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  • 1
    Online Resource
    Online Resource
    Navigating towards cleaner maritime shipping : lessons from the Nordic region (2020)
    Paris : OECD Publishing
    Details
    Language: English
    Pages: 1 Online-Ressource (circa 92 Seiten) , Illustrationen
    Series Statement: International Transport Forum policy papers no. 80
    Series Statement: Decarbonising transport
    Series Statement: International Transport Forum policy papers
    Keywords: Energy ; Transport ; Industry and Services ; Graue Literatur
    Abstract: This report analyses future energy-use in the shipping sector of the Nordic region. It centres on pathways that could allow the Nordic shipping sector to meet energy and environmental policy goals, including energy diversification, cutting air pollution and reducing greenhouse gas emissions. It details the feasible technology options currently available, the status of their adoption and government plans aimed at influencing future developments in this sector. Finally, it assesses implications for policy making for a rapid transition to cleaner maritime shipping. The Nordic region is pioneering efforts to reduce the environmental impact of maritime shipping, making the findings of this report relevant around the globe.
    Note: References page 74-88 , Adobe Acrobat Reader.
    DOI: 10.1787/ab3d3fbc-en
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    URL: Volltext  (kostenfrei)
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    MPI Ethno. Forsch.
  • 2
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    Online Resource
    Maritime subsidies : do they provide value for money? (2019)
    Paris : OECD Publishing
    Details
    Language: English
    Pages: 1 Online-Ressource (circa 71 Seiten) , Illustrationen, Diagramme
    Series Statement: International Transport Forum policy papers no. 70
    Series Statement: Case-specific policy analysis
    Series Statement: International Transport Forum policy papers
    Keywords: Transport ; Graue Literatur
    Abstract: The shipping sector receives subsidies, tax breaks and other forms of financial support from governments. This report gives an overview of direct and indirect subsidies available to maritime transport in OECD countries and assesses whether they provide value for taxpayers’ money. Based on this, the report offers recommendations on how policy-makers can increase the effectiveness of maritime subsidies.
    Note: References page 63-69 , Adobe Acrobat Reader.
    DOI: 10.1787/919d4222-en
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    MPI Ethno. Forsch.
  • 3
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    Online Resource
    Port Hinterland Connectivity (2015)
    Paris : OECD Publishing
    Details
    Language: English
    Pages: 1 Online-Ressource (35 p.) , 21 x 29.7cm.
    Series Statement: International Transport Forum Discussion Papers no.2015/13
    Keywords: Transport
    Abstract: The competitiveness of a seaport depends on the extent the cargo handled in the port can reach its hinterland destination (e.g. Acciaro & McKinnon, 2013). The importance of hinterland connections has been recognised as one of the most critical issues in port competitiveness and development in most ports around the world. Upgrading of facilities and equipment, privatization of port operations and increased sophistication of berth planning have resulted in drastic reduction of ship turnaround times over the last decade. The smoothness of port-hinterland connections has not followed at the same pace. Increasing ship vessel size – and the related emergence of maritime hubs and spokes – will only exacerbate the bottlenecks related to port hinterland connectivity. One of the main issues related to the development of adequate hinterland connections in ports is the need to coordinate multiple actors often with conflicting mandates that constitute the mêlée of private and public institutions governing port hinterland infrastructure development.
    DOI: 10.1787/5jrvzrm4t724-en
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  • 4
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    Online Resource
    The Governance and Regulation of Ports : The Case of Italy (2015)
    Paris : OECD Publishing
    Details
    Language: English
    Pages: 1 Online-Ressource (28 p.) , 21 x 29.7cm.
    Series Statement: International Transport Forum Discussion Papers no.2015/01
    Keywords: Transport
    Abstract: Italian ports handled approximately 460 million tonnes of cargo in 2012 according to the last statistical report of the Italian Association of Port Authorities1 (Assoporti, 2014). This is more or less the same amount as the port of Rotterdam alone. The cargo handled at the port of Antwerp – the second largest port in Europe – was equivalent to the amount of the biggest five Italian ports. This picture is illustrative of the current Italian port situation in which 24 Port Authorities (PAs), established by the port law (nr. 84/1994), are considered main national gateways even if most of them are only small ports compared to the main international competitors. Only four out of the 24 PAs surpassed the 30 million tonnes in 2012 and only 2 of them (Genoa and Trieste) have frequently handled more than 50 million tonnes in the last years. On the other hand, in 2012 passenger transit accounted for almost 40 million passengers, due to the role of home ports of some harbours in the cruise sector and few ferry terminals – mainly involved in the traffic to/from the islands – that make the National passenger statistics comparable with the main European competitors. Figure 1 shows the location of the Italian Port Authorities.
