Academic literature on the topic 'ONE-PORT POLICY'
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Journal articles on the topic "ONE-PORT POLICY":
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Zhang, Le, Han-Won SHIN, and Xiao-Ming SONG. "A Study on the Development Strategies for China Lianyungang Port under One Belt One Road Policy." Journal of Fisheries and Marine Sciences Education 28, no. 6 (December 31, 2016): 1695–705. http://dx.doi.org/10.13000/jfmse.2016.28.6.1695.
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Achmadi, Tri, Firmanto Hadi, Hasan Iqbal Nur, Irwan Tri Yunianto, and Christino Boyke. "Study of Port Tariff Structure and Port Pricing Approach." Applied Mechanics and Materials 862 (January 2017): 226–31. http://dx.doi.org/10.4028/www.scientific.net/amm.862.226.
Abstract:
In order to support National Logistics System continuity there are at least three (3) main components that should synergize well, namely the sea side (sea transport), the land side (hinterland transport) and the part that connects between the two (port). Port performance will greatly affect the performance of the national logistics system as a whole. One of the indicator of a country's logistics performance evaluation is the ease of arranging shipments of goods at competitive prices (shipment). One of the components of logistics costs which become concern of many parties is the port costs, in order to support the national high logistics cost reduction, study related to the port tariff structure and its associated regulations is needed, especially a matter to formulate and determining policy related to pricing port services. The survey and analysis will be carried out in an attempt to identified the port tariff structure as basis to determining the port pricing model. Port tariff structure analysis include the Identification of port services and cost component (user and port operator point of view). Based on the analysis of transport logistics cost, the shipping cost contribute 48%, port cost 40% and hinterland cost 12%. The port cost on the container terminal, the stevedoring costs contribute 42%, followed by the cargodoring cost 58%. It takes further analysis for stevedoring tariff and tariff lift-on / lift-off container given a large contribution to the overall cost of loading and unloading at the port. Port pricing formulation problem associated with cost (competitiveness), performance (level of services) and value added (value added to the customer), so that the best approach for determinining port cost and tariff are: (1) the first best pricing approach is MC = MR = P, (2) the second best pricing approach is LRMC. We suggest that the pricing policy for ports where tariff formulation needs to consider the external factors (currency, rates, fuel price, minimum salary and etc) and differentiated based on the level of port service. Relevant quality level of port service factors are the time in port, and the punctuality of handling the vessel and its cargo. Port Tariff = f (Cost of Goods Manufactured (production unit cost), Margin, Level of Service (LS)) and Maximum Port Tariff = 1.25 % ofproduction unit cost .
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Diaz, Jorge A., Shesh N. Rai, Xiaoyoung Wu, Ju-Hsien Chao, Ajoy L. Dias, and Goetz H. Kloecker. "Phase II Trial on Extending the Maintenance Flushing Interval of Implanted Ports." Journal of Oncology Practice 13, no. 1 (January 2017): e22-e28. http://dx.doi.org/10.1200/jop.2016.010843.
Abstract:
Purpose: Retrospective studies suggest that it may be safe to extend the maintenance flushing interval of implanted ports from once every month, as recommended by the manufacturer, to once every 3 months, but no prospective cohort studies have been done specifically assessing the safety and feasibility of this intervention. Methods: This was a phase II study in oncologic patients who retained a functional port after completion of systemic chemotherapy. Patients enrolled in the study had their port flushed once every 3 months and were observed until completion of five scheduled flushes (one on enrollment and four additional flushes, one every 3 months) or development of any port-related complication, including infections, thrombosis, and occlusions. The primary end points were frequency of port-related complications and port failure requiring removal. Results: A total of 87 patients were enrolled in the study. The median follow-up time was 308 days, accounting for a total of 24,202 catheter-days. There were 10 port-related complications (11.49%; 95% CI, 4.85% to 18.14%). No infection or symptomatic thrombosis occurred. The mean time to port-related complication was 184 days. No patients developed port failure while on protocol, but on subsequent medical record review, four patients developed a complication that required port removal or port revision within 30 days of being removed from the trial (4.6%; 95% CI, 0.4% to 8.8%; 0.17/1,000 catheter-days). Conclusion: Extending the maintenance flushes of implanted ports in adult oncologic patients to once every 3 months is safe, effective, and likely to increase patient adherence and satisfaction while decreasing the associated cost.
