Indicators for Evaluating the Impact of Artificial Islands on the Barcelona Coast

Artificial islands have been constructed next to large cities due to the need for extra space in highly populated areas. These emerged structures have been used by many countries as platforms for developing infrastructure (airports, harbors, highways, etc.), rebuilding ecological areas, and creating new spaces for tourism or residential areas. In this study, two state-of-the-art numerical models for wave propagation and nearshore circulation are used to simulate the effects of an emerged artificial island on the Barcelona coast. Several sea indicators (wave height, intensity and direction of currents, and mean water level) are analyzed to assess the changes likely to be induced by an artificial island. Three different situations are studied and the indicators are compared across the different tests to obtain information that can be used in the planning process of these structures. In two-meter wave conditions, the tests show that wave height is generally reduced in the sheltered area, which leads to improved safety for beach users (bathing is prohibited when wave height exceeds the two-meter threshold). However, the numerical models also reveal that velocities in the sheltered area usually decrease, which must be controlled to prevent stagnation in the bathing area.     

Land use implications of sea level rise: A case study at myrtle beach,South Carolina

Abstract

the prospect of global warming and consequent sea level rise will have important implications for coastal communities. this article examines the land use implications of alternate sea level rise scenarios on the city of myrtle beach, south carolina. current trends as well as high and low sea level rise scenarios are superimposed on the city's beach profile and near shore contours to estimate the type and value of land development likely to be impacted.

It is found that losses associated with accelerated sea level rise would be particularly high in the city's hotel district and that overall property loss could range from 21 to 60% of the city's total property value. to lessen these potential losses, coastal communities such as myrtle beach must choose among one of three policy options including: (1) barricade the beach, (2) raise the land, and (3) implement a strategic retreat. specific alternatives within each of these options are explored in turn. the article concludes that successful development plans will incorporate ground rules sensitive to and consistent with dynamic coastal processes.     

Contributions to maritime economics—Zenon S. Zannetos,the theory of oil tankship rates

This paper discusses the importance of Zannetos’ 1966 book for the development of maritime economic thought. The main contributions of the book are recounted, and the empirical work in the book is reviewed.

The analysis of the present paper is a citation research on the maritime economics literature that refers to the book. Of the 42 papers in the set, about one-third refers to the book in general. A total of 35 papers refer to one or more elements of the book, with an equal number of references to: (1) the term structure of freight rates; (2) the empirical findings on the form of the supply curve; and (3) on the verification of his results.

The general conclusion of the citation analysis is that, apparently, a number of elements of his work are still very valid for current maritime economics thinking, while maritime economists have disregarded several other elements. The latter seems unjustified for some of the business structure observations that are made in the book, such as the notion that the ship is the firm, and the elasticity of expectations. The former observation is the basis for virtually all empirical work in maritime economics that is based on individual contract data (all freight rate analysis is of this nature), and the second is the basis for the analysis of investment behaviour in shipping, investigations of cyclicality and so on.

Zannetos can definitely be seen as the initiator of the important field of term structure analysis in maritime economics. In addition to this, there are several topics in the 1966 book that are as yet unexplored, and deserve empirical scrutiny.     

Hub dependence in constrained economies: the case of North Korea

While the geographical and economic factors concerning the development of hub ports are widely described by a variety of scholars and professionals, there is no recognized methodology measuring the hub dependence of a given port, region, or country. Based on a 20-year database of vessel movements, this paper proposes a methodology measuring hub dependence. North Korea offers a good case of a constrained economy facing dramatic internal and external pressures. Notably, the weight and geographical extent of its maritime connections are worth analysing because of its contrasted evolution from Soviet influence, geopolitical isolation, and growing trade due to economic reforms and increased foreign investments. The main results of this study show the spatial shift from long-distance calls to feeder calls: global foreland contraction, regionalization within Northeast Asia, and traffic concentration upon closest hubs of which South Korean ports. We conclude that hub dependence is a combination of local constraints and trade growth. The political implications of this phenomenon are explored, and a spatial model of hub dependence is proposed.     

Manoeuvring and hotelling external costs: enough for alternative energy sources?

Local air pollution is the most relevant externality of maritime transport, and its effects are more acute in urban areas as a result of manoeuvring, hotelling and load/unload activities at ports. This article is intended to assess ships’ local air pollution impact in generally densely populated harbour areas to decide whether alternative power supply measures are feasible. First, an optimized infrastructure investment model is developed to ease implementation and maximize the efficiency of alternative power supply projects. Once target harbours and traffic (ship types) within a national port network have been chosen, a vessel traffic analysis (ship type, tonnage, manoeuvring, and hotelling times) is carried out to quantify and evaluate annual polluting emissions (PM_2,5, SO₂, NOx, and VOCs) and their externalities. Finally, the assessment model is applied and results of the Spanish port network case study are discussed. The results obtained are significant and bring the possibility of further controlling the ship’s environmental performance at berth.     

