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1
Bertho, Fabien. "The impact of liner shipping trade and competition regulations on the market structure, maritime transport costs and seaborne trade flows". Paris, Institut d'études politiques, 2012. http://spire.sciences-po.fr/hdl:/2441/7o52iohb7k6srk09mit038srm.
Abstract (sommario):
J’évalue l’impact des réglementations commerciales et concurrentielles dans transport maritime de ligne sur la structure du marché, les coûts de transport et le commerce maritime. D’abord, je quantifie le niveau global des Barrières Commerciales (BC) dans le secteur du transport maritime de ligne en construisant un Indice de Restriction du Commerce des Services (IRCS). Cet indicateur est inclus dans une analyse économétrique en deux étapes. Les BC sont susceptibles d’influencer le commerce maritime à travers les Coûts de Transport Maritime (CTM). Ainsi, j’évalue l'impact des BC sur les CTM, puis l'impact des CTM sur le commerce maritime. Je montre que les BC ont un impact positif sur les CTM et que les CTM ont un impact négatif sur le commerce maritime. Ainsi, les BC ont un impact indirect négatif sur le commerce maritime. Je montre aussi qu’en plus d’affecter négativement le commerce maritime à travers les CTM, la distance a un impact positif direct sur le commerce maritime. Ensuite, j’évalue l'impact des barrières réglementaires à l'entrée sur la structure du marché et les CTM. D’abord, j’évalue l'impact de la réglementation sur la structure du marché. Puis, j’évalue l'impact de la structure du marché sur les CTM. Je montre que la présence de conférences maritimes n’a pas d’impact sur le nombre de compagnies sur les routes alors que la présence d'accords de discussion a un impact positif. De plus, lorsqu’elles atteignent un seuil, les BC ont un impact négatif sur le nombre de compagnies. En outre, je montre les BC affectent les CTM à travers la structure du marché et les coûts marginaux. Enfin, je montre que les compagnies maritimes de ligne exercent un pouvoir de marchéThis dissertation aims at assessing the impact of liner shipping trade and competition regulations on the market structure, prices, and seaborne trade flows. To quantify the overall level of trade restrictions in the liner shipping sector, I construct an original Service Trade Restrictiveness Index (STRI). The original STRI is included in a two-stage econometric analysis. Since barriers to trade are likely to influence seaborne trade through maritime transport costs (MTCs), in a first stage, I assess the impact of trade restrictions on MTCs. And, in a second stage I assess the impact of MTCs on seaborne trade flows. I show that barriers to trade affect positively MTCs and that MTCs affect negatively seaborne trade flows. Thus, barriers to trade have an indirect and negative impact on seaborne trade flows. Furthermore, I show that distance affects positively MTCs. The results also suggest that besides affecting negatively seaborne trade through MTCs, distance affect directly and positively seaborne trade. I assess the impact of regulatory barriers to entry on the market structure and MTCs. In a first stage, I assess the impact of regulations on the market structure. In a second stage, I assess the impact of the market structure on MTCs. I show that the presence of maritime conferences does not affect the number of carriers on routes while the presence of discussion agreements does. Moreover, when they reach a critical level, barriers to trade limit the number of carriers. Furthermore, I show barriers to trade affect MTCs through the market structure and marginal costs. Finally, I show that shipping exercise a market power even though this effect is small
2
Wittrup, Christensen Anders. "Current developments in the EU competition law applicable to the maritime sector". Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1997. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp01/MQ29844.pdf.
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Wittrup, Christensen Anders. "Current developments in the EU competition law applicable to the maritime sector". Thesis, McGill University, 1996. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=27469.
Abstract (sommario):
Competition law, as it applies to the maritime industry has on a global scale been subject to a "laissez-faire"-attitude. In fact, collusion has been encouraged. Collusion in the maritime industry has its historic origin in the colonial period. The evolution within this particular industry truly is a study in industrial organizational structure.This Thesis sets out to explain and analyze the current regulatory scheme of the European Union, as it applies to the maritime industry (European, as well as non-European). This is accomplished through an in-depth statutory interpretation of EU Council Regulation 4056/86 dated 22/12 1986, laying down detailed rules for the application of Articles 85 and 86 of the Treaty of Rome to the maritime transport (Conferences), as well as the Commission Regulation 870/95 dated April 20, 1995 on the application of Article 85(3) of the Treaty of Rome to certain categories of agreements, decisions and concerted practices between liner shipping companies (Consortia).
This Thesis concludes that the former regulatory scheme is no longer up to date and thus requires replacement. The Thesis favours current developments within the maritime industry which call for increased co-operation and concentration among the carriers and providers of services (as well as co-operation as between the carriers and shippers), counter-balanced by restrictive regulation through the application of conditions, market share-restrictions and a limited five year application of the regulatory framework.
The former regulatory scheme, Council-Regulation 4056/86, which remains in force, must therefore be interpreted restrictively, and in accordance with the provisions of the Treaty of Rome, in particular Articles 85 and 86.
Finally, this Thesis provides various solutions to soften the impact of full-scale application of the competition law of the European Union, as it will be applied in the maritime industry.
4
Voudouris, Ioannis. "Maritime transport properties and competition law issues : partial function cooperation agreements in liner and tramp shipping". Thesis, Queen Mary, University of London, 2012. http://qmro.qmul.ac.uk/xmlui/handle/123456789/8764.
Abstract (sommario):
The thesis deals with selected competition issues that occur within the dynamic and high-risk market of shipping, examining competition law issues in liner consortia and tramp pools through an EU Competition Law prism. These partial function joint ventures are the predominant form of alliances in the maritime sector. Liner trade is primarily organised in consortia, while pools are the most common form of tramp shipping alliance. The thesis' synthetic and analytic research incorporates the methodology and structure used in its competition law bibliography, while the legal analysis is informed with sources from microeconomics and maritime economics. The issues that are examined in relation to shipping include the four main areas of competition law: the relevant market, indicators of dominance, compliance of the alliance agreements with Article 101 TFEU and abusive conducts by dominant undertakings under Article 102 TFEU. The development of the above areas aims to demonstrate the interaction of sector particularities with competition law as a whole.
5
Zhang, Xufan. "The United States container security initiative and European Union container seaport competition". Thesis, University of Plymouth, 2018. http://hdl.handle.net/10026.1/11540.
Abstract (sommario):
The increasing volume of container trade poses formidable security challenges. As a result of terrorist attacks, a variety of compulsory and voluntary security measures have been introduced to enhance and secure maritime container trade. The United States (US) Container Security Initiative (CSI) was claimed to impose serious problems in European Union (EU) ports, and in particular it was claimed to affect EU container port competitiveness due to compliance cost and operational inefficiency. This research aimed to analyse the impact of the CSI on EU container seaport competition. Following an abductive approach, a conceptual model was developed based on the literature review. This directed the design of a Delphi study, which was used to test the opinions of academic, industrial and administrative experts. The Delphi results showed the necessity of implementing maritime security measures integrated into the entire supply chain. The negativity effects of additional costs and operational obstructions are insignificant compared to the overall benefits from a secure supply chain. The CSI is a successful and appropriate maritime security measure. With regard to its effects on the EU container seaport competition, the CSI has not distorted port competition and small ports have not lost market share. It helps the member ports to create new revenue streams and attract more container traffic, hence enhancing their competitiveness. Moreover, it facilitates global trade by reducing total transit time. A model which contains four factors was built to interpret the results of the Delphi research. This model helps to analyse how a maritime security policy will affect the EU port industry. This research also reveals two major issues under the current supply chain security framework, which are the substantial liability problem and unbalanced bilateral relations. A proposal for developing a comprehensive multilateral regime that is fully integrated into the entire supply chain is recommended as a sustainable solution.
