Port Politics: Interest, Faction and Port Management in Mid-Victorian Liverpool

1998 ◽  
Author(s):  
Graeme J. Milne
Keyword(s):  
Port Management ◽  
Victorian Era ◽  
Port Authority ◽  
Port Authorities ◽  
Political Battle

This essay discusses the development of the Port of Liverpool and the politics of port management that ensconced it during the mid-Victorian era. It is divided into the following topics concerning the port authority of Liverpool: growth and diversification; interests and influence; port authorities in relation to warehouse docks; political friction between the the Port of Birkenhead and Port of Liverpool; and the rise of steamship owners and the resulting impact on the port. It concludes by asserting that the advent of the steamship technology brought both a great deal of wealth and a great deal of instability to the port, and that maritime merchants; the Mersey Docks and Harbour Board; the council; Birkenhead landowners; and port labourers, were locked in a political battle over the optimal use of the port’s resources.

scholarly journals Specific traits of communal berths in ports open to public transport in Primorje-Gorski Kotar County

Pomorstvo ◽  
2020 ◽  
Vol 34 (2) ◽  
pp. 205-211
Author(s):  
Lora Legac ◽  
Đani Mohović
Keyword(s):  
Public Transport ◽  
Field Research ◽  
Port Authority ◽  
Port Authorities ◽  
Communal Areas

Primorje-Gorski Kotar County has eight county port authorities operating since 1999, which manage a total of 101 ports open for public transport, 27 of which are of county importance and 74 ports are of local importance. The focus of this article is directed on county ports communal areas open for public transport, i.e. on communal berths in such ports. The article processes a number of communal berths managed by each county port authority in Primorje-Gorski Kotar County, including the amount of compensation for such moorings. The number of requests for communal berths for each of the eight county port authorities was collected by field research to compare the current capacity with the required capacity of communal moorings. The problems which occur during the use of communal berths and possible solutions to those problems will also be presented in the article.

scholarly journals THE LEGAL STUDIES OF TRUCKING AND WAREHOUSING IN SUPPORTING THE SMOOTHNESS OF OUTFLOW AND INCOMING GOODS AT THE PORT

2017 ◽  
Vol 29 (2) ◽  
pp. 321
Author(s):  
Sulistiowati S ◽  
Saida Rusdiana
Keyword(s):  
Descriptive Analysis ◽  
Institutional Capacity ◽  
Related Services ◽  
Related Research ◽  
Legal Study ◽  
Port Authority ◽  
Legal Studies ◽  
Port Authorities ◽  
Study Results ◽  
Research Problems

AbstractThis legal study discusses the provision of trucking and warehousing of goods services and services at the port. This study is intended to address issues related research problems and directions arrangements in the provision of trucking and warehousing of goods services and services at the port. This study uses empirical juridical approach of practices in the truck transportation of goods and warehousing services in the port, while the results of the study are presented in the form of descriptive analysis. The study results conclusion that it is necessary for institutional capacity of port authorities as the organizer of the cultivated commercially port so as to perform the function of government in the harbor. Port Authority set the capacity of the service, organizing auctions and provision of related services to cooperate with trucking and warehousing services provider in the harbor. IntisariKajian hukum ini membahas mengenai penyediaan jasa truk angkutan barang dan jasa pergudangan di pelabuhan. Kajian ini dimaksudkan untuk menjawab permasalahan penelitian terkait permasalahan dan arah pengaturan dalam penyediaan jasa truk angkutan barang dan jasa pergudangan di pelabuhan. Kajian ini menggunakan pendekatan yuridis empirik dari praktek penyediaan jasa  truk angkutan barang dan jasa pergudangan di pelabuhan, sedangkan hasil penelitian disajikan dalam bentuk deskriptif analitis. Hasil kajian diperoleh kesimpulan bahwa diperlukan peningkatan kapasitas kelembagaan otoritas pelabuhan sebagai penyelenggara pelabuhan yang diusahakan secara komersial sehingga mampu menjalankan fungsi pemerintahan di pelabuhan. Otoritas Pelabuhan menetapkan kapasitas layanan, menyelenggarakan lelang penyediaan jasa terkait dan melakukan kerjasama penyedia jasa trucking dan warehousing di pelabuhan. 

Smooth Redemption Policy of Port Facilities in Case of Ocean Space Utilization

2015 ◽  
Author(s):  
Koji Takahashi ◽  
Yasuo Kasugai ◽  
Takeo Kondo
Keyword(s):  
Interest Rates ◽  
Large Scale ◽  
International Competitiveness ◽  
Space Utilization ◽  
Reclaimed Land ◽  
Land Prices ◽  
Port Authority ◽  
Port Authorities ◽  
Port Facilities ◽  
The World

