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The development of the ports of the North-East was a direct consequence of the region's increasing coal production; existing ports were expanded and new facilities created. Improvement required capital and it became necessary to form commissions to administer the ports, subsuming the powers of individuals and companies. Through them the greatest and most beneficial developments took place. Of an engineering nature, improvements involved rail transport, trans-shipment facilities, the building of docks and breakwaters, and river deepening and straightening. The advice of the nation's most eminent engineers was acted upon and, through the works undertaken, coal shipments f rom the North-East increased from 3 to 35 million tons per annum over the century which began in 1815. Certain ports were over-capitalised, others starved of funds, but by 1914 all competed on equal terms. Based on throughput, all exhibited similar capital expenditure and annual revenue. Development was not uniform but, generally, capital expenditure resulted in increased coal throughput and revenue. Docks were built as necessary, their costs comparable with those of other U. K. ports. Their value was marginal although two of them were so efficient that they were equalled in unit throughput only by Cardiff, the principal port of the analagous South Wales coalfield. Mining, railways and ports were inter-dependent, collieries owning staiths and several railways themselves operating docks. In 1865 the ports came to experience the virtual territorial monopoly of the North Eastern Railway, its financial power unrivalled. Itself operating docks, it came to determine the strategy of coal shipments. This thesis explores the evolution of the ports and their railways, the contribution made by the engineering profession to the development of both, the formation of the region's port authorities and the relationships which existed within and without the governing bodies.

The Purpose of the Dissertation is to analize and specify the capability of cargo flow forecasting in ports, through assessment and modelling the distribution of cargo flows throughout competitor ports, by considering certain factors that might cause considerable changes into ports or port environment.

Le territoire portuaire est inévitablement un lieu de conflits, notamment dans son processus de prise en compte de l'environnement. L'objet de notre travail de recherche est de voir comment l'environnement s'inscrit dans le développement portuaire à partir de l'analyse des recours contentieux, c'est-à-dire des conflits environnementaux qui engagent des acteurs publics et privés face aux tribunaux. Nous avons ainsi mis en place un outil méthodologique permettant de traiter les arrêts : une grille d'analyse géo-juridique des conflits environnementaux portuaires résolus par le juge qui permet de saisir la variété d'éléments caractérisant chaque conflit, et ainsi d'en faire une analyse quantitative et qualitative. L'originalité de cette thèse réside donc dans son approche de l'aménagement de l'espace par le droit. Travailler sur les contentieux donne en effet des éléments précieux pour comprendre les rapports qui s'établissent entre les différents acteurs dans la fabrique des territoires portuaires lorsque ceux-ci sont confrontés au développement et aux enjeux environnementaux. C'est à cet effet que nous proposons une typologie de la prise en compte de l'environnement dans le développement portuaire. Celle-ci pourrait permettre de mieux comprendre de nouveaux conflits environnementaux en les rapportant aux profils portuaires identifiés, voire de réfléchir aux moyens d'améliorer la prise en compte de l'environnement dans le territoire portuaire / Ports are inevitably the site of litigation born out of environmental issues. Our research aims to understand how the environment is taken into account in port development. For that purpose, we analysed litigation where public and private players went to court over environmental issues. To do so, we created a method based on a geo-law grid that we used to read and analyse judgements on environmental issues linked to ports, and to grasp the variety of characteristics of these judgements on which we can base a quantitative and qualitative analysis. Our thesis is unique in using a legal approach to study port development. Using the prism of litigation provides valuable information to understand the relationships between private and public players involved in the development of ports as they face environmental issues. As a contribution to this purpose, we provide profiles of how the environment has been taken into account in port development. These port profiles can help us better understand new environmental disputes, and help us find better ways to take the environment into account in port development

