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.     

Shipping and the Transfer of Technology†

This paper discusses and assesses the complex process of change that has occurred in East Europe over thc last five years, and attempts to relate these changes to the shipping sector. Conventional mathematical methods are discussed as inappropriate in analysing economic, social and political developments and the technique of conceptual modelling is used, borrowed from other disciplines including those of environmental appraisal and computer sciences. The main linkages are discussed with particular reference to the Polish shipping sector, with specific analysis of the legal, managerial, spatial, economic, political, social and organizational contexts. The dominant themes of change are drawn out in an attempt to predict the impact on the Polish shipping industry in general and the three main State companies–Polish Ocean Lines (Liner Shipping); Polish Steamship Company (Bulk/Tramp) and Polish Baltic Ferries– that dominate the market.     

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.     

East European shipping and economic change: a conceptual model

This paper discusses and assesses the complex process of change that has occurred in East Europe over thc last five years, and attempts to relate these changes to the shipping sector. Conventional mathematical methods are discussed as inappropriate in analysing economic, social and political developments and the technique of conceptual modelling is used, borrowed from other disciplines including those of environmental appraisal and computer sciences. The main linkages are discussed with particular reference to the Polish shipping sector, with specific analysis of the legal, managerial, spatial, economic, political, social and organizational contexts. The dominant themes of change are drawn out in an attempt to predict the impact on the Polish shipping industry in general and the three main State companies-Polish Ocean Lines (Liner Shipping); Polish Steamship Company (Bulk/Tramp) and Polish Baltic Ferries- that dominate the market.     

Social marginal cost pricing and second best alternatives in partnerships for transport infrastructures

According to the economic theory, if all the first-best conditions are met, social optimality involves the prices to be set equal to social marginal costs. When it is not possible to set prices equal to social marginal costs, due to the presence of constraints within the transport sector or distortions elsewhere in the economy, the theory suggests corrections to the SMC principle (second-best alternatives). But the implementation of second best alternatives can give rise to serious problems when transferred from theory to practice. This chapter will discuss in particular the problems that might rise when investment cost are included (totally or partially) in the social marginal costs rules, and in particular when private operators are involved.     

A new regulation for the European public transport

Authority intervention in the public transport sector has a long history and has led to a growing corps of legal texts in European countries. These texts are often divergent, if not incompatible. This was no problem until the rather recent internationalization of the sector. With this internationalization, the European Commission decided to address this issue. This chapter describes what has led to the appearance of this new Regulation and the main steps on the 10-year long road that led to the adoption of the new Regulation. The chapter also formulates some comments on the results reached.     

Port performance comparison applying data envelopment analysis (DEA)

The large variety of factors that influence port performance complicates the determination of port efficiency. This paper presents a new approach to the measurement of efficiency. Data envelopment analysis (DEA), as a it is called, has particular applicability in the service sector. Applying mathematical programming techniques. DEA enables relative efficiency ratings ti be derived within a set of analysed units. Thus it does not require the developmentof 'standards' against which efficiency is measured, although such standards can be incorporated in the DEA analysis. The efficiency of units is compared with an 'efficiency envelope' that contains the most efficient units in the group. The DEA approach will be demonstrated by a hypothetical numerical example where the performance of 20 ports are compared. The DEA efficiency ratings can be useful tool for port managers and for researchers, providing a deeper insight into port performance. Weaknesses can be detected, leadungs the way to potential improvements.     

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The large variety of factors that influence port performance complicates the determination of port efficiency. This paper presents a new approach to the measurement of efficiency. Data envelopment analysis (DEA), as a it is called, has particular applicability in the service sector. Applying mathematical programming techniques. DEA enables relative efficiency ratings ti be derived within a set of analysed units. Thus it does not require the developmentof ‘standards’ against which efficiency is measured, although such standards can be incorporated in the DEA analysis. The efficiency of units is compared with an ‘efficiency envelope’ that contains the most efficient units in the group. The DEA approach will be demonstrated by a hypothetical numerical example where the performance of 20 ports are compared. The DEA efficiency ratings can be useful tool for port managers and for researchers, providing a deeper insight into port performance. Weaknesses can be detected, leadungs the way to potential improvements.     

Port reform in Australia: issues in the ownership debate

Australia port reform initiatives have taken on a variety of forms — from out-right sale and transfer of ownership, to the sale of particular assets of infrastructure or services, or to long-term lease arrangements; or in some cases state governments, unable to relinquish control, have opted for corporatization or commercialization strategies. Reform is driven by the belief that ownership impacts on efficiency and efficiency is perceived to suffer if governments either retain ownership or direct control. As a result a major aim of reform is to either remove or distance governments from day to day port operations. The sale of ports removes government control outright and privatized ports are subject to identical regulatory constraints as any company in the private sector. But corporatization strategies are such that government ownership is retained and ports have been transformed into statutory state owned corporations. Effectiveness of this strategy requires legislation to be such that port corporations are free to operate like their private sector counterparts. To date this has not occurred and some serious impediments are emerging which are embedded in legislation and which, rather than reduce, have indeed, increased government control.     

