Journal articles: 'Port Privatization'

1

Montero Llacer, Francisco J. "Port privatization in Panama." Marine Policy 30, no. 5 (2006): 483–95. http://dx.doi.org/10.1016/j.marpol.2005.06.017.

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Cullinane, Kevin, and Dong-Wook Song. "Port privatization policy and practice." Transport Reviews 22, no. 1 (2002): 55–75. http://dx.doi.org/10.1080/01441640110042138.

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Pian, Feng, Lili Xu, Yuyan Chen, and Sang-Ho Lee. "Global Emission Taxes and Port Privatization Policies under International Competition." Sustainability 12, no. 16 (2020): 6595. http://dx.doi.org/10.3390/su12166595.

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This study considers two asymmetric ports under international competition in which each country has a hub port and a private manufacturer and investigates strategic interactions between port privatization and emission tax policies. We emphasize the key role of the relative market size between the two countries and show that in a privatization choice game, port privatization is a dominant strategy in a larger country, but it will be chosen by a smaller country only if its relative market size is not so small. We also show that the coordination of global emission taxes before privatization choices can induce the equilibrium of the game to be globally optimal when the emission tax is relatively high. This finding provides an important policy implication on the climate change that coordinated global environmental policy is imperatively required in the port privatization policy.

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Frankel, Ernst Gabriel. "Debt—equity conversion and port privatization." Maritime Policy & Management 19, no. 3 (1992): 201–9. http://dx.doi.org/10.1080/751248661.

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Matsushima, Noriaki, and Kazuhiro Takauchi. "Port privatization in an international oligopoly." Transportation Research Part B: Methodological 67 (September 2014): 382–97. http://dx.doi.org/10.1016/j.trb.2014.04.010.

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조세 통젠, 최경숙, and Young-Tae CHANG. "Port efficiency and privatization: Bayesian approach." Journal of Shipping and Logistics 34, no. 1 (2018): 87–108. http://dx.doi.org/10.37059/tjosal.2018.34.1.87.

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7

Burkhalter, Larry A. "Port privatization, labour reform and social equity." CEPAL Review 1995, no. 57 (1995): 57–73. http://dx.doi.org/10.18356/94ff81ec-en.

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Bassett, Keith. "British port privatization and its impact on the port of Bristol." Journal of Transport Geography 1, no. 4 (1993): 255–67. http://dx.doi.org/10.1016/0966-6923(93)90050-a.

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Bennett, Michael. "Private sector responses to port privatization in India." Maritime Policy & Management 22, no. 3 (1995): 261–64. http://dx.doi.org/10.1080/03088839500000063.

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Sinha, Deepankar, and Shuvo Roy Chowdhury. "Optimizing private and public mode of operation in major ports of India for better customer service." Indian Growth and Development Review 12, no. 1 (2018): 2–37. http://dx.doi.org/10.1108/igdr-08-2017-0056.

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PurposeThe Government of India announced its liberalization policy in the year 1991. Since then, the major ports in India introduced privatization in various forms into their operations. However, the share of total traffic (cargo) handled by major ports fell from 90 per cent in 1991 to around 70 per cent in 2015, losing share to minor ports. These major ports, except for the port of Kamarajar, are governed by the Major Port Trust Act, 1961. None of the Indian ports feature amongst the top 20 ports of the world. Interestingly, several ports in Asia, namely, seven ports from China, Singapore, Hong Kong and Malaysia are on that list. Several studies and reports have shown that privatization in India did not yield the desired results. Ports in India have adopted a hybrid mode of governance, aligned between a landlord port model and a service port model. This paper aims to address the question – What is the optimal way to mix privatisation and government control in the operations of major ports of India.Design/methodology/approachIn this paper, the authors attempt to develop an optimization model for port planners to decide on the optimum mix of privatized and self-managed operations so as to maintain efficiency and maximize revenue.FindingsThe model tested on a major port in the country shows that the present privatization policy followed by the port needs revision. A similar plan to revise their policies can be carried out for other major ports in the country.Originality/valueThe model is generic and can be used by any port in the world operating under conditions similar to those in India.

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Choi, Kangsik, and Seonyoung Lim. "Tariff protection and port privatization: An import-competing approach." Maritime Economics & Logistics 20, no. 2 (2016): 228–52. http://dx.doi.org/10.1057/s41278-016-0004-1.

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Czerny, Achim, Felix Höffler, and Se-il Mun. "Hub port competition and welfare effects of strategic privatization." Economics of Transportation 3, no. 3 (2014): 211–20. http://dx.doi.org/10.1016/j.ecotra.2014.06.002.