6
Castrillon, Robert. "Relationships between Maritime Container Terminals and Dry Ports and their impact on Inter-port competition". Thesis, Högskolan i Jönköping, Internationella Handelshögskolan, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:hj:diva-19251.
Abstract (sommario):
Globalization of the world’s economy, containerization, intermodalism and specialization have reshaped transport systems and the industries that are considered crucial for the international distribution of goods such as the port industry. Simultaneously, economies of location, economies of scope, economies of scale, optimization of production factors, and clustering of industries have triggered port regionalization and inland integration of port services especially those provided by container terminals. In this integration dry ports have emerged as a vital intermodal platform for the effective and efficient distribution of containerized cargo. Dry ports have enabled port and hinterland expansion increasing the competitiveness of container terminals at seaports. In consequence, container terminals and dry ports are establishing formal and informal relationships to strengthen the competitiveness of their hinterlands and to improve their role in the physical distribution of goods. This study assesses the characteristics of relationships between container terminals and dry ports. Such assessment is conducted based on a set of relationship characteristics proposed in a relationship assessment model for customer/supplier, in which dry ports are given the role of suppliers of port services to container terminals. In addition, the research assesses the impact of the relationships between container terminals and dry ports on inter-port competition. The main findings of the research led to conclude relationships between container terminals and dry ports are characterized by medium mutuality, low particularity, low co-operation, low conflict, low intensity, low interpersonal inconsistency, high power/dependence and medium trust. Additionally, it was concluded that such relationship characteristics impact inter-port competition in two main ways. In one hand by driving container terminals to maximize the utilization of dry port’s capabilities such as container transport/delivery, container storage, customs clearance, information systems and intermodal connections to industrial clusters. On the other hand, by constructing channels of interaction through which dry port’s benefits for hinterlands such as increase of container terminal capacity, reduction of road congestion, increase of modal shift and hinterland expansion are used as leverage in competition for containerized cargo.
7
Hammad, Mohanad. "Le désenclavement maritime de l'Irak : perspectives de compétitivité et capacités concurrentielles". Thesis, Paris 4, 2017. http://www.theses.fr/2017PA040058.
Abstract (sommario):
Bassora se situe au fond du golfe Arabique. L’Irak ne possède qu’une modeste bande littorale sur le golfe Arabique, d’une longueur de 58 km, qui lui permet de donner sur le monde. Cette côte a une influence importante sur le commerce local comme sur le commerce extérieur de l’Irak étant donné qu’elle accueille les navires chargés de marchandises venant de divers pays, ainsi que l’exportation du pétrole. Cette situation a créé beaucoup d’opportunités comme elle a suscité des périls. Durant les deux dernières décennies, les ports irakiens ont connu une forte concurrence de la part des ports de pays voisins (Koweït, Jordanie, Syrie, Arabie Saoudite, Iran, Émirats Arabes Unis) qui ont fait des progrès et des développements remarquables, alors que, au contraire, la performance et l’efficacité des ports irakiens ont diminué au cours de la même période à cause des guerres des années 1980-2000 (avec la 1ère, la 2e et la 3e guerre du Golfe). Parmi les causes qui ont affaibli et causé un grand tort aux ports irakiens, il faut relever en particulier le blocus économique qui a été imposé à l’Irak durant 13 ans. Ce qui a incité le pays à utiliser les ports des pays voisins, tels que le port commercial d’Aqaba, pour importer et exporter des marchandises. Suite à l’ouverture économique de l’Irak après 2003, le pays a eu besoin de ports efficaces et efficients pour accueillir les navires avec des services attractifs et une bonne qualité de service. L’amélioration de leur compétitivité est alors devenue une nécessité. La thèse positionne la problématique irakienne dans le champ scientifique de la géographie des transports, dont elle utilise les concepts. Elle se place dans le champ général de l’émergence pour inscrire le cas particulier de l’Irak dans une réflexion qui vise à démontrer que, malgré un contexte encore dominé par des facteurs négatifs, la rationalité du monde des transports et de la logistique peut imposer un scénario de croissance sinon de développement durable. Par conséquent, cette étude vient révéler les possibilités des ports irakiens actuels. Elle s’intéresse aux problèmes et aux obstacles qu’ont connus les ports irakiens, ainsi qu’à l’analyse de leur compétitivité actuelle et à leurs perspectives d’avenir. De grands travaux sont nécessaires. L’organisation interne des ports doit également être revue. En construisant le port de Fao, qui est une étape essentielle pour l’amélioration de la compétitivité de l’Irak et en réponse aux exigences du commerce mondial, le pays relève la tête. Son but est d’entrer dans la compétition, non seulement en revoyant son schéma portuaire, mais également en développant des stratégies d’arrière-pays et de corridors multimodaux. Ainsi, avec Bassora-Fao, et en dépassant les seules logiques pétrolières, l’Irak peut retrouver une place dans le mondeBasrah in the bottom of the Arabian Gulf. Iraq possesses a small 58km-coastline in the Arabian Gulf which gives the country a strategic view of the world. This side has a vital influence on the Iraqi local market as well as the global one since imports goods from various countries and mainly exports oil. Such a condition has triggered great opportunities, but it has unfortunately caused perils. During the last two decades, Iraqi ports have witnessed a tough competition with neighbor countries’ ports (Kuwait, Jordan, Syria, Saudi Arabia, Iran, United Arab Emirates) who have been through noticeable development and progress while , the performance and efficiency of the Iraqi ports decreased during the same period because of the wars Iraq has conducted between 1980-2000 (1st , 2nd and 3rd Gulf war) . One of the causes which has weakened and caused shortcoming to the Iraqi ports is the economic blockade which has been imposed on Iraq for 13 years. This eventually forced Iraq to resort to neighbor countries’ ports goods such as the commercial port of Aqaba in order to import and export. Due to Iraqi economic prosperity after 2003, the country was in urgent need of affective and efficient ports that would enable it to host ships with attractive and high-quality services. Enhancing their competitiveness has thus became of great importance.This paper locates the Iraqi problematic in the scientific field of the geography of transport of the concept of which is seeks to rely on. It is framed within the emergency context to to include the particular case of Iraq in a reflection which aims to demonstrate that, despite a context still dominated by negative factors, the rationality of the world of transport and logistics can Impose a scenario of growth if not of sustainable development. Therefore, this survey proposes to reveal the possibilities of actual Iraqi ports It aims to study both the problems and obstacles that the Iraqi ports have witnessed and the actual actual competitiveness and for their future perspectives. A huge amount of work isis, accordingly, deemed necessary.The internal organization of ports needs to be examined. With the building of Fao port, which is an essential step towards the enhancement of Iraq’s competiveness and a response to the requirements of global market, Iraq holds its head high. Its goal is to enter the competition, not only by reexamining its port schema , but , in fact , by developing backcountry strategies and multimodal corridors. Furthermore, with Al-Basrah –Fao and through going beyond the oil logics alone, Iraq can find a maritime opening on the world
8
Kutin, Nikola. "Market structure in the Container Liner Shipping Industry : an analysis of the maritime network, port efficiency and competition". Thesis, Nantes, 2018. http://www.theses.fr/2018NANT2025/document.