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Makarenko, M., V. Prosyanok, and A. Shayhatdinov. "Investigation of Factors of EU Port Competitiveness." Economic Herald of the Donbas, no. 1 (63) (2021): 31–36. http://dx.doi.org/10.12958/1817-3772-2021-1(63)-31-36.
Abstract:
The importance of ports in the European context is proved by studying the various management characteristics and difficulties in developing a common European policy, as well as the measures taken by the EC to improve competition in this area. The main provisions of the Green Paper as a means of increasing competitiveness are considered and its main points are analyzed. The directions of the EU policy on the development of the port industry by regulating the competitive strategies of ports, in order to promote, regulate and ensure port competition at the local, regional and international levels, are considered. Transport is becoming an integral part of the production process, as globalization, ports and the maritime sector are key factors in logistics concepts. The EU's experience has shown that a cost-effective, reliable and competitive port system is of strategic importance for achieving the liberalization of competitive trade. Moreover, to ensure that the role of ports contributes to the success of these principles, the EU is trying to create a single national policy. The main purpose of this policy is to promote the means of managing port financing, competition and improving the state of the port industry. It was emphasized that the EU proposals can be reduced to four main areas: improvement and modernization of port infrastructure and their inclusion in the trans-European transport network; creation of a competitive playing field; promotion of research and development for ports; establishing a dialogue between all partners to address relevant issues. However, the first difficulty with the formation of a unified national policy in the port industry is the difference in the size of ports, capacity, geographical location, management, operation and employment. The main differences between European ports are the result of different cultures and ways of thinking. First of all, the three control theories are similar between the ports under study. Further, the size of the port can be local, national or international. There is a very important similarity between these ports, as they are all international; they serve the same great theory and are the gateway to Europe. Employment is an important factor, as in Europe you can find two part-time or basic wage or permanent jobs. On the other hand, the main differences that can be identified are the way of working and the geographical location. In other words, if the port is an estuary or coastal, it is a natural harbor or a system of closed docks. This factor is one of the main differences between ports, as it provides a comparative advantage in terms of maneuverability. others. These differences are actually one of the reasons why the EC initiated the EU Law, which should apply to ports.
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Mou, Naixia, Chunying Wang, Tengfei Yang, and Lingxian Zhang. "Evaluation of Development Potential of Ports in the Yangtze River Delta Using FAHP-Entropy Model." Sustainability 12, no. 2 (January 8, 2020): 493. http://dx.doi.org/10.3390/su12020493.
Abstract:
Port development potential refers to the potential but unrealized status and capacity of ports, which can become a reality when external conditions permit. A correct analysis of port development potential helps to better formulate investment response plans and national development strategies, and finally achieve the sustainable development of the ports. Based on the Automatic Identification System (AIS) data, basic port data, hinterland city data, traffic network data, and relevant economic and policy data, we constructed an evaluation index system of port development potential, and evaluated the development potential of eight representative ports in the Yangtze River Delta port group of China with the methods of FAHP-entropy (FAHP—Fuzzy Analytical Hierarchy Process). The results show that: (1) The development potential of the port group in the Yangtze River Delta is positioned in the upper middle level; its development prospects are considerable, and other countries or ports could give priority of cooperation with it to maximize its benefits. (2) Port economy and policy are the primary core indicators affecting the development potential of ports, while per capita GDP (gross domestic product), number of berths, and port network status are the secondary core indicators affecting the development potential of ports. (3) Ports with larger development potential usually have one or more outstanding indicators, while the potential of ports with balanced development among all indicators is relatively weak.