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Obed, B. C. Ndikom. "A Critical Assessment of Port Privatization Policy and Port Productivity in Nigerian Maritime Industry." Greener Journal of Environmental Management and Public Safety 2, no. 4 (2013): 158–65. http://dx.doi.org/10.15580/gjemps.2013.4.121912333.

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14

Davis, Colin. "The Politics of Ports: Privatization and the World's Ports." International Labor and Working-Class History 71, no. 1 (2007): 154–61. http://dx.doi.org/10.1017/s0147547907000385.

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AbstractThe recent controversy over a foreign-owned company running a US port brought attention to the creeping privatization of work in ports worldwide. Since the 1980s, there has been a head-long rush to privatize ports. The pace can be best described as rapid and chaotic. For some economists privatization is seen as a method to increase efficiency. But the process has substantial critics. For many privatization is perceived as problematic. There is evidence that the process does not indeed lead to savings and greater efficiency. Instead, the process has been haphazard and far from uniform in its application. Even where there is an entrenched presence, savings from privatization have yet to be realized. Others have made the point that the process cannot be transferred to ports in the developing world. That is, the multiplicity of ports and transportation problems in the interior make privatization more like wishful thinking than a policy that can work.

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Baek, In-Hum. "Development of Model for the Alternative Selection of Port Privatization." Journal of Fisheries and Marine Sciences Education 26, no. 6 (2014): 1442–50. http://dx.doi.org/10.13000/jfmse.2014.26.6.1442.

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16

Cui, Han, and Theo Notteboom. "Modelling emission control taxes in port areas and port privatization levels in port competition and co-operation sub-games." Transportation Research Part D: Transport and Environment 56 (October 2017): 110–28. http://dx.doi.org/10.1016/j.trd.2017.07.030.

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Lee, Sanghack, and Jungran Cho. "Optimal number of ports and implications for Korea’s port policy." Journal of Korea Trade 21, no. 1 (2017): 56–68. http://dx.doi.org/10.1108/jkt-12-2016-0050.

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Purpose Many governments around the world have strategically privatized their ports. The privatized ports try to maximize profits by setting higher charges for port services and attracting transship cargos. This paper shows that such privatization of ports can be complemented by adjusting the number of ports. Specifically, the purpose of this paper is to derive the optimal number of ports in cases in which ports serve transship and domestic cargos. Design/methodology/approach This paper constructs a theoretical model in which ports compete with each other for transship and domestic cargos. In the first stage, the government determines the number of ports. In the second stage, the ports compete with each other in quantity to maximize profits. The authors have derived the optimal number of ports that maximizes national welfare. Findings The optimal number of ports is expressed as a function of the slope of the demand curve, the slope of the supply curve, and the share of domestic demand relative to total demand for port services. It is shown that the optimal number of ports tends to increase as the share of domestic cargo increases. The optimal number of ports, n*, is given as n*=1/(1−θ), where θ denotes the share of domestic demand in total demand for port services, when the unit cost of port services is constant. Research limitations/implications The analysis in the present paper is confined to the case of unilateral intervention by the government of the domestic country. Analyzing interaction among governments via competition policy would offer valuable policy implications. Practical implications The results of the current research offer important implications for Korean port policy in the context of maritime industrial changes, in particular, China’s New Silk Road initiative. In particular, the findings of this study suggest that Korea’s investment in ports should be concentrated on ports with competitive advantages. Originality/value Relatively scant attention has been paid to the possibility, or need, of strategic privatization being complemented by governmental competition policy. Filling this knowledge gap, the authors have shown that the government can mitigate the negative effects of privatization on domestic consumer surplus by introducing competition in the supply of port services.

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Alexandru, Crăciun Mădălin. "The Implications of Privatization to the Organization Model of Constanta Port." Procedia Economics and Finance 15 (2014): 522–29. http://dx.doi.org/10.1016/s2212-5671(14)00501-2.

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Lee, DongJoon, Seonyoung Lim, and Kangsik Choi. "Port privatization under Cournot vs. Bertrand competition: a third-market approach." Maritime Policy & Management 44, no. 6 (2017): 761–78. http://dx.doi.org/10.1080/03088839.2017.1336262.

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Gana-Oueslati, Emna, and Daniel Labaronne. "Corporate Social Responsibility, Managerial Entrenchment and Privatization. Example of an Algerian Public Company." Management international 15, no. 4 (2011): 37–47. http://dx.doi.org/10.7202/1006190ar.

