The Port of Seville is the only inland seaport in Spain. It is a core port within the Trans-European Transport Networks (TEN-T), being part of the Mediterranean Corridor. It is located on the 80 kilometre Guadalquivir EuroWay waterway that runs from Seville to the coast and forms part of the TEN-T. But the Port of Seville is also an important logistics hub that serves a population of over one million people, maintaining a dominant position in certain logistic corridors, especially in the Madrid-Seville-Canary Islands corridor. Being an inland port facilitates cargo access to the city of Seville and the surrounding area, but it also introduces some major problems related to the navigability in the estuary, as the shallow depth of the waterway limits the size of vessls calling at the port.
PortMaps is the Port of Rotterdam’s GISbased system for sharing port-related information. The home page of this system displays itself as a map of Rotterdam and all port data can be accessed from here. We believe that a spatial approach like this – à la Google – is definitely the way forward.
Shipping lines’ recent strategy shifts have strained market conditions, highlighted by the ultimate collapse of Hanjin Shipping in February 2017. Hanjin Shipping accounted for approximately 10% of all container handling at Busan ports, so its demise pushed Busan Port Authority (BPA) into the red, with total container handling plunging 0.1% in 2016 from 2015.
Recent Chinese policy evolution and directions on port governance have managerial implications for Chinese ports, local port groups and port bureaus. Three main principles underpin these policies: an increased focus on port integration and cooperation, a strong orientation towards hinterland development, and the opening-up of the Chinese port sector to both accepting investment from and investing in foreign entities.
Strategically located at the entry point to the heart of the Atlantic Ocean, Cartagena Bay is home to one of the main port systems in Colombia. This is why reinforcing logistics services and upgrading infrastructure are the main goals for APM Terminals (APMT) and COMPAS in the Cartagena Container Terminal Operator (CCTO) joint venture, created in January, 2016.
The Port of Shanghai is located in one of China's most economically developed cities, situated at the middle of the 18,000 kilometre-long Chinese coastline, where the Yangtze River flows into the sea. As the direct hinterland of the Port of Shanghai, the Yangtze Economic Zone contributes more than 40% of the GDP of China, as well as 25% of the nation’s total import and export cargos.
Natural disasters, such as coastal hurricanes and rainfall flooding, can create major impacts on marine transportation. Ports and port cities will also be increasingly threatened by tsunami and climate-related sea level rise (SLR) by year 2100.
After many successful decades of digitalization and automation in contemporary ports, the next big step is to look at innovative ways for extracting more value from new and existing data sources to achieve competitive advantages
Automation and electrification are the twin goals of advanced container terminals worldwide. They are driven by the desire for reduced costs and reduced environmental impacts of operations, as well as financial pressure for higher utilization of expensive capital assets gained by moving toward 24/7 operation
This paper examines the suitability of blockchain and blockchain-based distributed ledger technology (DLT) to the port, harbour, and terminal industries. DLT has the potential to drastically change the world of asset transfer, asset movements and security of data movement
Gamification can be seen as a new element in the technological revolution that can change the way people interact with technology and the way technology gets integrated with the current needs of the global economy and society