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Nurbaya, Fadliyah, and Winoto Hadi. "ANALISIS TINGKAT KEPUASAN PELANGGAN TERHADAP PELAYANAN PELABUHAN MUARA ANGKE." LOGISTIK 13, no. 1 (April 1, 2020): 19–30. http://dx.doi.org/10.21009/logistik.v13i1.17653.
Abstract:
The port has an important role in serving activities in one of the archipelago countries, Indonesia. The availability of services contained in ports for users of port services must be considered by the government which is excepted to be able to try to meet the level of port service performance expected of the high level of satisfaction of users of port service in DKI Jakarta. The policy of the DKI Jakarta Provincial Government in the field of transportation, especially in the department of transportation, the Unit for Management of water and Port Transportation. The services contained in the port that can be directly felt by users of port services are those that are available at the passenger port. One of the passanger ports in DKI Jakarta that is expected to provide a high level of satisfaction is Muara Angke Passanger Port. This research technique uses survey methods for sampling data, analysis of the discussion using descriptive analysis, gap method by calculating the level of suitability and cartesius diagram. As a result, users of port services are still not maximal in providing services in ports such as there is no service to provide information on emergency health care facilities and there is no convenience service for health services aimed at anticipating healt emergencies, so that users of port service immediateky receive help first.
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Zanne, Marina, Elen Twrdy, and Bojan Beškovnik. "The Effect of Port Gate Location and Gate Procedures on the Port-City Relation." Sustainability 13, no. 9 (April 27, 2021): 4884. http://dx.doi.org/10.3390/su13094884.
Abstract:
Ports are important hubs that have positive impacts on the regions they serve, but they also pose some challenges that need to be addressed. Many ports around the world have aligned their development strategies with the concept of green growth; however, the green and efficient performance of ports does not only depend on the port management itself; some elements need to be negotiated and approved by local and national governments. One of such elements is road port access. We investigated the impact of port gate location and port gate procedures on port’s performance by examining the case of the Adriatic port of Koper, the only Slovenian international cargo port. We found that significant external costs are incurred due to a non-optimized situation caused by the lack of coordination and cooperation on all levels, although the port of Koper is one of European core ports. Further, delayed digitalization of port gate procedures caused by port management adds to degradation of port city relations.
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Vidmar, Peter, Marko Perkovič, Lucjan Gucma, and Kinga Łazuga. "Risk Assessment of Moored and Passing Ships." Applied Sciences 10, no. 19 (September 29, 2020): 6825. http://dx.doi.org/10.3390/app10196825.
Abstract:
Accidents in port areas are generally relatively minor given the lower prevailing speeds, but dangerous cargo terminals located in the vicinity of populated areas present some risk of accidents with catastrophic consequences. The maritime risk assessment frameworks have been developed in many ports, but few include studies incorporating collisions between sailing and moored ships. This paper presents the risk assessment framework for such accidents. Moreover, it presents the important role of harbour regulations in the navigation risk management process within the port area. Today’s port regulations are created mostly based on the good practice of pilots and other experts, whereas quantitative methods are used less frequently. The intention of the presented case study was to demonstrate how quantitative risk assessment may be used in port policy development, which is why the method created is general and may be used in any terminal with dangerous cargo. The multi-stage method consists of several steps that make up a complex methodology, consisting of expert study, real-time simulation—a simulation of a collision in port is presented—and analytical-empirical calculations for consequence assessment. The case studies of the developed method are presented based on two real accidents, one in the Police port along the Świnoujście-Szczecin waterway, and the second in the Port of Koper in Slovenia. The results of this study present the parameters of the ship’s safe approach to the terminal area, such as velocity and approaching angle. These parameters are used to calculate the impact forces in the case of a collision between a moored and passing ship and its consequences on ship integrity as well as on mooring arrangement. Based on probability and consequences, the risk is evaluated and discussed in the sense of port safety. The presented method could be used as the framework for risk assessment of collisions in a port area, particularly when dealing with dangerous cargo or sensitive vessels such as cruise ships.