Critical issues in the design of contractual relations for transport infrastructure development

The increasing use of Public-Private Partnerships (PPP) arrangements in the provision of transport infrastructure seems to be a trend all over the world with a very particular incidence in Europe. The arguments supporting these public decisions are several and their validity varies with the different realities where these instruments are applied. The paper highlights the critical issues around the design and implementation of PPPs in the transportation sector and makes a brief presentation of the rational behind the structure of papers presented in this special issue.     

大型三角闸门门缝输水运用条件试验研究

裕溪一线船闸扩容改造工程首次将三角闸门的应用口门宽度提高至34 m。为提高船闸的运行效率、充分发挥三角闸门动水启闭的优势,开展了大型三角闸门门缝输水运用条件试验研究。以三角闸门的水动力特性和船舶停泊安全为依据,研究提出裕溪新船闸大型三角闸门门缝输水的运用条件:1)三角闸门采用门缝输水应尽可能在1 m水头差以内开启;2)闸门开度应控制在1 m以内;3)随着水头差减小闸门开度可进一步增大。     

Recreational Leasing of Alaska Commercial Halibut Quota: The Early Years of the GAF Program in Alaska

The Pacific Halibut Catch Sharing Plan formalized the process for allocating halibut between the Alaska commercial and recreational charter sectors. It included a new program intended to allow for “flexibility” through inter-sectoral trading, permitting charter operators to lease commercial halibut pounds to relax client harvest restrictions. Here we evaluate the first two years of lease market activity and participation. Participation from some commercial quota holders in the lease market suggests that the program provided beneficial flexibility; in fact, the number of transfers to the charter sector was greater than transfers within the commercial sector for some quota types. We also identified a high proportion of self-leasers. However, transfers to the charter sector were on average smaller than within-sector commercial transfers, and total poundage leased by the charter sector was low compared with commercial transfers. Usage of leased quota by the recreational charter sector enables the harvest of larger fish or additional fish, and provides flexibility in catch composition on halibut closure days. Finally, the value-per-pound may be higher in the charter sector, as commercial-to-charter transfer prices approached the commercial ex-vessel price.     

Small ports in Northern Ireland: A method of study

This paper discusses the strategies which might be adopted by port authorities, given that modern port technologies have considerably limited the scope for competition. It therefore analyses the several forms of competition relevant to ports, any or all of which may apply in any given instance.

It describes the 'minimalist strategy, which consists of recognizing that public sector bodies have many faults, may make many mistakes and that well-intentioned attempts to rectify faults in the private sector may make matters worse. Second, it describes the ‘pragmatic’ strategy, which involves establishing committees to examine problems and to recommend actions, if they can reach a consensus. Third, it describes the ‘public sector’ strategy, which involves the port authority taking over all port functions. Finally, it describes the ‘competitive’ strategy, which involves a careful reproduction of the circumstances of competition, even though there may be room for only one efficiently-sized operator at a time. Franchising, or short-term leasing on any of a variety of competitive bases, so as to produce serial competition is described. Each of these strategies is presented as having its own advantages and disadvantages, and each may be suitable to particular circumstances.     

A Local Transboundary Approach to the Governance of Mediterranean Coastal Borderlands

Abstract

Coastal borderlands are subjected to particular socioeconomic, political and environmental dynamics in Europe and worldwide. The presence of the international boundary in these areas poses challenges in the process of Integrated Coastal Zone Management (ICZM). The aim of this paper is to explore the existence, characteristics and the role that local cross-border cooperation plays in transboundary coastal zone management as well as the resulting potentialities of local endogenous development for improving the management and governance of the tourism sector, coastal development, fisheries and marine protected areas in the Albera Marítima (Northwestern Mediterranean). The applied methods included document review, statistical information and semi-structured interviews. The research shows that local agents are not capable of developing a stable cross-border network due to persisting lack of trust, weak joint strategic vision and high competitiveness in sectors like fishery and tourism. Based on particularly interesting initiatives occurred in Albera Marítima and other successful experiences in Mediterranean coastal borderlands, a proposal has been made to implement several measures, including a transboundary integrated coastal plan, the joint observatory of fishery resources and a scientific network platform. For the aforementioned issues, the study contributes to the ICZM literature by providing a new perspective on local transboundary cooperation.     

Transport infrastructure provision and operations: Why should governments choose private–public partnership?

Recent transport sector liberalisation, as well as global economic crisis, is favouring the implementation of transport infrastructure projects through Public–Private Partnerships (PPP). However, there is a debate as to whether PPP schemes are a better option than conventional procurement. To this end, an evaluation framework is proposed, to assess which of these two alternative schemes for transport projects financing is preferable for the public. The proposed framework is complimentary to the Value for Money (VfM) approach and is based on a Multi Criteria Analysis (MCA). The first step is the estimation of the Public Sector Comparator (PSC) for the case of conventional procurement, dealing with construction, maintenance and operation costs revenues, as well as any costs associated with risks undertaken by the public. As for the PPP case, it includes any payments by the public sector and related risks costs. The MCA is then applied only if the PPP is found preferable for the public sector. The latter considers additional impacts, including among others the social attributes of a particular scheme, job creation, environmental impacts and safety and security aspects. The proposed framework was applied to a pilot Bus Rapid Transit (BRT) corridor infrastructure project in the city of Indore, India, in order to demonstrate its validity. The framework and its application could provide useful guidance when considering PPP for a transport project, since it demonstrates in a transparent way the society's attitude towards this project, something that is critical to its acceptance.     