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We focus on strategic choices of managers of a public port in Algeria. These choices are embodied in a policy of corporate social responsibility: quality certification, safety and environmen, public-private partnerships, investment citizens. We try to understand what prompted the managers of this company to move in this direction. We propose to interpret their managerial choices as the result of a policy of rooting. We suggest that this policy is likely to put them in a beneficial position on the day the privatization of port activities Algeria will return to the facts.

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Lee, Sang-Ho. "Economic Modelling of Emission Tax and Port Privatization in an International Competition." Journal of Economic Studies 37, no. 3 (2019): 151–73. http://dx.doi.org/10.30776/jes.37.3.7.

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Tongzon, Jose, and Wu Heng. "Port privatization, efficiency and competitiveness: Some empirical evidence from container ports (terminals)." Transportation Research Part A: Policy and Practice 39, no. 5 (2005): 405–24. http://dx.doi.org/10.1016/j.tra.2005.02.001.

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23

De Martino, Marcella. "Sustainable Development Strategies of the Port Authority: The Network Approach." Advanced Engineering Forum 11 (June 2014): 87–95. http://dx.doi.org/10.4028/www.scientific.net/aef.11.87.

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Recent years have witnessed a profound evolution of ports, induced by a wide range of factors, such as: (a) technological developments in shipping, cargo-handling and storage equipment, and information and communication systems; (b) changing patterns of international trade; (c) a broadening complexity of global supply chains; and (d) a changing governance models of the port as a consequence of the process of privatization in Europe. The growing size and complexity of port functions have inspired an ever more interesting and useful scientific debates on the social, economic and environmental effects of these transformations, and, more specifically, on the relationship between the port and the city. The paper addresses, to this end, an emerging managerial perspective in the decision making process of Port Authority: the network. This perspective allows to understand the nature of relationship networks shaping the competitive and cooperative dynamics of the port and to identify the boundaries for an active role of the Port Authority in defining the sustainable development of port within its own territory.

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Riadi, Septa, Eva Anggraini, and Yudi Wahyudin. "REVIEW LITERATURE: INDONESIAN PORT MANAGEMENT STRATEGY WITH TRANSDISCIPLINARY APPROACH COMPARED TO OTHER COUNTRIES IN THE WORLD." Coastal and Ocean Journal (COJ) 2, no. 2 (2018): 69–82. http://dx.doi.org/10.29244/coj.2.2.69-82.

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Research with a transdisciplinary approach aims to encourage integration beyond the boundaries of disciplines, and provide new perspectives in dealing with complex problems. These problems target various aspects, including problems in port management. In Vietnam the main problem of the port is in terms of ecology. While in Hong Kong as one of the largest ports in the world, it also faces problems in regulating the flow of ships and also in ports. Greece and China highlight an equally important study, namely the risk at the port. The port of Turkey has a different approach in attracting ships to dock at its ports, namely non-price aspects such as customer service, service customization and bundling, service expansion, service diversification and additional services and most importantly is the improvement of the company's image through the UK and Australia's CSR having the same problem regarding port privatization. To solve this problem is certainly expected to share the role of transdisciplines, ranging from government science, institutional economics, political economy, engineering science, ecology, business, to socilogy and other sciences. Keywords: transdisciplinary, port management, marine services

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METALLA, OSMAN, EMIRJANA VATA, SHPETIM PUPA, and BLEDI KACADEJ. "Privatization of Bulk Terminal Operations and its Efficiency: The Case of Durres Port." International Review of Management and Business Research 7, no. 2 (2018): 476–82. http://dx.doi.org/10.30543/7-2(2018)-16.

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Karaliotas, Lazaros. "Performing neoliberalization through urban infrastructure: Twenty years of privatization policies around Thessaloniki’s port." Environment and Planning A 49, no. 7 (2017): 1556–74. http://dx.doi.org/10.1177/0308518x17699609.

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Venkita Subramanian, Kailas, and Jean-Claude Thill. "Effect of privatization and inland infrastructural development on India's container port selection dynamics." Asian Journal of Shipping and Logistics 35, no. 4 (2019): 220–29. http://dx.doi.org/10.1016/j.ajsl.2019.12.009.

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Pagano, Anthony M., Grace W. Y. Wang, Onésimo V. Sánchez, and Ricardo Ungo. "Impact of privatization on port efficiency and effectiveness: results from Panama and US ports." Maritime Policy & Management 40, no. 2 (2013): 100–115. http://dx.doi.org/10.1080/03088839.2012.756589.

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Cullinane, Kevin, Ping Ji, and Teng-fei Wang. "The relationship between privatization and DEA estimates of efficiency in the container port industry." Journal of Economics and Business 57, no. 5 (2005): 433–62. http://dx.doi.org/10.1016/j.jeconbus.2005.02.007.