Abstract (sommario):
La présente thèse a pour ambition d’évaluer la structure de marché du transport maritime de lignes régulières, en particulier au regard de l’intégration maritime au sein de l’ASEAN. Les problématiques principales abordées dans le cadre de ce travail sont liées aux déterminants fondamentaux des taux de fret, à la connectivité maritime, à l’efficacité portuaire et à la compétition sur les routes maritimes. Les analyses reposent sur l’utilisation d’outils méthodologiques précis tels que les modèles Markov-Switching Vecteur Autorégressifs, la Théorie des graphes, l'Analyse d'enveloppement des données, l'Analyse en composantes principales et le partitionnement de données. Les résultats permettent d’identifier trois cycles économiques entre 2003 et 2017, et montrent que le développement de la flotte a eu des effets négatifs non négligeables sur les taux de fret. L’étude illustre que le classement portuaire change en fonction des différents coefficients de centralités. Les résultats de l’analyse de la modularité confortent l’intuition d’une bonne connectivité maritime intra-ASEAN. De plus, le réseau maritime de l’ASEAN possède des attributs similaires aux flux d’échanges commerciaux. Cette analyse de l’intégration maritime régionale est complétée par une étude plus approfondie permettant de visualiser les ports les plus efficaces de la communauté. Une dernière analyse de la compétition sur les routes maritimes met en avant les trajets sur lesquels le nombre d’entreprises en concurrence est le plus élevé. Au final, la thèse permet de mieux comprendre comment est organisé le transport de conteneurs au niveau mondial et régional, et comment s’effectue l'intégration maritime de l’ASEAN dans la chaîne d'approvisionnement mondialeThis dissertation aims to analyze the structure and the evolution of the Container Liner Shipping Industry by paying particular attention to the maritime integration of ASEAN member states. The factors behind freight rates, maritime connectivity, port efficiency and competition on maritime routes are the central topics of research. Methodological tools such as Markov-Switching Vector Autoregressive Approach, Graph Theory, Data Envelopment Analysis, as well as Principle Component Analysis and Cluster Analysis are employed. The findings from the research show that between 2003 and 2017 three economic cycles occurred and that fleet development had the most profound negative impact on freight rates. The Network Analysis of 153 ports confirms a hub-and-spoke nature of the shipping network. The study illustrates that port rankings change according to different centrality measures. It also demonstrates that ASEAN member states form a cluster of interconnected ports, and their shipping network has the same features as the intra-regional country exports. To complete the analysis of ASEAN maritime integration, this research outlines the most efficient ports within the community and the optimum container handling capacity. Competition on maritime routes, with respect to the country and region of origin and the destination, is also evaluated by highlighting the most concentrated routes in terms of number of competing firms. Moreover, the findings of this dissertation provide key answers to understanding how the industry is organized at global and regional levels, and the extent of maritime integration of the ASEAN region within the global supply chain
9
Castro, Ana Beatriz de Oliveira. "Análise crítica e métodos para avaliação da competição portuária entre terminais de contêineres". Universidade de São Paulo, 2015. http://www.teses.usp.br/teses/disponiveis/3/3135/tde-14062016-112605/.
Abstract (sommario):
Uma compreensão aprofundada da dinâmica de competição portuária é particularmente importante dado o contexto atual do setor, que orienta à outorga de novos portos e terminais no Brasil, à luz da Nova Lei dos Portos, Lei Nº 12.815 de 2013. A avaliação dos reais impactos decorrentes do aumento de capacidade portuária em cada região será atividade fundamental para que, por um lado, o poder público oriente a alocação efetiva de recursos, sem prejudicar a operação dos complexos existentes; e para que a iniciativa privada, por sua vez, possa compreender os impactos dos possíveis novos empreendimentos sobre as suas operações e delinear estratégias comerciais compatíveis com o novo cenário competitivo. A partir de extensa revisão bibliográfica e da aplicação de técnicas a casos específicos, o presente trabalho detalha a dinâmica competitiva entre terminais de contêineres e avalia criticamente seis métodos utilizados para identificar a existência de competição: correlação de market share, comparação de taxas de ocupação, sobreposição de escalas marítimas, comparação de custos logísticos terrestres, representatividade da região de influência contestável e existência de poder de mercado sobre a região de influência. Dos seis métodos analisados, dois apresentam conclusões fulminantes para a questão, embora sua aplicação demande grande volume de informações; um é assertivo em condições normais de distribuição geográfica de cargas; dois apresentam condições necessárias, porém não suficientes para a identificação de competição; e um deve ser aplicado com ressalvas, uma vez que pode levar a conclusões equivocadas.A further comprehension of port competition dynamics is particularly important in the current context of port sector in Brazil, which guides to the granting of new ports and maritime terminals, based on the Law no. 12.815 of 2013, the New Law of Ports. The evaluation of the real impacts arising from port capacity expansion in each region will be a crucial activity. One the one hand, the authorities must ensure the ideal resource allocation, while safeguarding existing terminals. On the other, the private initiative must comprehend the impacts of new terminals upon their operations, in order to draw up new commercial strategies compatible with the new competitive scenario. This study, based on an extensive bibliographic review and on the application of techniques to specific cases, details the competition dynamics among container terminals and evaluates critically six methods that allow its identification: market shares correlation, occupancy rates comparison, ship calls overlapping, terrestrial logistic costs comparison, contestable influence region representativeness and the existence of significant market power. Among the six analyzed methods, two present fulminant conclusions about competition existence, but they depend on a large volume of well detailed information; one shows assertive conclusion regarding normal condition of cargo geographical distribution; other two represent a necessary, although not sufficient, condition for competition and one must be used under reservations, once it may lead to erroneous conclusions.
10
Wang, Fangfang. "Le port de Shanghai, porte maritime de la Chine, 1843-1912". Electronic Thesis or Diss., Sorbonne université, 2023. http://www.theses.fr/2023SORUL054.
Abstract (sommario):
La présente thèse porte sur le développement du port de Shanghai de 1843 à 1912, en se concentrant sur l’histoire des entreprises étrangères installées à Shanghai pendant cette période. À une époque où la Chine promeut son Initiative de la Ceinture et la Route, visant à étendre son influence mondiale en aidant les pays participants à développer leurs infrastructures publiques, notamment portuaires, il est intéressant de réétudier l’histoire du développement du port de Shanghai durant la période concessionnaire. Les concessions étrangères de Shanghai et les entreprises privées établies sur place entre 1843 et 1912 ont joué un rôle essentiel dans la construction du port de cette ville, qui est devenu par la suite un modèle de développement pour les autres villes portuaires chinoises. La ville de Shanghai telle que nous la connaissons aujourd’hui trouve ses fondations durant cette période. Cette thèse essaie de démontrer en quoi les compétitions commerciales des entreprises étrangères présentes à Shanghai ont été le moteur du développement de son port. Elle explore le contexte historique, les étapes clés de la construction du port, l'aménagement et la gestion, ainsi que l'impérialisme occidental et l'émergence d'une conscience nationale chinoiseThis thesis focuses on the development of the Shanghai port from 1843 to 1912, with a particular emphasis on the history of foreign enterprises established in Shanghai during this period. At a time when China is promoting its Belt and Road Initiative, aimed at expanding its global influence by assisting participating countries in developing their public infrastructure, including ports, it is interesting to reexamine the history of the development of the Shanghai port during the concession period. The foreign concessions in Shanghai and the private enterprises established there between 1843 and 1912 played a crucial role in the construction of the port, which later became a development model for other Chinese port cities. The city of Shanghai as we know it today has its foundations in this period. This thesis seeks to demonstrate how the commercial competition among foreign enterprises in Shanghai drove the development of its port. It explores the historical context, key stages of port construction, planning and management, as well as Western imperialism and the emergence of Chinese national consciousness
11
Анічкіна, Ю. В. "Оцінка перспектив розвитку морегосподарського комплексу в Україні". Thesis, Одеський національний економічний університет, 2021. http://local.lib/diploma/Anichkina.pdf.