The ports of the world are operated by port authorities. The systems for establishing port facilities are roughly classified into two types depending on their sources of revenue. In the first type of system (used mainly for channels, breakwaters, berths, etc.), the national/local government and the port authority share the cost of construction. In the second type of system (used for cargo handling facilities, reclaimed lands, etc.), the port authority alone raises funds through a port-related bond-financed project and issues bonds. One characteristic of such bond-financed projects is that the costs of operating the facility and redeeming the bonds are funded through usage fees for the ground and profit from the sale of reclaimed land. Port authorities now require a smooth redemption policy for bonds issued in the past. However, port authorities have found it difficult to choose between having to raise usage fees and land prices high enough to enable smooth redemption in bond-financed projects on the one hand and having to reduce usage fees and land prices to reinforce international competitiveness in port logistics on the other. Unless a solution to this problem is found quickly, the finances of port authorities may become even more constrained, given the rising trend in port construction costs due to the risks of disasters such as earthquakes and due to growing interest rates. This is because prior investments are required for the construction of port facilities that takes a long time (between 5 and 10 years) and usage fees and profits from the sale of land must be suppressed to low levels because of political pressure. This will lead to larger bond issues and therefore a greater necessity for a smooth redemption policy of port facilities in the case of ocean space utilization. The authors first describe the structure of port management in the world, and analyze the financial situation of port authorities. Next, the authors point out that as the capital, maintenance, and management costs of port facilities grow in response to large-scale natural disasters, which exceed existing assumptions, and other factors, port authorities are being forced to take measures to address this. Lastly, the authors argue that public incentive assistance to shipping companies and logistics companies can effectively address the conflicting demands of reinforcing international competitiveness, strengthening disaster restoration capabilities, and enabling the smooth redemption of bonds in bond-financed projects.

scholarly journals The Carbon Footprint of Valencia Port: A Case Study of the Port Authority of Valencia (Spain)

2020 ◽  
Vol 17 (21) ◽  
pp. 8157
Author(s):  
Víctor Cloquell Ballester ◽  
Vanesa G. Lo-Iacono-Ferreira ◽  
Miguel Ángel Artacho-Ramírez ◽  
Salvador F. Capuz-Rizo
Keyword(s):  
Carbon Footprint ◽  
Environmental Performance ◽  
Ghg Emissions ◽  
Transport Sector ◽  
Ship Traffic ◽  
Port Authority ◽  
Port Authorities ◽  
Demographic Challenge ◽  
Ecological Transition

Maritime transport is responsible for 13% of the Greenhouse Gases (GHG) emissions of the transport sector. Port authorities, terminals, shipping companies, and other stakeholders have joined efforts to improve this sector’s environmental performance. In Spain, the Ministry for Ecological Transition and Demographic Challenge has developed a methodology to assess the carbon footprint. This methodology has been adapted to ports and applied to processes under the Port Authority of Valencia’s umbrella achieving scopes 1, 2, and 3. The results highlight that ship traffic, within the port, of containers and cruises (categorized in scope 3) had a major impact on the carbon footprint. Buildings lighting managed by the terminals has a significant effect on scope 2. Diesel consumption shares with gasoline consumption the primary representation in scope 1. The carbon footprint between 2008 and 2016 was maintained, although traffic in the port increased by 24% during this period. The results show a decrease of 17% when emissions are compared using the base year’s emissions factors to avoid external factors. Future projects that include self-consumption or renewable energy policies seem to be the next step in a port that shows good results but still has room for improvement in activities of scope 3.

E-Government System Design and Port Authorities

2013 ◽  
pp. 111-130
Author(s):  
Jim Prentzas ◽  
Gregory Derekenaris ◽  
Athanasios Tsakalidis
Keyword(s):  
Information Flow ◽  
Learning Technologies ◽  
Public And Private ◽  
Government Services ◽  
Port Authority ◽  
Port Authorities ◽  
Private Organizations ◽  
E Learning ◽  
Key Aspects

Port authorities constitute very active organizations that frequently interact with citizens as well as public and private organizations. The employees and administration of port authorities require effective e-government services in order to implement their tasks. The required services should provide effective information flow and collaboration to improve decision making, governance, and integration of all sectors. In this chapter, the authors briefly outline issues concerning the usefulness of intranets in organizations and corresponding services provided to organization employees. They briefly present key aspects of certain recent approaches concerning e-governance and intranets in ports. The authors also present a case study involving the e-government services implemented for Patras’s Port Authority in Greece. The specific port authority has a lot of workload because the corresponding port is the third largest in Greece and a main gate to countries abroad. The case study combined Internet-based technologies with e-learning technologies. E-learning services assist employees in acquainting themselves with newly introduced e-government services. Therefore, e-learning may contribute in the successful realization of e-government projects.

scholarly journals The Role of Port Authority in Port Governance and Port Community System Implementation

2021 ◽  
Vol 13 (5) ◽  
pp. 2795
Author(s):  
Edvard Tijan ◽  
Marija Jović ◽  
Ana Panjako ◽  
Dražen Žgaljić
Keyword(s):  
Web Of Science ◽  
Transport Infrastructure ◽  
System Implementation ◽  
Theoretical Frameworks ◽  
Port Authority ◽  
Port Authorities ◽  
Community System ◽  
Governance Model ◽  
Community Systems