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Kudrytska, Natalia. "Transformation of the property institutions of Ukrainian sea ports." University Economic Bulletin, no. 40 (March 1, 2019): 122–28. http://dx.doi.org/10.31470/2306-546x-2019-40-122-128.

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The article deals with the problem of the transformation of maritime ports' property institutes, the relevance of which is confirmed in the program documents of the Government: the National transport strategy of Ukraine for the period up to 2030, the Agreement on the coalition of deputy factions «European Ukraine», the requirements of the International Monetary Fund.The purpose of the article is to investigate the impact of the transformation of the ports of Ukraine ownership on the efficiency of their activities, the peculiarities of various forms of public-private partnership (concessions, privatization, lease) for the development of stevedoring campaigns.On the basis of statistical data of general, import and export volumes of cargo handling at sea ports of Ukraine, the dynamics and calculated proportion of stevedoring companies of state, private and leasehold ownership in the period 2015-2018 have been formed. It has been proved that privatization processes help to increase the effectiveness of the stevedoring campaigns.In accordance with the Law of Ukraine dated January 18, 2018, No. 2269-VIII «On Privatization of State and Communal Property», the option of privatization of stevedoring campaigns as objects of large privatization in an auction with conditions is considered (auction, the winner of which is not only the bidder who offered the largest price, but also the one who agreed to accept additional privatization conditions).The most progressive form of operation of stevedoring campaigns is the lease of berths with their subsequent concession. However, there are three reservations: the impossibility of transferring a single port to a single company by concession, without thereby violating the rights of all other tenants and investors; politicization of the process of transferring objects to a concession; the advantage will be large foreign companies that are already leasing complexes. It is necessary to carefully approach the process of transformation of property institutions, to take into account the cost, size, volumes and range of goods processed by the stevedoring campaign.

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Fawcett, James A. "Chapter 10 Port Governance and Privatization in the United States: Public Ownership and Private Operation." Research in Transportation Economics 17 (January 2006): 207–35. http://dx.doi.org/10.1016/s0739-8859(06)17010-9.

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Magginas, Vissarion, Eftihia Nathanail, Stefania Manoli, and Kristine Malnaca. "A Multi-Agent Approach towards Designing a City Port Business Model." Transport and Telecommunication Journal 19, no. 3 (2018): 213–23. http://dx.doi.org/10.2478/ttj-2018-0018.

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Abstract The present paper concerns the design of a city port business model incorporating Public Private Partnership schemes. Extensive literature review was acquired, in order to fully comprehend the organizational schemes and state of practice of Public Private Partnerships at ports. A survey was conducted at the port of Volos, based on questionnaire and interviews, to define the functions and services of the port, which could benefit from the private involvement and improve its role as a transport interchange for all involved stakeholders. The collected data were analyzed, using a modified version of Analytic Hierarchy Process, which revealed the relevant importance of port functions and services. Three different management models were considered to tackle the most important issues that came up during the analysis and they were evaluated based on the literature; the current one, a landlord management model and a partial privatization management model. The results of this process indicated, that the landlord management model would be the most effective for the particular case of the port of Volos. The landlord model seemed to perform better in improving both the operation of the organization and the level of passenger satisfaction, through its increased management flexibility, due to the segmentation of services and reduction of bureaucracy, as well as the additional investment capital that it can attract. Based on the proposed management model, actions and measures improving on the port’s business model are recommended.

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Antoniou, Christos, Saeyeon Roh, Young-Joon Seo, and Dong-Wook Kwak. "The Impact of Service Privatization: The Case of a Container Terminal at the Port of Limassol." KMI International Journal of Maritime Affairs and Fisheries 11, no. 1 (2019): 1–20. http://dx.doi.org/10.54007/ijmaf.2019.11.1.1.

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Ben Hilell, Keren, and Yael Allweil. "Infrastructure Development and Waterfront Transformations: Physical and Intangible Borders in Haifa Port City." Urban Planning 6, no. 3 (2021): 43–57. http://dx.doi.org/10.17645/up.v6i3.4198.