Abstract (sommario):
Доступ до роботи тільки на території бібліотеки ОНЕУ, для переходу натисніть на посилання нижчеУ роботі розглядаються теоретичні аспекти розвитку морегосподарського комплексу в Україні. Проаналізовано діяльність морегосподарського комплексу України в порівнянні між регіонами . Також зроблено аналіз перспектив розвитку морегосподарського комплексу та його управління.
The paper considers the theoretical aspects of the development of the maritime complex in Ukraine. The activity of the maritime economic complex of Ukraine in comparison with the regions is analyzed. An analysis of the prospects for the development of the maritime complex and its management is also made.
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Dial, Rania Tassadit. "Les liaisons terrestres et maritimes et la concurrence interportuaire : les défis pour la croissance des ports européens". Electronic Thesis or Diss., Toulon, 2021. http://www.theses.fr/2021TOUL2001.
Abstract (sommario):
Cette thèse propose une analyse axée à la fois sur les relations interportuaires et sur celles qui régissent les segments du commerce international maritime : les ports leurs avant et arrière-pays. Dans un premier chapitre, un bilan sur les hiérarchies et la croissance relative en Europe est dressé. A l’aide de deux méthodes complémentaires : chaines de Markov et les clubs de convergence, il montre qu’il existe une polarisation de la croissance au sein d’un nombre limité de grands ports et une forte fréquence pour les plus défavorisés. Ce résultat marque l’absence de convergence au sein des ports européens. Par ailleurs, le phénomène de « contestation portuaire périphérique » s’exercerait ici par les petits ports à l’égard de ceux de taille moyenne, ce qui contesterait fortement certains résultats de la littérature sur le sujet. Le second chapitre met en lumière l’importance de la relation entre le port et ses environnements terrestres et maritimes. Il se concentre sur l’aspect spatial qui caractérise ces relations et montre qu’il existe des disparités entre les régions portuaires. Alors que le Nord de l’Europe se caractérise par la complémentarité, les ports du Sud entretiennent des relations concurrentielles. Il montre aussi que, la taille du marché local et sa proximité des ports ne sont pas systématiquement, de bons déterminants du débit. L’accessibilité au marché à partir des régions portuaires périphériques est cependant, déterminante et peut s’expliquer par l’existence de niches de marchés au sein de ces zones. Le troisième chapitre se concentre sur la connectivité maritime par pays, ses déterminants ainsi qu’aux effets spatiaux pouvant l’influencer. L’analyse révèle qu’il existe des différences substantielles entre l’Europe du Nord et la Méditerranée. Elle, permet au-delà, des résultats de la littérature, d’identifier les relations dominantes dans chaque région. Bien que la complémentarité et la concurrence puissent coexister entre ports/pays voisins, cette étude montre que l’une peut très bien l’emporter sur l’autreThis thesis proposes an analysis focused both on inter-port relations and on those governing the international maritime trade elements: ports, hinterland and foreland. In the first chapter, an assessment on hierarchies and relative growth in Europe is made by applying two complementary methods: Markov chains and convergence clubs. These show that there is a growth polarization within a limited number of large ports and a high frequency for those most disadvantaged. This result marks the lack of convergence within European ports. In addition, the phenomenon of "peripheral port challenge" would be exercised here by the small ports on the medium-sized ones, which would strongly contest some literature results on this issue. The second chapter highlights the importance of the relationship between the port and its hinterland and maritime environments. It focuses on the spatial aspect that characterizes these relationships and shows existing disparities between port regions. While Northern Europe is characterized by complementarity, Southern ports have competitive relationships. It also shows that the size of the local market and its proximity to the ports are not systematically good determinants of throughput. However, the accessibility to the market from peripheral port regions is a determining factor and can be explained by the existence of market niches within these areas. The third chapter focuses on maritime connectivity by country, its determinants and the spatial effects that can influence this. The analysis reveals that there are substantial differences between Northern Europe and the Mediterranean. It allows, beyond the results of literature, to identify the dominant relationships in each region. Although complementarity and competition may coexist between neighboring ports/countries, this study shows that one may prevail over the other
13
Costa, Cesar Serra Bonifacio. "Competition and coexistence in the salt marsh annuals Suaeda maritima and Salicornia europaea". Thesis, University of East Anglia, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.306131.
14
Ткаченко, Л. Р. "Міжнародна конкурентоспроможність підприємств морської транспортної галузі (на прикладі ДП «МТП «Южний»)". Thesis, Одеський національний економічний університет, 2021. http://local.lib/diploma/Tkachenko.pdf.
Abstract (sommario):
Доступ до роботи тільки на території бібліотеки ОНЕУ, для переходу натисніть на посилання нижчеУ роботі розглядаються теоретико-методичні основи дослідження міжнародної конкурентоспроможності підприємств морської транспортної галузі. Досліджено чинники впливу на стан та розвиток міжнародної конкурентоспроможності підприємств морської транспортної галузі та систематизовано методи оцінки міжнародної конкурентоспроможності підприємства. Проаналізовано показники обсягів, динаміки та структури міжнародних вантажлперевезень ДП «МТП «Южний». Проведено SWOT- та PEST - аналіз. Визначені фактори впливу внутрішнього та зовнішнього середовища на міжнародну конкурентоспроможність ДП «МТП «Южний». Проведена оцінка сучасного стану міжнародної конкурентоспроможності ДП «МТП «Южний». Запропоновано шляхи підвищення міжнародної конкурентоспроможності ДП «МТП «Южний» за рахунок участі підприємства у створенні морського мультимодального кластеру. Особливий наголос зроблено на удосконаленні ДП «МТП «Южний» інноваційно-інвестиційного розвитку як чинника підвищення міжнародної конкурентоспроможності.
The paper considers the theoretical and methodological foundations of the study of the international competitiveness of maritime transport enterprises. The factors influencing the state and development of the international competitiveness of the enterprises of the maritime transport branch are investigated and the methods of assessing the international competitiveness of the enterprise are systematized. Indicators of volumes, dynamics and structure of international freight transportation of Sea Commercial Port “Yuzhny” are analyzed. SWOT and PEST analysis was performed. Factors influencing the internal and external environment on the international competitiveness of Sea Commercial Port “Yuzhny” have been identified. An assessment of the current state of international competitiveness of the of Sea Commercial Port “Yuzhny”was carried out. Ways to increase the international competitiveness of Sea Commercial Port “Yuzhny” through the participation of the company in the creation of a maritime multimodal cluster. Special emphasis was placed on the improvement of Sea Commercial Port “Yuzhny” innovation and investment development as a factor in increasing international competitiveness.