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Rinardi, Haryono, and Yety Rochwulaningsih. "Inter-islands Dynamic Economy: Colonial Policy on the Indonesian Ports Development for International and Domestic Shipping During Colonial Times." Journal of Maritime Studies and National Integration 4, no. 1 (June 13, 2020): 33–44. http://dx.doi.org/10.14710/jmsni.v4i1.7899.
Abstract:
As a capital-intensive transport technology linked to industrialized economies, ports become more essential economic infrastructure for developing periphery. Using the historical method, this article examines the relations between ports construction and the development of the voyages of the Indonesian archipelago, which was before called the Dutch East Indies. Based on the results, the port's construction caused by several factors. First, the colonial government wanted to reduce Singapore's role as an entre-port for the Dutch East Indies shipping activities, so that several ports been developed in the outer islands of Java. Second, ports development in outer islands became one of the Dutch economic expansions. Third, to relinquish reliance on foreign shipping companies, the colonial government then developed KPM and gave a monopoly right of shipping across the islands. Fourth, the utilization of modern ship engines in shipping led the growing up international voyages and had prompted the government to develop ports. Another interesting finding from this article is the relation between shipping and trade, the port constructions in various parts of the Dutch East Indies has encouraged trading networks developed in the area.
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Kotowska, Izabela, Marta Mańkowska, and Michał Pluciński. "Inland Shipping to Serve the Hinterland: The Challenge for Seaport Authorities." Sustainability 10, no. 10 (September 28, 2018): 3468. http://dx.doi.org/10.3390/su10103468.
Abstract:
The competitiveness of seaports is predominantly affected by factors external to the ports themselves, connected mainly with the quality of the hinterland and foreland infrastructure. Measures taken in these areas are reflected in the main objectives of the port strategies. Concurrently, the measures may have adverse environmental impacts (pollutant emissions, noise, land occupancy, etc.) and deteriorate the life quality of the port city’s communities. Therefore, measures taken by seaport authorities to improve their competitiveness must also heed the idea of sustainable development (sustainable port strategy). The answer to this challenge is the idea of green ports, being an element of the corporate social responsibility (CSR) strategies of seaports. One of the elements of this concept is promoting more environmentally friendly transport modes/transport chains in serving the hinterland as an alternative to road transport. Inland shipping is the most environmentally friendly and also cost-competitive mode of transport. Therefore, a modal shift from road to inland waterways is one of the elements of the European Union sustainable transport policy, as well as also gaining importance in the development policies of seaport authorities as an element of a green port strategy. However, this issue has been relatively rarely addressed in the seaport economics literature. In particular, there has been a lack of studies that would make it possible to answer the question of what kind of action should be taken by seaport authorities in order to increase the share of inland shipping in hinterland transport. This article aimed to develop a concept of a promotion policy to be applied by seaport authorities to increase the share of inland shipping in hinterland transport. The study used the elements of a multiple case study design method which included the following seaports: Antwerp, Rotterdam, Hamburg, and the Marseilles–Fos port complex. This article was dedicated to identifying, analyzing, and classifying the policies implemented by these European seaports to promote inland waterway transportation. The research showed that these actions were quite similar in terms of their scope. The actions were classified as external and internal initiatives. The most common external actions included initiatives that improved the quality of inland waterways and the quality of shipping connections with the hinterland. Internal initiatives focused on improving the port’s infrastructure for barges and on implementing an appropriate information policy. The presented concept of a promotion policy can be a road map for all port authorities aiming to improve the quality of inland shipping as a mode of hinterland transport.
Dissertations / Theses on the topic "ONE-PORT POLICY":
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Се, В., and W. Xie. "Торгово-экономические отношения империи Цин с Россией и Европой (1722-1820) : магистерская диссертация." Master's thesis, б. и, 2021. http://hdl.handle.net/10995/100787.