    DOI: 10.1787/5jrw1khtxts1-en
    URL: lizenzpflichtig
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    MPI Ethno. Forsch.
  • 5
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    Online Resource
    Shipping Emissions in Ports (2014)
    Paris : OECD Publishing
    Details
    Language: English
    Pages: 1 Online-Ressource (37 p.) , 21 x 29.7cm.
    Series Statement: International Transport Forum Discussion Papers no.2014/20
    Keywords: Transport
    Abstract: Shipping could – in one way - be considered a relatively clean transport mode. This is particularly the case if one takes the angle of emissions per tonne-kilometre. Typical ranges of CO2 efficiencies of ships are between 0 and 60 grams per tonne-kilometre, this range is 20-120 for rail transport and 80-180 for road transport (IMO 2009). There is considerable variety between vessel types and CO2 efficiency generally increases with vessel size; e.g. CO2 emissions per tonne-km (in grams per year) for a container feeder ship (with capacity up to 500 TEU) were 31.6, three times higher than the emissions for Post Panamax container ships, with a capacity larger than 4,400 TEU (Psaraftis and Kontovas, 2008). This difference is even larger for dry bulk ships, with a difference of more than a factor 10 between the smallest vessels (up to 5000 dwt) and capsize vessels (〉 120,000 dwt).
    DOI: 10.1787/5jrw1ktc83r1-en
    URL: lizenzpflichtig
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  • 6
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    Online Resource
    The Mediterranean Port Economy : The cases of Marseille and Mersin (2014)
    Paris : OECD Publishing
    Details
    Language: English
    Pages: 1 Online-Ressource (25 p.) , 21 x 29.7cm.
    Series Statement: International Transport Forum Discussion Papers no.2014/09
    Keywords: Transport ; France
    Abstract: Ports are no longer perceived as main drivers of urban economic development. A variety of factors have been identified in the academic literature to contribute to urban economic growth, ranging from human capital, entrepreneurial culture, diversity and infrastructure to planning and governance. Port infrastructure is in many cases not even considered as a potential source of economic development. Whereas efficient ports have contributed to a substantial reduction in transportation costs, and thus stimulated external trade and related economic development, the general perception is that most of the gains of external trade have spread out to other regions than the port area or the port region (e.g. Gripaios and Gripaios, 1995). This is related to de-concentration of logistics activity and “port regionalisation” tendencies (Notteboom and Rodrigue, 2005). In contrast, negative impacts related to ports have unevenly affected port-cities, including socio-economic impacts related to a unskilled workforce needed to sustain a port-industrial complexes that have ceased to be labour-intensive. Economic benefits of ports were less ambiguous in the past, when port-cities dominated trade-oriented emerging capitalist economies, as eloquently described in Braudel (1979).
    DOI: 10.1787/5jrw2z40j6zr-en
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  • 7
    Online Resource
    Online Resource
    Time Efficiency at World Container Ports (2014)
    Paris : OECD Publishing
    Details
    Language: English
    Pages: 1 Online-Ressource (32 p.) , 21 x 29.7cm.
    Series Statement: International Transport Forum Discussion Papers no.2014/08
    Keywords: Transport
    Abstract: The ability of ports to ensure efficient cargo transfers is one central dimension of their overall function as transport nodes. Before containerization, such as in the late nineteenth century, large seaports were already competing in their attempt providing fast transit between sea and land, in a context of growing global trades (Marnot, 2012). Such aspects are even more crucial nowadays when the port can be considered as only one element of value-driven supply chains (Robinson, 2002) or as a set of independent terminals operated by global actors (Olivier and Slack, 2006). While port efficiency as a whole may be understood from various perspectives, its influence on trade facilitation (Clark et al., 2004) and regional development (Haddad et al., 2010) has been well underlined. Ways to measure port efficiency and performance are very diverse, but the time factor has been so far largely left aside, especially in international comparative studies of ports. More frequent are case studies of specific aspects such as fast-ship services (De Langen, 1999), broader approaches such as the global synchronization of transport terminals in a context of space/time collapse (Rodrigue, 1999), or operations research about queuing models of vessels in relation to port entrance channels and berth allocation and productivity.
    DOI: 10.1787/5jrw2z46t56l-en
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