15
Benso, Gérard. "Les transports maritimes et aériens de la Corse : la continuité territoriale". Thesis, Lyon, 2016. http://www.theses.fr/2016LYSE3076/document.
Abstract (sommario):
La Corse est la plus septentrionale des grandes îles de Méditerranée Occidentale, elle est la plus petite (3680 km2) et la moins peuplée.(330 000 habitants). Plus proche des côtes italiennes, elle fait néanmoins partie intégrante de la France où une forte diaspora est installée et génère des échanges serrés. Depuis l’Antiquité, la Corse a toujours eu des relations commerciales avec le continent, d’abord avec la péninsule italienne puis, depuis l’annexion de 1768, avec la France continentale. Deux révolutions technologiques favorisèrent un fort accroissement des échanges : l’arrivée des navires à vapeur en 1830 et celle de l’avion au vingtième siècle. Les évolutions se poursuivent toujours pour réduire la durée des vols et des traversées et augmenter la capacité de transport. La Collectivité Territoriale de Corse a la maîtrise des transports et conclut des délégations de service public avec les compagnies maritimes et aériennes ; tandis que l’État s’est retiré, l’Union Européenne intervient davantage pour imposer la libre concurrence. Les infrastructures ont dû s’adapter à l’évolution des flottes mais elles sont toujours déterminées par le relief cloisonné de l’île qui a l’originalité de disposer de sept ports et quatre aéroports afin de mieux desservir les territoires. Le trafic des marchandises est modeste et déséquilibré, les entrées étant très supérieures aux sorties ; celui des passagers a été décuplé en soixante ans, sa répartition est très inégale dans l’année et entre les ports et aéroports. ; la part de l’avion se rapproche de celle du bateau. Les touristes sont majoritaires chez les passagers mais sont beaucoup moins nombreux que ceux des îles concurrentes. Les tarifs ont été nettement réduits pour les résidents mais restent élevés pour les autres usagers, ce problème devra être résolu pour améliorer la continuité territorialeCorsica is the northernmost of the big western Mediterranean islands, as well as the smallest (3680 km2) and the less populated (330 000 inhabitants). Even if Corsica is nearer from Italian coasts than French ones, it takes part fully of French mainland where a significant diaspora lives and creates tight trades.Since Antiquity, Corsica had business relations with the mainland. It started with Italian peninsula, and went on with mainland France after its annexation in 1768.Two main technological revolutions promoted a huge increase in the trade relations: the emergence of steamboats in 1830 followed by the plane in the 20th century.Technological improvements are still continuing to reduce time of flights and sea crossings, increasing thus transport capacity.Territorial collectivity of Corsica is in charge of transports and delegates public services to the airlines and shipping companies. While French state progressively withdraws, European Union is more and more involved to impose free market.Even if infrastructures evolved with the fleet changings, they are still determined by the compartmentalized relief of the island which led to the construction of seven ports and four airports in order to serve better the different territories.Goods’ traffic is of modest size and unbalanced (entries rather higher than exits), whereas passengers’ one has increased tenfold in sixty years. For this last one, an inequality of distribution along the year is observed (seasonal variations), as well as between ports and airports. Progressively the plane’s part gets closer to the boat’s one. Passengers are mainly tourists that remain less numerous than those of the competing islands.Fares have been reduced significantly for Corsican residents, but still remain high for the other passengers. This problem will have to be solved to improve territorial continuity
16
Naudin, Anne-Cécile. "Le régime juridique de l'exploitation portuaire". Thesis, Aix-Marseille, 2013. http://www.theses.fr/2013AIXM1037.
Abstract (sommario):
Ces dernières années, le contexte concurrentiel a démontré la nécessité de réformer la politique portuaire française. C’est ainsi que la réforme portuaire issue de la loi n°2008-660 du 4 juillet 2008 a créé les grands ports maritimes. Le modèle du « landlord port », autrement dénommé port propriétaire/aménageur, a été consacré en France. Le grand port maritime voit ses activités recentrées sur ses missions régaliennes, ses missions d’exploitation ayant été transférées aux opérateurs privés portuaires. Face aux contraintes domaniales, issues du droit administratif, les grands ports maritimes ont dû valoriser leur domaine portuaire en attirant les investisseurs privés et en développant leurs activités avec leur « hinterland ». Le partenariat public/privé est donc la solution pour améliorer la compétitivité des grands ports maritimes. Si du point de vue juridique, l’autorité portuaire est en position « dominante » par son rôle décisionnaire d’attribution d’espaces portuaires aux différents opérateurs, du point de vue économique, le rapport de force est inversé au profit des opérateurs. Il est donc indispensable de parvenir à équilibrer ces visions dans le respect du libre jeu de la concurrenceThese last years, the competitive context demonstrated the necessity of reforming the French port policy. This is how the port reform stemming from the law n°2008-660 of July 4th, 2008 created the Major seaports. The model of landlord port was recognized in France. The Major seaport sees its activities refocused on its kingly missions, its missions of operation having been transferred to the port private operators. In front of state property constraints, stemming from the administrative law, the Major seaports had to value their port domain by attracting the private investors and by developing their activities with their «hinterland». The public / private partnership is thus the solution to improve the competitiveness of the Major seaports. If, from the legal point of view, the port authority belongs in «dominant» position by its decision-making role of allocation of port spaces to the various operators, from the economic point of view, the balance of power is inverted for the benefit of the operators. It is thus essential to succeed in balancing these visions in the respect for the free play of competition
17
Suárez, II Gómez William. "Cabotage: The effects of an external non-tariff measure on the competitiveness of agribusiness in Puerto Rico". Thesis, University of Bradford, 2016. http://hdl.handle.net/10454/13464.
Abstract (sommario):
Small islands developing states (SIDS) sustainability is a United Nations’ aim. Their markets are often influenced by external policies imposed by larger economies. Could an anti-competitive measure affect the food vulnerability of a SIDS?
This research examines the effects of an external non-tariff measure (NTM) on Puerto Rico’s (PR) agribusinesses. It explores the effects of a maritime cabotage regulation (US Jones Act) on the affordability and accessibility of produce and grains. PR imports 100% of their needs of grain and over 85% of fresh produce. PR’s food imports are generally from the US and the trade service is restricted to the use of the US maritime transportation. As a result, the supply chain of these two sectors although different, are limited by the US Act that may impact the cost of food, its availability, firms’ efficiency and other structures of production. Using a mixed convergent design, PR’s agrifood supply chains were explored and analysed in relation to the maritime cabotage regulation.
Oligopolistic structures and collusion between maritime transporters and local agribusinesses importers limit the access to data, but other internal factors also have a role. Fieldwork shows that while the cabotage regulation itself is a constraint, interaction with others NTM and the current political framework between US and PR are relevant. Factors such as lack of efficiency, poor innovation and a self-limitation of the agribusinesses firms were found. The novelty of this research is the use of mixed methods to evaluate the effects of cabotage on the agrifood supply chain.
18
Suárez, Gómez William. "Cabotage : the effects of an external non-tariff measure on the competitiveness of agribusiness in Puerto Rico". Thesis, University of Bradford, 2016. http://hdl.handle.net/10454/13464.