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Constructed on its natural bay as a fortified Muslim town in the late 18th century, Haifa’s port city transformed into a modern cosmopolitan port city in the second half of the 19th century. Significant technological, administrative, and social changes made Haifa into the transportation and economic hub of northern Palestine: Its harbor, the first in the region, became a gate to the east for commodities, pilgrimages, and ideas. British imperialism enlarged it with landfill areas and added an industrial function, constructing refineries and a connecting pipeline with Iraq. Haifa port served as the main entry port for immigration and goods for the newly founded Israeli state. Privatization and neo-liberalization transformed it from national port to international corporate hub, reshaping both port and city. Individual entrepreneurs, local governments, and imperial actions shaped and reshaped the landscape; perforating new access points, creating porous borders, and a new socioeconomic sphere. This process persisted through the Late Ottoman era, the British Mandate, and the Israeli state. From the first Ottoman landfills to the sizeable British harbor of 1933, the market economy led urban planning of Haifa’s waterfront and its adjacent railroad to the current Chinese petrol-harbor project. What were the city’s tangible and intangible borders? How did these changes, influenced by local and foreign agendas, unfold? Tapping into built-environment evidence; archival documents (architectural drawings, plans, maps, and photographs); and multidisciplinary academic literature to examine Haifa’s urban landscape transformation, this article studies the history of Haifa’s planned urban landscape—focusing on transformations to the port and waterfront to adjust to new technologies, capital markets, and political needs. We thus explore Haifa port history as a history of porosity and intangibility—rather than the accepted history of European modernization—building upon theoretical literature on global networks and urban form, regional dynamics of port cities, and tangible and intangible border landscapes.

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Kent, Paul E., and Anatoly Hochstein. "Port reform and privatization in conditions of limited competition: the experience in Colombia, Costa Rica and Nicaragua." Maritime Policy & Management 25, no. 4 (1998): 313–33. http://dx.doi.org/10.1080/03088839800000056.

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Grifoll, Manel, Thanassis Karlis, and M. Ortego. "Characterizing the Evolution of the Container Traffic Share in the Mediterranean Sea Using Hierarchical Clustering." Journal of Marine Science and Engineering 6, no. 4 (2018): 121. http://dx.doi.org/10.3390/jmse6040121.

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This research investigates the traffic share evolution of the container throughput in the Mediterranean ports from 2000 to 2015 considering hierarchical clustering and concentration indexes. Compositional Data analysis techniques are used to illustrate periods with similar traffic share composition. Two different regions (East and West) in the Mediterranean Sea (Med) are selected in the function of the long haul services. The standard concentration indexes (i.e., concentration ratio, Gini coefficient, and Normalized Herfindahl-Hirschman) reveal a gentle decreasing of the concentration with relevant fluctuations mainly in the East region. This is due to the investment in port infrastructure in the area resulting from privatization initiatives in many Eastern Mediterranean countries. The periods obtained from the hierarchical clustering show a differentiated pattern in traffic share composition. For these periods, the shift-share results are consistent with traffic fluctuations and in line with the evolution of the concentration indexes. The combination of methods has allowed a good interpretation of the spatial and temporal evolution of the Med ports’ traffic being the methodology applicable elsewhere in the context of port system analysis.

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Sinha, Deepankar, and Virupaxi Bagodi. "A Causal Review of Dynamics in Indian Ports." IIM Kozhikode Society & Management Review 8, no. 1 (2018): 60–73. http://dx.doi.org/10.1177/2277975218798186.

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India has about 200 ports along its coastline, which is about 7,500 kilometres long. However, none of these ports feature in the world’s top 20. Several studies on port efficiency indicate the need to benchmark the productivity of ports with global standards. Productivity is measured in terms of cargo (in tonnes, or 20-foot equivalent unit, TEU) handled per hour or so. The outcome of enhanced productivity is quicker turnaround time of ships. The productivity of the major Indian ports does not match the global standards. In order to improve their efficiency, the government-managed ports have initiated privatization of their terminals and outsourcing of cargo handling services since 1991. Yet, the ports are lagging behind major ports across the world. A major reason for the inefficiencies of the Indian ports is because of its pricing mechanism and its ability to take proactive decision, especially with regard to capacity enhancement of the terminals. This is so because in major Indian ports, the ship pays for the number of days it stays in the berth. In inefficient ports, ships stay for long duration and as a result the port earns on account of its inefficiencies. These ports fail to recognize the paradox, and as such take corrective action only after ships divert to other ports. Ports projects have long gestation periods. So far, no study encompassing the dimensions port pricing, productivity and efficiency has been undertaken by researchers. In this article we attempt to explore the causes that affect the performance of Indian ports. We present a cause and effect analysis to explain the dynamics arising out of the interactions of productivity, infrastructure, and pricing mechanism of an Indian port system. A system dynamics framework has been used to develop the causal model. Four feedback loops were identified, which explain the governing rules and the paradoxes impacting the performance of Indian ports.