Abstract:
Цель исследования – изучить развития торговой деятельности Китая с Россией и европейскими странами в рамках внешнеторговой политики, проводимой правителями Цинской империи в разные периоды. Объект данного исследования – торгово-экономические отношения Китая с Россией и Европой в 1722-1820 гг. Предмет исследования – торговая деятельность Китая с Европой и Россией и политика экономического развития, проводимая цинским правительством в указанный хронологический период. Представленная магистерская диссертация состоит из введения, трех глав, заключения, списка используемых источников и литературы, приложений. В первой главе рассматривается развитие межгосударственных торговых контактов Китая с Европой и Россией в эру Юнчжэн. Во второй главе исследуется этап активизации русско-китайских торговых отношений на Севере Китая в Кяхте и становление особой системы монопольной торговли с иностранцами в Гуанчжоу в эру Цяньлун. В третьей главе проанализированы особенности торговли на территории Кяхты и Гуанчжоу при императоре Цзяцине. В заключении приводятся краткие выводы по проведенным исследованиям.The aim of the study is to examine the development of China's trade activities with Russia and European countries within the foreign trade policy pursued by the rulers of the Qing Empire in different periods. The object of this study is trade and economic relations of China with Russia and Europe. Subject of the research is China's trade activities with Europe and Russia and economic development policies pursued by the Qing government in the specified chronological period. This master's thesis consists of an introduction, three chapters, a conclusion, a list of used sources and literature, and appendices. The first chapter examines the development of China's interstate trade contacts with Europe and Russia in the Yongzheng era. The second chapter examines the stage of activation of the Russian-Chinese trade relations in the North China and formation of the special monopoly trade system with foreigners in Guangzhou in the Qianlong era. The third chapter analyses peculiarities of trade in the territories of Kyakhta and Guangzhou under the Jiaqing Emperor. The conclusion concludes with brief conclusions of the research.
Books on the topic "ONE-PORT POLICY":
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United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Passage and implementation of S. 1214, the Port and Maritime Security Act: Field hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred Seventh Congress, second session, February 19, 2002. Washington: U.S. G.P.O., 2003.
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United States. Congress. Senate. Committee on Homeland Security and Governmental Affairs. The future of port security: The GreenLane Maritime Cargo Security Act : hearing before the Committee on Homeland Security and Governmental Affairs, United States Senate, One Hundred Ninth Congress, second session, April 5, 2006. Washington: U.S. G.P.O., 2007.
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United, States Congress House Committee on Government Operations Information Justice Transportation and Agriculture Subcommittee. Charging a fee to enter the United States at a land border port: Hearing before the Information, Justice, Transportation, and Agriculture Subcommittee of the Committee on Government Operations, House of Representatives, One Hundred Third Congress, first session, August 3, 1993. Washington: U.S. G.P.O., 1994.
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United, States Congress House Committee on Government Operations Information Justice Transportation and Agriculture Subcommittee. Charging a fee to enter the United States at a land border port: Hearing before the Information, Justice, Transportation, and Agriculture Subcommittee of the Committee on Government Operations, House of Representatives, One Hundred Third Congress, first session, August 3, 1993. Washington: U.S. G.P.O., 1994.
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United States. Congress. House. Committee on Government Reform. Subcommittee on Energy Policy, Natural Resources, and Regulatory Affairs. What regulations are needed to ensure port security?: Hearing before the Subcommittee on Energy Policy, Natural Resources and Regulatory Affairs of the Committee on Government Reform, House of Representatives, One Hundred Eighth Congress, first session, April 24, 2003. Washington, D.C: U.S. G.P.O., 2003.
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United States. Congress. House. Committee on Government Reform. Subcommittee on Energy Policy, Natural Resources, and Regulatory Affairs. LNG import terminal and deepwater port siting: Federal and state roles : hearing before the Subcommittee on Energy Policy, Natural Resources, and Regulatory Affairs of the Committee on Government Reform, House of Representatives, One Hundred Eighth Congress, second session, June 22, 2004. Washington: U.S. G.P.O., 2005.