Abstract (sommario):
Small islands developing states (SIDS) sustainability is a United Nations’ aim. Their markets are often influenced by external policies imposed by larger economies. Could an anti-competitive measure affect the food vulnerability of a SIDS? This research examines the effects of an external non-tariff measure (NTM) on Puerto Rico’s (PR) agribusinesses. It explores the effects of a maritime cabotage regulation (US Jones Act) on the affordability and accessibility of produce and grains. PR imports 100% of their needs of grain and over 85% of fresh produce. PR’s food imports are generally from the US and the trade service is restricted to the use of the US maritime transportation. As a result, the supply chain of these two sectors although different, are limited by the US Act that may impact the cost of food, its availability, firms’ efficiency and other structures of production. Using a mixed convergent design, PR’s agrifood supply chains were explored and analysed in relation to the maritime cabotage regulation. Oligopolistic structures and collusion between maritime transporters and local agribusinesses importers limit the access to data, but other internal factors also have a role. Fieldwork shows that while the cabotage regulation itself is a constraint, interaction with others NTM and the current political framework between US and PR are relevant. Factors such as lack of efficiency, poor innovation and a self-limitation of the agribusinesses firms were found. The novelty of this research is the use of mixed methods to evaluate the effects of cabotage on the agrifood supply chain.
19
Guerlet, Grégory. "La gestion des ports par une entite publique : aspects européens et environnementaux". Phd thesis, Université du Littoral Côte d'Opale, 2013. http://tel.archives-ouvertes.fr/tel-00983306.
Abstract (sommario):
Autrefois abris pour les navires en perdition, les ports sont devenus de véritables places portuaires comprenant des zones industrialo-portuaires. Portes ouvertes sur le monde, les ports sont au centre des échanges commerciaux des Etats et constituent un atout non négligeable dans le commerce extérieur de ceux-ci. Les différentes lois et réformes portuaires ont amené le législateur français et les acteurs portuaires à recentrer les missions de chacun au sein de la place portuaire afin que nos ports réussissent le défi de la concurrence imposée par nos voisins du Bénélux notamment, et répondent également aux contraintes environnementales que l'Europe imposent aux ports. En france, les ports ont toujours étaient considérés comme des services publics avec une dualité qui se traduisait par un service administratif pour les missions régaliennes et un service industriel et commercial pour les missions plus commerciales telles que l'outillage. La vision française du service public portuaire apparaît dès lors dépassée et la France doit s'adapter à une harmonisation de la gestion de ses ports aux normes européennes. La réforme de 2008 a transféré l'outillage à des entreprises privées, permettant aux ports de se réorganiser autour de l'aménagement et la gestion. Il convient de considérer le port comme au centre de la chaîne des transports commerciaux et une gestion intégrée de ces derniers apparaît nécessaire, impliquant un développement de nos ports côté terre, avec des dessertes terrestres, fluviales et ferroviaires qui seront une réponse à la concurrence. La multimodalité des ports est un axe de travail que la France doit mettre en place et est en cours de construction, avec une prise en compte de l'environnement au coeur de chaque projet. La France dispose d'une grande façade littorale jusqu'ici peu ou mal exploitée. La politique portuaire commence à devenir une des priorités des dirigeants nationaux et permettra à la France de (re)trouver sa vocation maritime jusqu'ici trop longtemps ignorée.
20
Seka, Aba Clément. "Contribution à l'étude juridique des concessions portuaires". Thesis, Brest, 2013. http://www.theses.fr/2013BRES0094.
Abstract (sommario):
L’adaptation des ports maritimes aux nouvelles donnes du commerce international, ne peut se réaliser sans une implication des opérateurs privés dans la gestion des activités portuaires. Cette participation exige que, les activités industrielles et commerciales des ports, leur soient confiées par le biais de montages juridiques efficients. Parmi ceux-ci, les concessions portuaires apparaissent comme les outils juridiques offrant un cadre d’accueil, en termes de performance et de rentabilité des activités économiques dans les ports maritimes. Or, aujourd’hui, le problème de la qualification juridique de ces concessions portuaires semble se poser dans la mesure où règne un désordre juridique en droit administratif. Cette thèse vise, ainsi, à apporter un éclairage à la question. Son introduction générale expose, d’abord, la notion de concession portuaire et aborde ensuite l’objectif de cette étude en mettant l’accent sur sa problématique : le contrat de concession dans les ports peut-il être classé dans une famille juridique préétablie et être rattaché à une catégorie juridique préexistante ? Pour répondre à cette question, la première partie de cette thèse s’est attachée à mettre en relief la diversité des éléments caractéristiques des concessions portuaires. Cette opération d’identification a mis l’accent sur les éléments essentiels et ceux qui sont non essentiels permettant la qualification juridique des concessions portuaires. Mais, cette qualification théorique ne peut être judicieuse et cohérente que si elle est confrontée à la constante évolution de la pratique des montages concessifs réalisés par les opérateurs économiques dans les ports. C’est à cette grille d’analyse que s’est livrée la seconde partie de cette thèse. Elle a, ainsi, porté sur la diversité de la pratique concessive dans les ports maritimes français et africains. Aussi, ont été examinés les montages concessifs dans les ports français en comparaison avec ceux utilisés dans les ports européens (Anvers, Rotterdam, Hambourg) et dans les ports de l’Afrique notamment en Côte d’Ivoire, au Sénégal, au Cameroun, en Algérie et au Maroc. Cette analyse comparative qui est illustrée par des documents professionnels montre, finalement, que la qualification juridique des concessions portuaires qui est l’axe central de cette thèse est un exercice périlleux. Elle ne peut se faire qu’au cas par cas, selon les pays et en tenant compte des efforts conjugués de la doctrine, de la jurisprudence, des textes législatifs et réglementairesThe adaptation of sea ports to the new rules of international trade can only happen with the involvement of private port managing operators. This involvement requires the entrustment of ports industrial and commercial activities, through efficient legal devices/arrangements/frameworks. Among these, port concessions seem like legal instruments providing a good setting, in terms of performance and profitability for economic activities in sea ports. However, the legal qualification/classification/characterization of these port concessions can be an issue since a legal disorder is observed in administrative law. The thesis is thus aiming at sheding light on this matter. The introduction firstly exposes the notion of port concession and then adresses the objective of this study by outlining its problematic : can port concession contracts be classified into a pre-establisehd legal group and attached to a pre-existing legal category ? To address the question, the first section of this thesis highlights the diversity characterizing port concessions. This identification process outlines the essentiel and non-essential elements, enabling the legal qualification of port concessions. However, this theoretical qualificaiton can only be wise and coherent if it adapts to the constant evolution of the use of concessive framework by the economic agents in sea ports. The second section of the thesis thus tackles the issue, by considering the diversity in use of concessions in sea ports of France and Africa. The concessive devices of French sea ports have been compared to those of other European ports (Antwerp, Rotterdam, Hamburg) and African ports, in particular in Ivory Coast, Senegal, Cameroon, Algeria and Morocco. The comparative analysis illustrated through professional documents, shows that the legal qualification of port concessions, which is the center of this thesis, is a perilous enterprise. It can be done only on a case by cas basis, according to the various countries and taking into account the joint forces of doctrine, jurisdiction, as well as legal and regulatory texts
21
Wang, Jade, e 王國傑. "RESEARCH of EC MARITIME COMPETITION LAW". Thesis, 1993. http://ndltd.ncl.edu.tw/handle/08581509140128281510.
22
Rodrigues, Diana Manuela Antunes. "From seed to sapling: effects of plant community, soil cover and fire in the recruitment and establishment of maritime pine". Master's thesis, 2021. http://hdl.handle.net/10773/33552.