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Scharks, Tim, Ann Bostrom, Lori Reimann-Garretson, and Glenn Rix. "Risk Decision Making and Seismic Risk Preparedness at North American Seaports: Analysis of a System-Wide Survey." Earthquake Spectra 30, no. 4 (2014): 1511–29. http://dx.doi.org/10.1193/081711eqs199m.

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Seaports are important drivers of regional economies, and many face seismic risks. This study examines whether and how North American seaports consider, have engaged in, or have the capacity to effectively plan, manage, and mitigate seismic risks. Of particular interest is the way in which the evolving public–private governance arrangements in ports influence risk decision making. Results from a survey of North American seaports ( N = 61) show that—contrary to expectations—port privatization influences seismic planning only indirectly through stakeholder influences on decisions, if at all, and ports identify optimizing economic development prospects as their primary strategic goal, rather than return on investment. Although seismic hazard is predictive of seismic planning, some higher-hazard ports report no plans to assess seismic vulnerability and report informal or no seismic mitigation plans. Further, higher-hazard ports are no more likely than lower-hazard ports to prioritize safety enhancements.

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Brinkmann, Tobias. "Why Paul Nathan Attacked Albert Ballin: The Transatlantic Mass Migration and the Privatization of Prussia's Eastern Border Inspection, 1886–1914." Central European History 43, no. 1 (2010): 47–83. http://dx.doi.org/10.1017/s0008938909991336.

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Albert Ballin was one of Imperial Germany's most successful business leaders. He early recognized the impact and possibilities of the expansion and integration of global markets. Within little more than a decade after he had joined the management of the Hamburg-Amerikanische-Paketfahrt-Aktien-Gesellschaft (HAPAG) in 1886, he turned an already significant enterprise into the world's largest steamship line. As a leading manager and later as HAPAG director general, Ballin was a major force behind Hamburg's rise to Imperial Germany's second largest city. Due in no small part to HAPAG's spectacular growth, Hamburg emerged as a key global port for passengers and freight by the turn of the century. But Ballin was not just a gifted business leader in a highly innovative economic sector; he also had access to some of the highest figures in Berlin. Ballin repeatedly met with the Kaiser and government members, and he used his long-standing contacts in England on several diplomatic missions to ease rising tensions between the two powers, albeit without lasting success.

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Gümüş, Sefer. "LOJİSTİK SEKTÖRÜNÜN TÜRK EKONOMİSİNE KATKILARI VE BİR ARAŞTIRMA." Business & Management Studies: An International Journal 1, no. 3 (2014): 302. http://dx.doi.org/10.15295/bmij.v1i3.44.

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In globalizing world which removed all the borders, and thus transportation of goods with minimum price is required. Up to the present, there has not been found any solution instead of transportation. Turkey, as one of the world countries, giving preference transportation (passenger or cargo) by road has increased the cost of logistic sector. The being 95 % of road transportation in all transportation systems and not to care about other ways of transportation has caused much loss of life and property every year. The importance of logistic industry in recent years has begun to be noticed and tried to be renewed by many people. In this study, improving logistic sector and logistics management in Turkey and outsourcing were overemphasized. So, failures were analysed and looked for any way to solve problems. In actuality, to bring down the cost and compete with other companies, we have to get under control the transportation and discipline it. Also, it shouldn't be forgotten that outsourcing will cause competitive advantage in transportation sector. The service quality of outsourcing depends on the expertise of the instution. In addition, container transportation system which has made progress since the 1980s has become very significant. Container transportation that is from a port to port raised the importance of harbours more. Container transportation system has led to the emergence of the concept of ''terminal''. Thanks to container terminals, logistic services have become economic, efficient and more secure. Especially in our country, as a result of privatization, a large part of ports have been transferred to private companies and these companies have made necessary studies for bottom structure of their ports and pave the way for working properly. And this can be a good model as a development of logistic sector in our country.

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Fournier, Pascale, and Erica See. "THE “NAKED FACE” OF SECULAR EXCLUSION: BILL 94 AND THE PRIVATIZATION OF BELIEF." Windsor Yearbook of Access to Justice 30, no. 1 (2012): 63. http://dx.doi.org/10.22329/wyaj.v30i1.4360.