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United States. Congress. House. Committee on Government Reform. Subcommittee on Criminal Justice, Drug Policy, and Human Resources. Port security: Protecting Florida's ports from the threat of drug trafficking : hearing before the Subcommittee on Criminal Justice, Drug Policy, and Human Resources of the Committee on Government Reform, House of Representatives, One Hundred Sixth Congress, second session, October 31, 2000. Washington: U.S. G.P.O., 2001.
Book chapters on the topic "ONE-PORT POLICY":
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Hadi, Ali H., and Hussein Al-Bahadili. "A Hybrid Port-Knocking Technique for Host Authentication." In IT Policy and Ethics, 493–514. IGI Global, 2013. http://dx.doi.org/10.4018/978-1-4666-2919-6.ch023.
Abstract:
This chapter presents the detail description of a Port-Knocking (PK) technique, which should avert all types of port attacks and meets all other network security requirements. The new technique utilizes four well-known concepts, these are: PK, cryptography, steganography, and mutual authentication; therefore, it is referred to as the Hybrid Port-Knocking (HPK) technique. It is implemented as two separate modules. One is installed and run on the server computer, either behind the network firewall or on the firewall itself, and the other one is installed and run on the client computer. The first module is referred to as the HPK server, while the second is the HPK client. In terms of data processing, the technique consists of five main processes; these are: request packetization and transmission, traffic monitoring and capturing, mutual authentication, request extraction and execution, and port closing. The HPK technique demonstrates immunity against two vital attacks, namely, the TCP replay and Denial-of-Service (DoS) attacks.
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Miller, Michael B. "Conclusion." In Maritime Transport and Migration. Liverpool University Press, 2007. http://dx.doi.org/10.5949/liverpool/9780973893434.003.0009.
Abstract:
This final chapter offers a conclusion to the overall findings of the journal. It summarises the core factors of mass migration: migration patterns and networks; the role of governments and immigration policy; the importance of steamship emigration agents; the business of migration; and the shifting role of ports and port infrastructures. It concludes by suggesting that maritime and migration historians can further their studies by expanding and exploring one another’s territories.
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Sorkin, David. "Civil Rights in Western Europe." In Jewish Emancipation, 72–79. Princeton University Press, 2019. http://dx.doi.org/10.23943/princeton/9780691164946.003.0006.
Abstract:
This chapter focuses on how western European states introduced limited changes to the Jews' status in the eighteenth century. England introduced a policy of naturalization for Jews in its colonies in part to compete with Holland's successful free port (St. Eustatius). However, only the wealthy could aspire to naturalization. The merchant elite's effort to gain easier naturalization with the “Jew Bill” (1753) failed when it became embroiled in the general Whig-Tory conflict. In France, the Jews of Bordeaux reached the acme of corporate privileges by gaining residential and commercial freedom throughout the kingdom. In contrast, Alsatian Jewry continued to suffer from major restrictions. The privileges it brought from the Holy Roman Empire were at odds with a centralizing French administration. Moreover, occupational and residential restrictions that forced Alsace's Jews into moneylending and petty trade created enduring tensions with the surrounding populace. Louis XVI's patents (1784) removed one demeaning law but otherwise imposed harsher laws on most Jews while further privileging the wealthy. Since Louis XVI's Edict of Toleration for Protestants (non-Catholics) did not apply to Jews, his government attempted, but failed, to produce legislation for Jews modeled on Joseph II's.
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Fischer, Lewis R. "Port Policies: Seaport Planning around the North Atlantic, 1850-1939." In Harbours and Havens. Liverpool University Press, 1998. http://dx.doi.org/10.5949/liverpool/9780968128862.003.0011.