Abstract (sommario):
Pinus pinaster forests are among the most affected forests by fire in the Mediterranean. The main objective of this dissertation was to study the natural dynamics of P. pinaster natural regeneration in a post-fire scenario in three populations of central coastal Portugal, that affected by the 2017 fires (our treatment). For this, 18 sampling points with two replicas, areas of 50m2 were sampled, in which forest stands and understory vegetation structures were characterized. The density of P. pinaster regeneration was assessed in four sub-plots of 1m2 in each treatment and population. ANOVAs were performed to verify differences between populations and treatments. Correlations between maritime pine regeneration and the study variables: biotic (stand, soil cover and plant cover) and abiotic (topography and climate), were tested by calculating Spearman correlations. Regeneration values considered sustainable were recorded in all three populations for the two treatments, where only Mira showed signs of establishment difficulty due to low survival rates. Older stands, with higher biomass productions, show a negative relationship with survival and height of regeneration. High levels of invasion were recorded which showed a negative relationship with regeneration density and survival. The height of the invasive cover demonstrated to be negative for survival, thus demonstrating in both cases relations of competition. The opposite effect was verified for the cover of native flora where positive relations were registered with survival and height of regeneration, thus demonstrating relations of facilitation with regeneration.As florestas de Pinus pinaster estão entre as florestas mais afetadas pelo fogo no Mediterrâneo. O principal objetivo desta dissertação foi estudar a dinâmica natural da regeneração natural do P. pinaster em cenário de pós-fogo em três populações do centro costeiro de Portugal, afetadas pelos fogos de 2017. Para isto foram amostrados 18 pontos de amostragem, com duas réplicas cada de áreas de 50m2, nas quais foram caracterizados os povoamentos florestais e as estruturas da vegetação de sub-coberto. A densidade da regeneração de pinheiro-bravo foi avaliada em quatro sub-parcelas de 1m2 em cada tratamento e população. Foram realizadas ANOVAS para verificar as diferenças entre populações e tratamentos. As correlações entre a regeneração de pinheiro-bravo e as variáveis: bióticas (povoamento, cobertura de solo, coberto vegetal) e abióticas (topografia e clima) foram testadas através do cálculo de correlações de Spearman. Foram registados valores de regeneração considerados sustentáveis nas três populações para os dois tratamentos, onde apenas Mira mostrou indícios de dificuldade de estabelecimento devido às baixas taxas de sobrevivência. Povoamentos mais antigos, com maiores produções de biomassa mostram uma relação negativa com a sobrevivência e altura da regeneração. Foram registados altos níveis de invasão que demonstraram uma relação negativa com a densidade e sobrevivência da regeneração. A altura do coberto invasor demonstrou ser negativa para a sobrevivência, demonstrando assim nos dois casos relações de competição. Verificou-se o efeito contrário relativamente á cobertura de flora nativa onde se registaram relações positivas com a sobrevivência e altura da regeneração demonstrando assim relações de facilitação com a regeneração.
Mestrado em Ecologia Aplicada
23
Zhang, Jian Hong-Qi, e 張簡弘祺. "A Survey of Competition Factors at the Maritime Union Reorganization – The example of Kaohsiung Port and Xiamen Port". Thesis, 2018. http://ndltd.ncl.edu.tw/handle/uwdw5n.
Abstract (sommario):
碩士國立成功大學
交通管理科學系碩士在職專班
106
In recent years, due to changes in the maritime market, container operators have developed consolidation and maritime alliance reorganization activities. In order to understand the current competitive relationship between Kaohsiung Port and Xiamen Port after the reorganization of this maritime alliance, the present study reviews the important factors affecting port competitiveness and evaluation methods, lists 12 evaluation criteria for 3 facets, and uses the Analytic Hierarchy Process and Grey Relational Analysis to evaluate the current competitiveness of Kaohsiung Port and Xiamen Port . The study finds that the Container Operator Operation Strategy is the most important aspect for shipping experts after the reorganization of the Maritime Union in 2017; Kaohsiung Port is still slightly better than Xiamen Port at this stage, but it must continue to observe the operation strategy of the container operator; Xiamen port has a competitive advantage in the Hinterland Supply Factor and is superior to Kaohsiung Port in the Port Development Plan and Port Authority Incentives .
24
Kuo, Su-Ling, e 郭素伶. "The Satisfaction and Learning Motivation of Students for Entrance Examination of Skill Competition from Vocational High School to Advanced Maritime Universities". Thesis, 2009. http://ndltd.ncl.edu.tw/handle/96800412448114977677.
Abstract (sommario):
碩士國立高雄海洋科技大學
航運管理研究所
97
There are some students from the Maritime Vocational High School that can get a chance of entrance to Advanced Maritime Affairs Universities (e.g. National Taiwan Ocean University; NTOU, or National Kaohsiung Marine University; NKMU), by the Skill Competition held on each year in Taiwan. So it is necessary to explored the learning motivation and satisfaction between NTOU and NKMU, and also distinguish some difference among those Maritime Vocational High School around the Taiwan, that these students gotten the entrance from 2002 to 2005. We find that the most important influential factors of the learning motivation are relative major of the Maritime Vocational High School. Most of NTOU and NKMUs’ students pay much attention to effect of learning. Besides, English learning is difficult for the students. The results will be helpful for the Taiwanese Ministry of Education, NTOU and NKMU, and the suggestions are proposed and discussed for the operational stratagem to enroll new students.
25
Yeh, Jiun Ning, e 葉君寧. "The Research on Strategy of Maritime Shippers Facing Competition within International Trade-in Case of the Two Giants-Yang-Ming and Evergreen Marine Corp. LTD". Thesis, 2007. http://ndltd.ncl.edu.tw/handle/67088333862817637565.
Abstract (sommario):
碩士大葉大學
國際企業管理學系碩士在職專班
95
The research takes Evergreen Marine Corp. and Yang Ming Marine Corp. as the target objects. We wonder how they could break through the bottleneck in the first half year of 2006 under the influence of the factors such as the adding burden of new vessels and the sky-high price of oil. Moreover, meanwhile, how they could formulate the cop-ing strategy on facing the violent competition among the national and international ma-rine corp. is also a very interesting topic to us. The study does the strategy planning with normal competition strategies, five force analysis, and SWOT analysis. Subsequently, we applies in-depth interview to verify the feasibility of coping strategies in practice. The results turn out to be that these two companies integrated the related busi-nesses vertically to strengthen their competition capability. In addition, they also trans-ferred their investments to mainland China. To lower the costs, they adopted strategic alliance by co-operating the periodical shipping line and increasing the density of ship-ments.
26
Valadares, Ana Rita Assis Figueiredo dos Santos. "Concorrência vs. Cooperação no Sistema Portuário Português". Master's thesis, 2017. http://hdl.handle.net/10316/82721.
