度价格竞争的解析与规划取向

为设计合理的价格机制,实现港口资源的优化配置,在回顾和评价港口物流企业过度价格竞争行为及规制政策实践的基础上进行全面的经济分析,并对港口价格规制改革提出综合性解决方案：加快企业民营化进程;在放松规制的同时重建规制;推进区域内邻近港口间的协同竞争关系;企业走差异化发展道路等。     

打造天津电子口岸领航跨区域口岸合作

近年来．天津市努力将滨海新区建设成为立足天津，依托京冀．服务环渤海．辐射“三北”，面向东北亚的高水平的现代制造和研发转化基地，北方国际航运中心和国际物流中心．宜居的滨海新城。紧紧围绕增强滨海新区五大功能之一的国际航运、国际贸易和国际物流功能，进一步提高通关效率，降低通关成本，优化投资环境，推进天津与腹地口岸的合作，     

Competition among selected eastern Canadian ports for foreign cargoes

This paper examines the competitiveness of selected eastern Canadian ports for the handling of foreign cargoes in terms of macroeconomic and geographic factors.     

基于资源整合的日本集装箱港口改革重组

近10年来,曾在日本国民经济中具有战略地位的港口部门出现国际竞争力下降的态势,集装箱吞吐量增长缓慢.因此最近日本推出了基于资源整合的一揽子港口新政,旨在通过改革重组使日本集装箱港口重获在东亚地区的竞争优势,谋求港口经济的复兴.对该新政进行探讨,并指出其对我国京津冀都市圈港口群一体化的借鉴意义.     

Sustainability and national policy in UK port development

Given the private sector character of the UK port system it might well be thought that, so far as port development is concerned, the market ruled. There are of course permissions to be obtained, including planning consent under the Town and Country Planning Acts; but this process has not so far been considered to interfere with market function. Ports are already well used to the process of obtaining approval, to negotiations with objectors and environmental interests, and to mitigating the effects of development when defining projects and seeking approval.

However, as ports policy is being brought into line with transport policy generally, and in particular with Government policy for sustainable development, ports are being faced with a more challenging regulatory framework. The search for sustainable transport is leading Government towards a broader based approach to the approval of development applications in which market need and commercial viability are simply two of a number of considerations which ports must take into account in designing projects which also meet environmental concerns.

There has been a long standing requirement for developers of major projects to carry out Environmental Impact Assessments. In addition Government policy is set out in a number of publications, applying sustainability and the associated “New Approach to Transport Assessment” (NATA) to the ports sector. In a separate and broader initiative it has also considered a radical reform of the planning system and the establishment of national priorities for infrastructure combined with a simplification of the Public Inquiry process. In the event it has been decided not to establish national priorities in the ports sector, although the aim of simplification of the Inquiry process remains.

The aim of this paper is to explore the emerging theoretical and practical issues arising within the development approval process. These are of most concern in the development of major projects for cargoes which have broad hinterlands, and where there are competing locations for new facilities. The most important example of this is in the deep sea container sector where there is a demand for new capacity and a choice of widely spaced locations in the south east of the UK. Some comment will be made on this sector and on the issues arising at the Public Inquiries for the proposed container port developments at Dibden Bay (Southampton) and the London Gateway at Shellhaven on the north bank of the Thames.     

Sustainability and national policy in UK port development

Given the private sector character of the UK port system it might well be thought that, so far as port development is concerned, the market ruled. There are of course permissions to be obtained, including planning consent under the Town and Country Planning Acts; but this process has not so far been considered to interfere with market function. Ports are already well used to the process of obtaining approval, to negotiations with objectors and environmental interests, and to mitigating the effects of development when defining projects and seeking approval.

However, as ports policy is being brought into line with transport policy generally, and in particular with Government policy for sustainable development, ports are being faced with a more challenging regulatory framework. The search for sustainable transport is leading Government towards a broader based approach to the approval of development applications in which market need and commercial viability are simply two of a number of considerations which ports must take into account in designing projects which also meet environmental concerns.

There has been a long standing requirement for developers of major projects to carry out Environmental Impact Assessments. In addition Government policy is set out in a number of publications, applying sustainability and the associated “New Approach to Transport Assessment” (NATA) to the ports sector. In a separate and broader initiative it has also considered a radical reform of the planning system and the establishment of national priorities for infrastructure combined with a simplification of the Public Inquiry process. In the event it has been decided not to establish national priorities in the ports sector, although the aim of simplification of the Inquiry process remains.

The aim of this paper is to explore the emerging theoretical and practical issues arising within the development approval process. These are of most concern in the development of major projects for cargoes which have broad hinterlands, and where there are competing locations for new facilities. The most important example of this is in the deep sea container sector where there is a demand for new capacity and a choice of widely spaced locations in the south east of the UK. Some comment will be made on this sector and on the issues arising at the Public Inquiries for the proposed container port developments at Dibden Bay (Southampton) and the London Gateway at Shellhaven on the north bank of the Thames.