“Blue” social capital and work performance: anthropological fieldwork among crew members at four Danish international ships

One outcome of globalization is an increasing number of seafarers, who seldom are members of the same crew two voyages in a row and must cooperate with seafarers from many countries (Progoulaki and Roe WMU J Marit Affairs 10:7–23, 2011). This situation challenges the level of social capital on board, i.e., the resources inherent in network cooperation associated with norms of reciprocity and trust (Putnam 2000: 19). Fragmentized “blue” social capital should, however, be restored, as work performance depends on the quality of cooperation among crew members horizontally, as well as between crew members and the shipping company vertically. Drawing on anthropological fieldwork data from four Danish international ships, the purpose of this paper is to offer a new theoretical framework for analyzing cooperation among crews. Our inductive empirical findings suggest that a balance between three types of social capital—bonding, bridging and linking—is needed to achieve a high-performing work system (Gittell et al. Organ Sci 21(2):490–506, 2010). Hence, the main actors within the shipping sector should take “blue” social capital into account to increase work efficiency and economic performance.     

Monopoly,Subsidies and the Mohring Effect: A Synthesis

Abstract

This paper provides a unifying framework to analyze whether a monopoly transit provider will under or over-supply frequency. To this end we couch the problem in term of Spence [(1975). Monopoly, quality and regulation. The Bell Journal of Economics, 6, 417–429] who analyzed the incentives to provide quality by a monopolist. We show that all of the results of a recent academic exchange discussing this topic are special cases of Spence [(1975). Monopoly, quality and regulation. The Bell Journal of Economics, 6, 417–429], albeit with an adjustment in order to take into account the cost structure of frequency provision in the case of public transport. In theory then, there are cases when a monopolist may offer optimal or above optimal levels of frequency without requiring subsidies. However, public transport is rarely provided by an unregulated monopolist. Rather, these services are usually provided either by an exclusive operator under regulated fares or by a group of competing operators, with or without fare regulation. We show that in the first case frequency will always be below the social optimal level.     

A Review of Ex-Post Evidence for Mode Substitution and Induced Demand Following the Introduction of High-Speed Rail

ABSTRACT

To date, relatively little is known about the nature of the demand for high-speed rail (HSR) soon after inauguration of the services, despite close to 50-year experience of HSR operation and 17 166?km of HSR network around the world. This is a real lacuna given the scale of HSR construction around the world, the amount of resources committed to it, the desired accessibility, economic and environmental effects associated with HSR development and the relatively poor track record of forecasting demand for HSR services. Focusing on mode substitution and induced demand effects, this review aims to fill the gap in knowledge about the ex-post demand for HSR services in order to facilitate a learning process for the planning of the future HSR network. Although there is not much evidence on the demand for HSR services and existing evidence is largely influenced by route-specific characteristics, a methodological limitation that must be acknowledged, the evidence presented allows a better characterisation of HSR as a mode of transport. The review shows that the demand for HSR a few years after inauguration is about 10–20% induced demand and the rest is attributed to mode substitution. In terms of mode substitution, in most cases the majority of HSR passengers have used the conventional rail before. Substitution from aircraft, car and coach is generally more modest.     

Willingness to Pay for Airline Service Quality

Abstract

This paper looks at estimated valuations of some service‐quality attributes in an airline choice context using stated preferences methods. The analysis is based on information obtained in the most important route connecting the Canary Islands with the Iberian Peninsula: Gran Canaria–Madrid, and tries to contribute to the body of knowledge in this area, given the relatively few studies of the monetary valuations of air travel regarding level‐of‐service attributes. A feature of this analysis is the examination of variations in values according to different characteristics of the service, such as price, penalties for changes in the ticket, legroom, food, etc.; the currently experienced level of the attribute, and various socio‐economic factors that affect the characteristics of the trip and passengers. In addition, the important issue of added value regarding different attributes is addressed, obtaining the willingness‐to‐pay for different improvements of service quality. A further analysis is made about how taste heterogeneity (market segments) affects these values. Results from the stated preference experiment and the market value of some comparable service are also compared. Finally, the paper brings together evidence from other studies and compares them with the findings obtained herein.