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This article will consider the case study of Québec’s Bill 94 (An Act to establish guidelines governing accommodation requests within the Administration and certain institutions), introduced in March 2010, one of many recent bans imposed on the wearing of the niqab in the West. Citing the importance of “the right to gender equality and the principle of religious neutrality of the State,” Bill 94 emphasizes the necessity of “un visage découvert” or “naked face” when giving or receiving a broad range of public services in Québec, including all government services, childcare centres, hospitals, and health and social service agencies. According to section 6 of the Act, “If an accommodation involves an adaptation of that practice and reasons of security, communication or identification warrant it, the accommodation must be denied.” While quasi-neutral, this bill clearly has a disproportionate impact on religious women who wear the niqab. In fact, as a direct result of the legislation, Muslim women will likely disappear from the public sphere and be restricted to the private home where they might effectively be dependent on male family members to navigate the “market place” on their behalf. Borrowing from Charles Taylor’s A Secular Age, this paper will consider the distributive consequences of the niqab ban, a critical juncture of “religion-state relations” in which belief is more and more relegated to the private sphere in Quebec. The article will use Bill 94 to explore this peculiar manifestation of “secularism” with the concurrent existence of “governance feminism”— how the privatization of belief goes hand in hand and is perversely reinforced by a colonial discourse on gender equality, leaving some already marginalized women out of the public gaze. Is this legislated demand for a “naked face” truly the logical outcome of a successful feminist movement (as some have asserted) or isthis erasure of religious women in fact the latest veil of patriarchy?Cet article porte sur le projet de loi no 94 du Québec (Loi établissant les balises encadrant les demandes d’accommodement dans l’Administration gouvernementale et dans certains établissements), présenté en mars 2010, l’une des nombreuses interdictions au port du niqab en Occident. Citant l’importance « du droit à l’égalité entre les femmes et les hommes et du principe de la neutralité religieuse de l’État », le projet de loi no 94 souligne la nécessité, au Québec, d’avoir le « visage découvert » lorsqu’on fournit ou reçoit des services publics offerts, notamment, par le gouvernement, des garderies, des hôpitaux et des organismes de services sociaux et de santé. Aux termes de l’article 6 de la Loi, « lorsqu’un accommodement implique un aménagement à cette pratique, il doit être refusé si des motifs liés à la sécurité, à la communication ou à l’identification le justifient. » Bien qu’il soit quasi neutre, ce projet de loi a nettement un effet disproportionné sur les femmes pratiquantes qui portent le niqab. En fait, il aura probablement pour résultat direct de faire disparaître les musulmanes de la sphère publique et de les confiner à leur foyer, où elles devront probablement laisser les hommes faisant partie de leur famille occuper leur place sur le marché. S’inspirant de l’ouvrage A Secular Age, de Charles Taylor, l’article porte sur les conséquences distributives de l’interdiction de porter le niqab, phase critique des relations entre l’État et la religion au cours de laquelle, au Québec, le religieux est de plus en plus relégué au domaine privé. On y traite du projet de loi no 94 afin d’examiner cette manifestation particulière de la laïcité et l’existence parallèle de la gouvernance féministe. En d’autres termes, on y étudie de quelle façon la privatisation du religieux va de pair avec un discours colonial sur l’égalité des sexes et, d’une manière perverse, est renforcée par celui-ci, phénomène qui soustrait au regard public des femmes déjà marginalisées. L’exigence législative du visage découvert est-elle vraiment la suite logique d’un mouvement féministe couronné de succès (comme certains l’affirment) ou cet effacement de femmes pratiquantes constitue-t-il en fait le nouveau voile du patriarcat?

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Díaz Olariaga, Oscar. "Airport Management in the Post-Privatization Era." Revista científica Pensamiento y Gestión, no. 46 (March 24, 2020): 284–310. http://dx.doi.org/10.14482/pege.46.6012.

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Omran, Mohammed. "Performance Consequences of Privatizing Egyptian State-Owned Enterprises: The Effect of Post-Privatization Ownership Structure on Firm Performance." Multinational Finance Journal 8, no. 1/2 (2004): 73–114. http://dx.doi.org/10.17578/8-1/2-3.

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Lee, Yong Joo. ""공공신학의 ‘탈사사화 테제’ 비판 -탈세속화 시에 다시 보는 종교의 사사화의 공공성"". Christian Social Ethics 45 (31 грудня 2019): 63–93. http://dx.doi.org/10.21050/cse.2019.45.03.

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Garrett, Stephen M. "Captivating the Captive Mind: Challenges Facing Theological Education in Post-Communist Society." International Journal of Public Theology 10, no. 1 (2016): 68–92. http://dx.doi.org/10.1163/15697320-12341429.

