Category: Uncategorized

In light of the Baltimore bridge collapse and the blockage of the port access channel, a new entry in Chapter 6.4 (Port Resilience) was written. It analyzes the impacts of the blockage on port supply chains. Since this is an unfolding event, the material will be revised as new information

The chapter covering digital transformation issues has been updated with recent trends and developments, including digitalization, digital ledgers, and cybersecurity. Chapter 2.4 – The Digital Transformation of Ports | Port Economics, Management and Policy (porteconomicsmanagement.org)

The Port Economics, Management and Policy chapter covering inland ports has been reviewed. The chapter is fully available through this link: Chapter 2.3 – Inland Ports / Dry Ports | Port Economics, Management and Policy (porteconomicsmanagement.org)

The Port Economics, Management and Policy chapter covering port hinterlands has been reviewed. It focuses on the multiple aspects of the relationships ports have with their inland market areas, including: The full chapter is available through this link: Chapter 2.2 – Port Hinterlands, Regionalization and Corridors | Port Economics, Management

Ports can be catalysts for economic development through a series of effects. The direct benefits involve the revenues that accrue from port activity and arise from the various charges levied on ships and cargo for port use. The indirect benefits involve firms that import or export goods from the port,

Ports are embedded in their geography, with location factors impacted by technical constraints such as the nautical profile, port users, inland transport networks, and maritime shipping networks. This revised chapter extensively discusses these topics, which underlines that ports are contingent on geographical constraints and changing commercial and technical aspects of

The monthly distribution of the traffic of a sample of major container ports, which includes gateways and transshipment hubs, reveals noticeable fluctuations. January and February are the periods of lowest activity (8.0 and 7.3% of annual traffic activity, respectively), while August to October experience the highest throughput. In addition to

Comparing the deviations of shipping routes between three major container ports (Shanghai, Rotterdam, and New York), the main connecting alternatives are limited. The Cape of Good Hope deviation adds 7 to 10 days on Asia-Europe routes (Shanghai to Rotterdam) and about 5 days to connect Shanghai and New York through

In line with a prior post underlining that 2022 represented the lowest growth of global container throughput in 40 years, 2022 also represented a threshold where the TEU-to-GDP multiplier almost reached zero for the first time (at 0.13). In the 2000s, this multiplier was around 3.5. Even if on an

2022 represented the year with the lowest positive global container throughput growth in more than 40 years, at around 0.4%. A series of counter-forces are at play, including changes in outsourcing locations and high inflation in major consumer markets. Has peak containerization been reached?