This paper researches the role of the port authorities in port governance, and the role of the port authorities in Port Community System implementation. The authors provide the theoretical frameworks of seaports, port authorities, port governance, and Port Community Systems. The literature review was carried out using the Web of Science database and additional relevant sources. The authors concluded that although different port governance models exist (regarding the type of port authority), there is no evidence as to which governance model is universally preferable, as it is specific to each seaport. In addition, the research has shown that port authorities play a very important role in the implementation of a Port Community System, increasing the sustainability of seaport operations. Its implementation enables the port authorities to evolve into real digital hubs and neutral data managers, which ultimately leads to the optimization of seaport processes and more efficient use of transport infrastructure.

scholarly journals The Greening of Terminal Concessions in Seaports

2018 ◽  
Vol 10 (9) ◽  
pp. 3318 ◽  
Author(s):  
Theo Notteboom ◽  
Jasmine Lam
Keyword(s):  
Specific Area ◽  
Regulatory Enforcement ◽  
Design Standards ◽  
Port Management ◽  
Port Authorities ◽  
Information Reporting ◽  
Environmental Objectives ◽  
A Chain ◽  
Evaluation Matrix ◽  
Regulation Costs

Port authorities around the world are pursuing a greening of port management in view of safeguarding their license to operate, and increasing their economic and environmental competitiveness. This paper analyzes how port authorities, via the design and implementation of concession agreements, can contribute to a further greening of port management. The paper presents a typology of green instruments applicable to a terminal concession setting. The instruments are evaluated on overall feasibility and suitability in a concession context, but also on more specific criteria related to implementation issues, contribution to green strategies, and targets of port authorities and regulatory/enforcement aspects. The evaluation matrix is based on the output of a structured workshop with port managers and concession experts in a sample of European ports. We demonstrate that a variety of regulatory, investment, and pricing measures are available to port authorities to include green targets in terminal concession agreements. Not all instruments have the same likeliness of being embraced or implemented by port authorities, in part because of a low perceived contribution, high associated regulation costs, or simply because the port authority is unlikely to have jurisdiction in that specific area. Measures related to information reporting and some types of harm-based standards, design standards, and technology specifications are relatively easy to implement in a concession setting. The results also show that many of the measures with a higher expected contribution to innovation and environmental objectives are typically also the ones with higher regulation costs, which might post a higher complexity in terms of their implementation in a concession setting. We further argue that initiatives toward the greening of concession procedures can only reap full benefits if these actions are embedded in a chain approach toward the environment (ship, port, terminal, warehouse, and inland transport).

scholarly journals Role and Features of Port Administrations

2021 ◽  
pp. 125-130
Author(s):  
O. Nosovskaya ◽  
◽  
A. Shaikhatdinov ◽  
S. Gusakov ◽  
◽  
...  
Keyword(s):  
Local Level ◽  
General Definition ◽  
Economic Changes ◽  
Management Reform ◽  
Port Management ◽  
Cargo Handling ◽  
Port Authorities ◽  
Conflict Situations ◽  
The Many ◽  
Real Estate Management

The article emphasizes that there is a need to review the role of port authorities, identify trends in port management and assess the economic impact of port management reform. Conceptually, port administrations can experience a "renaissance" to face the many pressures of stakeholders, address socio-economic changes in the port landscape and improve the competitiveness of their ports. They can do this by acting as a facilitator or entrepreneur. Port authorities can generate more demand for a port product by reducing the overall cost of transporting cargo or passengers through the port. The traditional functions of port authorities have undergone significant changes. In larger multi-functional ports, the actual function of the operator, at least where cargo handling services are concerned, has been shifted towards aspects of the functions of lessor and regulator. Now the main feature of the operator's role is the granting and supervision of concessions. The function of the lessor and the regulator have become the two main functions and thus correspond to the general definition of the lessor's port model. A number of typical conflict situations that may exist in relation to port development are identified, including environmental protection, urban planning, working conditions, residents' interests and general economic development. It is necessary to make changes in management, even within the existing (formal) structures. The competitive position of the port will be determined not so much by the system of operation (for example, the landlord or the service port), but by the commercial attitude, mentality and entrepreneurial culture. It is necessary to develop leadership qualities in port management at the local and regional level, expanding competencies beyond the purely maritime dimension, and including competencies and know-how in the field of real estate management, environmental management. Port authorities have four main functions that can be performed at the local, regional and global levels. We can combine these functions and levels into a so-called "renaissance matrix". Several combinations are possible in this matrix, but a review of the above-mentioned existential variants. It is possible to derive a hypothetical typology, which consists of three main types: "conservative", "facilitator" and "entrepreneur". The conservation port focuses on having a good economy, and essentially adheres to the passive and mechanistic implementation of the three traditional functions of the author's port at the local level. The facilitator's port is a mediator and partner between economic and social interests. The Entrepreneurial Port will be the most complete port of resurgence management, combining the main features of a facilitator with a more outspoken commercial attitude as an investor, supplier, sender and consultant at all three geographical levels.

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