Abstract:
This final essay explores the proposal of an integrated ports policy in the North Atlantic. It describes a proposed Canadian national ports policy, and attempts to explain why it never came to pass. It also looks to the developments of the rest of the North Atlantic in regard to ports policy, and asserts that in general, there has never been a true attempt to instate it. Author Lewis R. Fischer presents both sides of the argument for and against national ports policy, and concludes by suggesting that ports have traditionally been one of the most poorly governed sectors of the maritime economy, but that new ideas and new avenues of governance can significantly alter this.
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Richter, Klaus. "Awakening the Hinterland." In Fragmentation in East Central Europe, 204–51. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780198843559.003.0006.
Abstract:
This chapter traces how the ripple-like effects of territorial fragmentation entirely reconfigured the relationship of Baltic Sea ports with one another and with their respective hinterlands. Whereas many localities across Europe declined as a consequence of the disruption of established trade networks, some, such as the Polish port of Gdynia, experienced an astonishing boom, and others, such as Kaunas and Danzig, were thoroughly transformed. Here one group’s loss was the other group’s gain. The chapter explores how liberals on the one hand and supporters of ‘statism’ on the other negotiated highly specific, state-centred national economies based on cooperative systems that worked almost exclusively through members of the titular nations. It argues that both the construction of Gdynia and the annexation of Klaipėda were crucial and successful components in strategies of what was deemed an ‘emancipation of foreign trade’.
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Moller, Astrid. "Naukratis as ‘Port of Trade’." In Naukratis. Oxford University Press, 2000. http://dx.doi.org/10.1093/oso/9780198152842.003.0010.
Abstract:
This chapter is devoted to an interpretation of the written sources alongside the archaeological material discussed above. It will proceed by way of an investigative account (untersuchende Darstellung), one kind of historiography distinguished from other historical narratives by Johann Gustav Droysen, the German historian. Droysen regarded this way of writing history as especially suitable for those historical periods in which the evidence at hand is scarce and garbled. An investigative account proceeds on the premise that the result still has to be found; it is not a record of the steps actually followed by the historian in his investigation, but a reconstruction of this investigation in terms of the principles underlying it. My account will therefore reproduce the process of scrutiny as guided by the ‘port of trade’ model which I have adopted. Naukratis is mentioned in a multitude of written sources; however, few of these are of significance for our purposes. The earliest account of any considerable length is to be found in Herodotus’ Histories, 2. 178–9. His Egyptian logos represents the most detailed and most important classical outline of Egypt’s political and cultural conditions, particularly those at the time of the Saite dynasty. His ethnographic achievement influenced every successive description, whether Greek or Latin. Unfortunately, there are aspects in which his account of Naukratis is lacking in clarity; furthermore, the archaeological evidence has served to qualify his information. Nonetheless, this does not have the effect of rendering Herodotus’ account as such unreliable, because it is not in the nature of archaeological material to do so, as Snodgrass quite rightly observes. Herodotus reports: 178: Amasis, being a Philhellene, granted some Greeks certain rights, and in particular he gave those who came to Egypt the polis Naukratis to dwell in. And, what is more, to those among them who were going to sea and did not want to live there [in Naukratis] permanently he gave lands to erect altars and temenea for the gods. Of these latter the largest which is also the best known and most visited temenos is the so-called Hellenion; it was set up by the joint efforts of these poleis: of the Ionians Chios, Teos, Phocaea, and Clazomenae, of the Dorians Rhodes, Cnidus, Halicarnassus, and Phaselis, and of the Aeolians Mytilene alone.
Conference papers on the topic "ONE-PORT POLICY":
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Takahashi, Koji, Yasuo Kasugai, and Takeo Kondo. "Smooth Redemption Policy of Port Facilities in Case of Ocean Space Utilization." In ASME 2015 34th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/omae2015-41026.
Abstract:
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.
2
Sawkins, David, and Jenni Kakkonen. "Ballast Water Management: Policy to Sampling - the Orkney Experience." In IMarEST Ballast Water Technology Conference. IMarEST, 2017. http://dx.doi.org/10.24868/bwtc6.2017.011.