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The Lithuanian born, Polish poet and 1980 Nobel laureate, Czeław Miłosz, penned a classic work, The Captive Mind (1951), detailing the allurement and existential crises the intelligentsia faced under Soviet totalitarianism. For many in post-communist societies, social realism fits well with varying forms of democratic capitalism’s privatization of faith. Consequently, little room remains for theological education beyond the limits of institutional religion. Reductionistic accounts of human personhood and views of God as absent are central to this social imaginary. The challenge for Christian theology is to address these matters creatively yet critically, communicating with charity an alternative narrative of human ontology. Hans Urs von Balthasar is one voice that does so through his theological personalism, rooted in the economic missio of Christ’s trinitarian life. He offers a creative way of envisioning humanity as captivated and constituted by its dialogical encounter with God, being drawn into the theodrama of human society.

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"Indian Port Privatization." Maritime Policy & Management 22, no. 3 (1995): 225. http://dx.doi.org/10.1080/03088839500000056.

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Matsushima, Noriaki, and Kazuhiro Takauchi. "Port Privatization in an International Oligopoly." SSRN Electronic Journal, 2013. http://dx.doi.org/10.2139/ssrn.2216358.

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Nwokedi, Theophilus Chinonyerem, Chukwuemeka Ezembu, Gbasibo Lawrence Addah, and Nwoloziri Chinyeaka Nwokodi. "Determining Benchmarks for Cargo Throughput Performances of Privatized Seaports in Nigeria." Macro Management & Public Policies 2, no. 1 (2019). http://dx.doi.org/10.30564/mmpp.v2i1.963.

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There exists the challenge of seeming lack of empirically determined cargo throughput benchmark models for the privatized West African port terminals particularly in Nigeria, as target benchmarks which terminal operators and port authorities must drive towards to ensure that the current improvement in port productivity experienced in the post concession era is sustained. The study was therefore aimed at developing benchmarks for the cargo throughput performances of the privatized five Nigeria ports of Apapa (Lagos), Port-Harcourt, Onne, Warri and Calabar. Such benchmarks developed for each seaport must be higher than the pre-privatization cargo throughput performances of the seaport. This became important following the improvements observed in the cargo throughput performances of the various ports from the year 2006 after the privatization of the ports and the recent recession faced in the Country which seems to have retarded the cargo throughput performances and other measures of seaport performance in the various Nigeria ports. Using Cp1, CL1, Cw1, Co1, Cc1, to represent the base year 2006 cargo throughput performances of Port-Harcourt, Lagos, Warri, Onne and Calabar seaport respectively; and n, d, to represent the number of post privatization years covered in the study and common difference in cargo throughput performances; the study used a historical design approach in which time series data on cargo throughput performances of the ports were obtained from the Nigeria ports Authority (NPA) annual statistical reports were analyzed using the converging and diverging arithmetic series mathematical modeling tool and MATLAB software, to determine benchmark models, for ensuring that the improved cargo throughput performances of the various seaports, are sustained to remain higher that the pre-privatization cargo throughput performances. The study developed the following Cargo throughput benchmark models for each seaport as findings. Lagos port = CL1 + (n – 1)d ≥ 15223340; Onne port = Co1 + (n -1)d ≥ 15820381; Port-Harcourt port = Cp1 + ( n -1)d ≥ 28016979; Warri = Cw1 + ( n-1)d ≥4643128; Calabar = Cc1 + (n-1)d ≥ 7963434. It was recommended that to improve port revenue which is a dependent factor on cargo throughput and vessel call rate, cargo throughput benchmarks model developed for the individual seaports should be used to empirically model quantum s of cargo throughput needed to economically sustain and improve the level of port operations. It should equally influence port marketing drives. This will ensure that the performance of the ports does not recede into the poor performance indices experienced in the pre-privatization era.

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Dannemann, Angela, Gilberto Braga, and Luiz Antonio Lopes. "Santos Brasil Effects Of The Privatization Of The Port Of Santos Container Terminal (TECON1) - An Administrative Study Under The Logistics And Operations Approach." Journal of Business & Economics Research (JBER) 1, no. 9 (2011). http://dx.doi.org/10.19030/jber.v1i9.3051.

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The objective is to investigate the results of the privatization of the Port of Santos container terminal (TECON1), under an administrative view focused on logistics and operational aspects. An analysis of TECON1's operational conditions which motivated the privatization, its performance prior to privatization, the conditions of the lease contract signed and the changes occurred following the change in management. The report presents the main managerial introductions made to TECON1, such as the development of the computer system CTIS (Container Terminal Information System) and the recovery of wharves services, which finally culminated in cost reduction of standard container moves.

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Kontsas, Dr Stamatis. "An Economic Analysis Model Of The Effects Of Privatization Of Piraeus Port Aythority Into The Greek Economy." International Journal of scientific research and management, November 12, 2016. http://dx.doi.org/10.18535/ijsrm/v4i11.07.

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Journal articles on the topic 'Port Privatization'

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