Abstract (sommario):
Relatório de Estágio do Mestrado em Economia apresentado à Faculdade de EconomiaO presente estudo enquadra-se no âmbito do estágio curricular realizado no Departamento de Avaliação de Políticas Públicas da Autoridade da Concorrência, com vista à conclusão do mestrado em Economia, com especialização em Economia Industrial, pela Faculdade de Economia da Universidade de Coimbra. De 1 de setembro de 2016 a 13 de dezembro do mesmo ano, foram realizadas diversas atividades na entidade acolhedora que possibilitaram ficar a conhecer a realidade do setor dos transportes, em particular da situação dos portos e do transporte marítimo, de passageiros e de mercadorias, e me permitiram aplicar conhecimentos e capacidade analítica para a organização e redação do presente relatório. Os portos nacionais encontram-se sob uma estratégia de concorrência entre eles, isto é, concorrência inter-portuária. É assinalada, por profissionais da área, a dificuldade no investimento em melhores e maiores infraestruturas e no aproveitamento das suas capacidades. Neste contexto, analisam-se as estratégias alternativas de uma cooperação total ou parcial dos portos. Este último caso, co-opetition, pauta-se pela reunião de características de concorrência e cooperação entre os portos envolvidos no acordo. A descrição das três estratégias de ação referidas (concorrência, cooperação total e co-opetition) e a sua comparação, em termos de vantagens e desvantagens de cada uma, e à luz da discussão de alguns casos internacionais ilustrativos das diferentes estratégias, procura destacar a sua (in)adequação ao contexto dos portos portugueses.
This study falls within the curricular internship framework, which took place at the Public Policies Assessment Department at the Portuguese Competition Authority. This report represents the conclusion of my Master’s Degree in Economics, with specialization in Industrial Economics, from the Faculty of Economics of the University of Coimbra. From September 1st 2016 to December 13th 2016, several activities were held within the entity to learn about the reality of the transports’ sector, particularly the actual conditions of ports and maritime transport, both of passengers and freight transport, which empowered me with the knowledge and analytic capability for the organization and redaction of the present report. Portuguese ports are under a strategy of competition among themselves, in other words, inter-port competition. It is highlighted by professionals in this field of study the difficulties about investing in more and better infrastructures, as well as the best exploitation of the ports’ capacities. In this context, the alternative strategies of a total or partial cooperation between them are analyzed. This last case, co-opetition, is defined by the reunion of competition and cooperation characteristics. The description of the three strategies referred (competition, complete cooperation and co-operation), as well as their comparison, in terms of its advantages and disadvantages), and discussion of international cases illustrative of those strategies, seek to highlight its adjustment to the Portuguese’s ports context.
27
Neves, Ana Rita Monteiro. "The competitive advantage of the Portuguese maritime cluster: strong and rising?" Master's thesis, 2016. https://repositorio-aberto.up.pt/handle/10216/87144.
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Neves, Ana Rita Monteiro. "The competitive advantage of the Portuguese maritime cluster: strong and rising?" Dissertação, 2016. https://repositorio-aberto.up.pt/handle/10216/87144.
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Fang, Chun-Wei, e 方宭蓶. "A Competitive Study on the Maritime Performing Parities’ Liability under Rotterdam Rules-The Case of Taiwan and China". Thesis, 2012. http://ndltd.ncl.edu.tw/handle/00621707405712117237.
Abstract (sommario):
碩士國立高雄海洋科技大學
航運管理研究所
100
The carriers can not finish carriage of goods by sea independently anymore. They need to be assisted by maritime performing parties. But there were not relative regulations or clauses to regulate the responsibility of maritime performing parties. It regulate those people who assist carriers to perform any of carriers’ obligations can apply the defences and limits of liability under the Hague-Visby Rules and the Hamburg Rules until Adler v. Dickson[1954]. It regulates the responsibility and roles of maritime performing parties definitely under the Rotterdam Rules so that it could be influence the Article 76 of Maritime Act of Taiwan. As a result, this study aims to explore the maritime performing parties between in Rotterdam Rules, Taiwan and China. The methods adopted by this study are inductive method, deductive method and comparative method. The process of this study is explained as follow: First, in order to illustrate the evolution of terms of the legislative process collecting and synthesizing the official documents of UNCITRAL, and scholars opinions in foreign and domestic . Second, through the regulations of Taiwan and China, summarize the relative articles to clarify the definition and responsibility of maritime performing parties. Finally, summarize and compare the difference of maritime performing parties between the Rotterdam Rules, Taiwan and China for providing suggestions as reference for Maritime Act of Taiwan. This study finds that in definitions of maritime performing parties, the Rotterdam Rules specific define the maritime performing parties but the definitions contradict with other provisions. In Basis of Liability, the Rotterdam Rules and actual carriers of China is the same, they all burden Presumed Liability. The other side, the employee and agent of Tanwan and China all burden Negligence Liability in tort. In burden of proof, the regulation of Rotterdam Rules and actual carriers of China is advantage in claimant. In Exemption Clauses, it deletes the exemption from liability of navigation faults under Rotterdam Rules. In Unit Limitation of Liability and Time Suit, the regulations of Rotterdam Rules are higher than Taiwan and China. This study indicate that Taiwan shall be imitate the Rotterdam Rules to clarify the definition and responsibility of maritime performing parties for completing the system of maritime performing parties in Taiwan.
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Rulon, Leslie. "Effects of Nutrient Additions on Three Coastal Salt Marsh Plants Found in Sunset Cove, Texas". Thesis, 2010. http://hdl.handle.net/1969.1/ETD-TAMU-2010-12-8798.
Abstract (sommario):
Eutrophication, particularly due to nitrogen (N) and phosphorus (P) input, has been massively altered by anthropogenic activities. Thus it is important to understand the impact on salt marsh plants; however studies on salt marsh plants within Galveston Bay, Texas are limited. In this study, the effects of repeated nutrient additions in monospecific plots of Spartina alterniflora, Batis maritima¸ and Salicornia virginica as well as mixed plots of B. maritima and S. virginica were studied over 15 months. Results showed that nutrient loading led to an increase in height, biomass, growth rate and percent nitrogen (N) within all three species studied, but were species specific more than dose dependent. Nitrogen content in leaves had a positive correlation with P content in leaves but a negative correlation with carbon (C) content. Nutrient loading lead to a significant increase in total chlorophyll in the fertilized plots of S. alterniflora and S. virginica one month into the study. Nutrient addition to two succulent species, B. maritima and S. virginica in mixed plots did not reveal a distinct superior competitor within the 15 month study in terms of growth and nutrient use efficiencies; however using the maximum growth rates of the monospecific plots, the Monod model was used to determine which species would dominate at high nutrient loads. Based on height data S. alterniflora would dominate, while B. maritima would dominate according to the Monod model based on biomass.
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Парсяк, В. Н., e V. N. Parsyak. "Кластери як ефективна форма об’єднання потенціалів підприємств економіки моря". Thesis, 2019. http://eir.nuos.edu.ua/xmlui/handle/123456789/2786.
Abstract (sommario):
Парсяк, В. Н. Кластери як ефективна форма об’єднання потенціалів підприємств економіки моря / В. Н. Парсяк // Матеріали всеукр. наук. екон. читань з міжнар. участю «Трансформація економічних процесів у морегосподарському комплексі України», 17–18 груд. 2019 р. – Миколаїв : Вид. Торубара В. В., 2019. – С. 20–24.Доповідь присвячена висвітленню досвіду європейських країн у застосуванні кластерів як засобу інтеграції потенціалів підприємств економіки моря з метою посилення їх конкурентної спроможності на світових ринках. Наведено приклади ефективної кластеризації.
The report is devoted to covering the information on the experience of European countries in using clusters as a means of integrating the potentials of enterprises of the marine economy in order to enhance their competitive ability in world markets. Successful clustering examples are provided.