Abstract:
Orkney Islands Council is the Statutory Harbour Authority for Scapa Flow – a 324.5km2 area of deep water and sheltered anchorage in the Orkney Islands, north of mainland Scotland, with a long history and present use by all types of shipping. This paper will provide a short introduction to the development of the IMO and EU Directive compliant Ballast Water Management Policy for Scapa Flow which was approved by the competent planning authority in December 2013. Scapa Flow is in an environmentally sensitive area, this along with best practice was taken into account when developing the Policy – which includes strict and enforceable requirements on vessels and the Harbour Authority with regards to operations, monitoring and reporting. Since its approval there have been thirty-three occasions where ballast water discharge into Scapa Flow (by various types of vessels) has been requested. The Policy requires that vessels requesting to discharge ballast water into Scapa Flow must exchange and treat (where a treatment system is fitted) on every visit to Scapa Flow (no exceptions or exemptions allowed). To date thirty-one vessels have carried out exchange and two have carried out exchange and treat – all as per the Policy. This paper will deal with the setting of an IMO compliant Ballast Water Policy through to practical application by a Statutory Harbour Authority for a period of three years from 2013 to present day – with examples of ship types, amounts, any restrictions imposed, checks and reports made. It will include – with input from the Harbour Authority’s Marine Environment Unit lead by Jenni Kakkonen –a review of the positive actions, problems, solutions and overall results obtained so far regarding taking ballast water samples from these vessels, analysing the same and recording of details. There is a continual review and reporting process with regards to the effectiveness of the Policy to the Orkney Marine Environment Protection Committee (comprising of all the relevant statutory advisors and interested groups). The paper will contain the Harbour Authority’s way ahead in order to remain compliant, maintain its knowledge base of new technologies and environmental reports – all with the continued aim of maintaining the environment and commercial sustainability of Scapa Flow as a leading port and harbour.
3
McCauley, Dave, Douglas Metcalfe, Marcia Blanchette, and Tom Calvert. "The Government of Canada’s Programs for Radioactive Waste Cleanup and Long-Term Management." In ASME 2009 12th International Conference on Environmental Remediation and Radioactive Waste Management. ASMEDC, 2009. http://dx.doi.org/10.1115/icem2009-16133.
Abstract:
The Government of Canada’s 1996 Policy Framework for Radioactive Waste Management establishes that waste owners are responsible for the management of their radioactive wastes. This includes the planning, funding, and implementation of long-term waste management initiatives. Within this context, the Government has established three separate programs aimed at addressing the long-term management of radioactive waste for which it has accepted responsibility. The largest of these programs is the Nuclear Legacy Liabilities Program (NLLP). The objective of the NLLP is to address radioactive waste and decommissioning liabilities resulting from 60 years of nuclear research and development at Atomic Energy of Canada Limited (AECL) sites in Canada. In 2005, the Government increased the value of this liability in its Public Accounts based on a new, 70-year long-term strategy and, in 2006, it implemented a $520 million 5-year work plan to initiate the strategy. The cost of implementing the full strategy is estimated at about $7 billion (current-day dollars). Canada’s Historic Waste Program is a second program that is designed to address low-level radioactive wastes across Canada that are not managed in an appropriate manner for the long-term and for which the current owner can not reasonably be held responsible. These wastes mainly emanate from the refining and use of radium in the 1930s and the very early days of the nuclear industry in Canada when radioactive ores were mined and transported long distances for processing. While the Historic Waste Program has been in place since 1982, the Government of Canada launched the Port Hope Area Initiative in 2001 to deal with the bulk of the waste. Finally, the Government of Canada has entered into two agreements with Canadian provincial governments on roles and responsibilities relating to the decommissioning of uranium mine and mill tailings sites. These agreements, one with the Province of Ontario and one with the Province of Saskatchewan, establish the responsibilities of each level of government to address circumstances where further decommissioning work is required and the producer can no longer be held responsible. The paper will provide an overview of these environmental remediation programs for radioactive waste and will describe recent progress and future challenges.