Research seminar at Kühne Logistics University KLU: Global shipping network dynamics during the COVID-19 pandemic’s initial phases…
The CSGL strengthens the position of KLU in Global Container Logistics, leveraging on the partnership with Hapag-Lloyd, promoting KLU as a leading university in this field and contributing to establish Hamburg as an international maritime knowledge hub.
To produce and disseminate evidence that promotes the evolution of a future competitive and sustainable (economic, social and environmental) shipping and port sector, and the adoption of policies, strategies, actions and programs that generate the conditions and capacities to be competitive in a digitalized world.
To be a platform for interdisciplinary research, collaboration and knowledge transfer, creating a point of reference for the community of researchers, professionals and public sector (in Germany/Europe/World) to promote the investigation of the future evolution and transformation of the maritime and port sector.
(2022): Bridging the Maritime-Hydrogen Cost-Gap: Real options analysis of policy alternatives, Transportation Research Part D: Transport and Environment, 107: 103283.
Abstract: Alternative, and especially renewable, marine fuels are needed to reduce the environmental and climate impacts of the shipping sector. This paper investigates the business case for hydrogen as an alternative fuel in a new-built vessel utilizing fuel cells and liquefied hydrogen. A real option approach is used to model the optimal time and costs for investment, as well as the value of deferring an investment as a result of uncertainty. This model is then used to assess the impact of a carbon tax on a ship owner’s investment decision. A low carbon tax results in ship owners deferring investments, which then slows the uptake of the technology. We recommend that policymakers set a high carbon tax at an early stage in order to help hydrogen compete with fossil fuels. A clear and timely policy design promotes further investments and accelerates the uptake of new technologies that can fulfill decarbonization targets.
(2022): Transparency in port governance: setting a research agenda, Journal of Shipping and Trade, 7 (1): .
Abstract: This study examines the concept of transparency as practiced (or not) in ports. It explores the availability of information to the general public and port stakeholders through the ports’ most public face—its website, studying public ports in North America, Europe, and Latin America and the Caribbean. This exploratory research centred on identifying the parameters that would be useful for the general public to have sufficient information to monitor, review and in many cases, participate in the decision-making processes carried out by the port authority, irrespective of whether or not laws mandate such disclosure. Fifty-one items were identified for the examination of each port’s website, focusing primarily on four major categories: decision-making governance, port communications and accessibility, transparency in reporting and in port operational activities. Using nine items as proxies for the 51, the research reveals uneven levels of port transparency both regionally and by governance model. The study reveals a need for increasing and differentiating the existing levels and standards of transparency in the governance of the port industry, and for greater consistency between ports within and across regions. The study concludes with a research agenda for future research.
: Deep adaptation and collapsology, in: Francisco Javier Carrillo (ed.): Knowledge for the Anthropocene: 1 ed., Edward Elgar Publishing Ltd: Cheltenham, UK, 145-156.
Abstract: This chapter discusses the recent concepts of “deep adaptation” and “collapsology”, which argue that, rather than climate change bringing discrete challenges to which cities can adapt separately, we should rather expect “disruptive and uncontrollable levels of climate change, bringing starvation, destruction, migration, disease and war”. These perspectives are then extended via the “fragile world” hypothesis, which argues that the interconnectedness of modern systems produces a level of fragility that leads to an existential risk. It is argued that these perspectives have arisen as a response to climate mainstreaming and post-politics that have co-opted climate concerns and prevented meaningful action. While cities can adapt to individual climate change threats such as sea level rise and storms by various methods such as reinforced infrastructure, the fragility arising from the interconnectedness of modern systems leaves them vulnerable to systems collapse(s). These collapses can arise from the breakdown of global supply chains disrupting supply of food and other essential goods as well as the breakdown of global or even national energy, water and communication systems. This chapter accordingly argues that normal concepts of resilience that aim to overcome disruptions and return to business as usual are flawed. Instead, “deep adaptation” is needed, moving towards economic models based on degrowth and key systems reoriented towards localised supply and storage designed on principles of redundancy rather than efficiency.
: Dry Ports, in: Vickerman, Roger (ed.): International Encyclopedia of Transportation, Elsevier, 344-348.
Abstract: Dry ports are one key option in effective port hinterland integration. This article discusses the development of the dry port discussion over the last three decades and identifies the current main challenges and potential to make these part of more sustainable transport systems.
(2021): Visibility and verifiability in port governance transparency: exploring stakeholder expectations, WMU Journal of Maritime Affairs: 435-455.
Abstract: Transparency remains an under-analyzed topic in port research, and previous research has shown that port decision-making and governance reporting are inconsistent across countries. While transparency might be imposed through legislation or voluntarily adopted, effective transparency also includes (a) an organization’s willingness to consistently communicate and make transparent information available to internal or external stakeholders and (b) the stakeholder`s expectations on the visibility and verifiability of information. This paper focuses primarily on the second of these, extending an earlier study that explored the availability of information accessible to the public and port stakeholders through a port’s most public face—its website (Brooks et al. 2020). This research examines a subset of 27 governance variables from Brooks et al. (2020), who explored 59 separate items to identify transparency practices by ports, revealing uneven levels of port transparency. The scope is to identify what different port stakeholders expect to be visible and readily available in terms of board meeting openness, board director conflict of interest, board provided information, and board reports/publications. Stakeholders also provided their perceptions of how trustworthy board reporting was perceived. The data set includes 134 usable responses from 38 countries and this paper analyzes similarities and differences across stakeholders and countries. The responses from the survey are also considered in the light of the results from Brooks et al. (2020) and the extent that ports currently make these variables visible and available. The study concludes by discussing a further research agenda towards a more transparent and thus better port industry.
(2021): Port system evolution in Ecuador - Migration, location splitting or specialisation?, Journal of Transport Geography, 93: .
Abstract: Port facilities expand or are relocated from their original locations according to several factors, such as outgrowing a limited space or avoiding clashes of use with expanding cities. Previous spatial models such as the famous Anyport model imply a natural evolution in port systems which can in reality be complicated by issues of port governance and competition. The goal of this paper is to enrich the Anyport model with insights from port governance and the port life cycle model, focusing on strategies of port actors to avert a potential decline when the port reaches geographical or economic constraints. The empirical application explores the evolution over five decades of the port of Guayaquil, Ecuador's primary port and the second-busiest container port on the west coast of South America. In the 1990s and 2000s, port governance reform introduced devolution from the national level to local port authorities, the signing of terminal concessions to private operators and competition from other ports in the vicinity. In 2006 a new deep-water port, 85 km downriver and in a different governance jurisdiction, was proposed. Continuous legal and operational challenges stalled the construction of the new port, until it finally entered into operation in 2019. Despite this development, the existing Guayaquil port decided to go ahead with more channel dredging and to extend the existing container terminal concession for an additional 20 years in order to maintain its operations. Thus, rather than a simple port migration to deeper water based on specialisation of tasks between deep sea and feeder activities, what has emerged is a competitive situation for the same hinterland between old and new ports. The port life cycle model provides a more dynamic view than purely spatial models, highlighting governance conflicts between local and national levels, power dynamics between global carriers and port terminal operators, changes in intra- and inter-port competition and horizontal complexities arising from municipal and regional boundaries between existing and available port locations.
(2020): Geographies of Maritime Transport, Edward Elgar Publishing Ltd: Cheltenham, UK, 978 1 78897 663 3..
Abstract: This multidisciplinary book delivers a unique collection of well-considered, empirically rich and critical contributions on maritime transport geographies. It covers a wide range of markets and territories as well as institutional, environmental and future issues.
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