英国劳氏船级社 从咖啡馆到后现代主义建筑

英国劳氏船级社于1760年在伦敦成立,主要从事商船检验,并根据船舶状况对船舶进行分级。20世纪初,劳氏船级社开始将其专业经验引入其它行业,尤其是能源领域,并且将其服务范围拓展至管理系统认证。现在,劳氏船级社集团开始进入铁路行业,并努力将其服务拓展至整个运输行业。     

Economic policies and seaports: Strategies for port authorities

This paper discusses the strategies which might be adopted by port authorities, given that modern port technologies have considerably limited the scope for competition. It therefore analyses the several forms of competition relevant to ports, any or all of which may apply in any given instance.

It describes the 'minimalist strategy, which consists of recognizing that public sector bodies have many faults, may make many mistakes and that well-intentioned attempts to rectify faults in the private sector may make matters worse. Second, it describes the 'pragmatic' strategy, which involves establishing committees to examine problems and to recommend actions, if they can reach a consensus. Third, it describes the 'public sector' strategy, which involves the port authority taking over all port functions. Finally, it describes the 'competitive' strategy, which involves a careful reproduction of the circumstances of competition, even though there may be room for only one efficiently-sized operator at a time. Franchising, or short-term leasing on any of a variety of competitive bases, so as to produce serial competition is described. Each of these strategies is presented as having its own advantages and disadvantages, and each may be suitable to particular circumstances.     

船闸短廊道和三角门门缝联合输水的水力计算

结合依托的船闸工程,提出了短廊道和三角门门缝联合输水的水力计算方法,并通过对输水系统的水力计算分析,确定了阀门处廊道断面尺寸,提出了具体的输水系统布置,确定了输水阀门的开启方式。建立了短廊道和三角门门缝联合输水的输水过程数学模型,并采用该数学模型计算了船闸输水水力特性。水力特性计算结果表明,进行输水系统布置时,将短廊道和三角门门缝分开考虑进行计算分析是合适的,各项水力特征值满足设计和规范要求,并且该输水方式可提高船闸运行效率。     

The Evaluation of the 2nd Ocean Plan in Korea: Focused on the Implementing Power of the Plan

There seem to be two types of ocean planning system in the world. First, the federal or united government suggests a basic framework of the plan which is followed by states, countries or areas as shown in the European Union, the United States, Canada, Australia, and so on. Second, a powerful central government prepares a basic ocean plan that guides the following sector plans of the relevant ministries. These cases are shown in Japan, Korea, and China. In Korea, the 2nd Ocean and Fishery Development Plan (OK21, 2011–2020) was made as a comprehensive ocean plan reflecting recent natural and social changes including global warming. The OK21 is declarative in its nature, and so evaluated by its sector plans, which have some specific implementing means such as budgets and manpower, organization, and so on, by the relevant laws. The 2nd OK21 is supported by 21 legally binding sector plans, 14 more than in the 1st plan, thus guaranteeing more effective implementation than in the 1st plan. In addition, most of sector plans are planned to be carried out through the well-coordinated system among the related ministries, thus showing a high degree of implementing efficiency of the plan. Every marine area in the plan, including marine environment, is being supported by more sector plans than before, indicating the equitable development of marine areas in the future. In sum, the 2nd OK21 is expected to show more implementing power due to the well-organized sector plans than in the 1st plan.     

Modelling the investment decision of the entrepreneur in the tanker sector: choosing between a second-hand vessel and a newly built one

It is often the case that the investor in the shipping sector faces the dilemma of investing in a second-hand vessel or building a new one. This happens because an active second-hand market for almost all kinds of vessels exists. We argue that one of the prime considerations for the investment decision should not be the price of the vessel per se, second-hand (SH) or newly built (NP) but

• ?(a)?the relative price ratio (SH/NP) second-hand price over the new building price and

• ?(b)?the movement of this ratio.

We investigate the determinants of this ratio across different vessel sizes in the tanker sector and show that it can be used as an effective tool in investment decision as well as in asset appraisal.

We employ monthly data between 1995 and 2006 for four different ship sizes–VLCC, Suezmax, Aframax and Handysize–and implement an error correction model.

The investment decision depends on a number of risk and return variables as well as the perceived speed of adjustment of the price ratio to its equilibrium level.

Overall we claim that the cyclicality of the shipping sector together with expectations formed by the agents operating in it (the entrepreneur, the ship-owner and the broker), determine the movement of the ratio and hence the decision of the entrepreneur.