Submitted by Filipe dos Santos (fsantos@pucsp.br) on 2017-01-31T09:45:08Z No. of bitstreams: 1 Cassia Bömer Galvão.pdf: 8353898 bytes, checksum: ced0a2f7fdc3fb06ba859ef5487ffd5e (MD5) / Made available in DSpace on 2017-01-31T09:45:08Z (GMT). No. of bitstreams: 1 Cassia Bömer Galvão.pdf: 8353898 bytes, checksum: ced0a2f7fdc3fb06ba859ef5487ffd5e (MD5) Previous issue date: 2017-01-12 / Conselho Nacional de Pesquisa e Desenvolvimento Científico e Tecnológico - CNPq / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / The objective of this research was to identify how the Brazilian port development did took place in the 1993-2013 period. Thus, the research aimed to characterize the changes in the Brazilian port development policy during the FHC, Lula and Dilma governments. In the context of the world economy, there were evidences of increasing volume and speed of seaborne trade of merchandise goods. In the case of Brazil, during the analyzed period, it was identified, that besides the significant increase in the volume of merchandise, there were institutional and regulatory changes that took place under the process of “port reform”. Thus, based on a multimethod analysis, the Brazilian port policy was approached in three dimensions. First, the economic dimension has studied the relations between economic and port development. The second, dealt with the strategic dimension, having as parameters of analysis the key variables in the strategic determination of the ports, such as planning and the investments. Finally, the third dimension was devoted to the political aspects, seeking the identification of actors and interest groups, as well as their correlations of political forces that resulted in the organizational and regulatory changes of the sector in two different moments that were verifiable in the passing of Law 8630 in 1993 and Law12815 in 2013. The results of the analysis showed that the Brazilian port policy was directly influenced by the changes of political economy context characterized by the State performance and its bloc in power. The analysis presented here is critic as it deals with port development as a result of the interaction of the economic, strategic and political dimensions and not as a natural evolution of free market forces / Esta pesquisa teve por objetivo identificar como se deu o desenvolvimento dos portos na no Brasil no período de 1993 a 2013. Para tanto, buscou-se caracterizar as mudanças na política de desenvolvimento portuário brasileiro ocorridas durante os governos FHC, Lula e Dilma. No contexto da economia mundializada, observou-se como evidência a aceleração das trocas comerciais e de aumento do volume de comércio de mercadorias pela via marítima. No caso do Brasil, ao longo do período analisado identificou-se, além do significativo incremento no volume de mercadorias, alterações institucionais e regulatórias, cujo processo ficou conhecido como “reforma portuária”. Por meio de aplicação de multimétodos, a política portuária brasileira foi abordada em três dimensões. Primeiro, a econômica, na qual verificou-se as relações entre o desenvolvimento econômico e o portuário. A segunda, tratou da dimensão estratégica, tendo como parâmetros de análise as variáveis-chave na determinação estratégica dos portos, isto é, o planejamento e o investimento em portos. Por fim, a terceira dedicou-se à dimensão política procurando a identificação de atores e grupos de interesses, bem como suas correlações de forças políticas que resultaram nas modificações organizacionais e regulatórias do setor em dois momentos verificáveis na aprovação da Lei 8630 de 1993 e 12815 de 2013. Os resultados da análise demonstraram que a política portuária brasileira foi diretamente influenciada pela mudança de contexto da economia política caracterizada pela atuação do Estado e do bloco no poder. A análise aqui apresentada se coloca como crítica à medida que trata o desenvolvimento portuário como resultado da interação das dimensões econômica, estratégica e política e não como evolução natural das forças do livre mercado

Economic growth has continually remained an objective of every nation, particularly for lesser-developed countries such as the Small Island Developing States (SIDS). According to an UNCTAD (2014) report on “Small island developing States: Challenges in transport and trade logistics,” one way of attaining economic growth is by focusing attention on tackling the challenges faced by transport and trade logistics (UNCTAD, 2014). Given the unique characteristics of SIDS nations, notably high import content, insularity, geographic remoteness and small economies, populations and areas, all of these factors emphasize the importance of having “well-functioning, reliable, sustainable and resilient transportation systems, in particularly the maritime sector for SIDS development and international trade survival” (UNCTAD, 2014). Such policies would be consistent with what is generally referred to as ‘supply led' economic development, where improvements in transport related infrastructure result in economic growth (Cowie, 2010). Such an approach assumes there is a latent demand for a country/region's produce, but this is being prevented from being exploited, because of inefficiencies in, or a lack of adequate port infrastructures and human resources. These challenges constitute a key policy concern for the sustainable development of SIDS' ports and become not only a port concern but a national concern, as directing adequate funding to improving port efficiency, has become a top priority (UNCTAD 2014). For instance, according to the United Nations (UN), “benchmarks need to be established to monitor and improve port performance ... ”(UNCTAD, 2014), while SIDS such as the Caribbean Community (CARICOM) aim to improve their maritime sector, claims that “...enhancing the maritime sector has the potential to fuel CARICOMs trade, increase port productivity and generate significant cost savings...” (CARICOM, 2013). This research aims to measure, analyse and compare port efficiency and productivity over a ten-year period (2001-2011), on 69 seaports, using non- parametric DEA based tests. The primary focus is on the Caribbean SIDS (referred as the Caribbean for abbreviation purposes), benchmarked against top ports. This is investigated from the realm of how port policy and development strategies have affected efficiency and productivity over time. This research attempts to present greater insight into SIDS ports, with reference mainly to the Caribbean, whilst the approach can become a springboard, implemented on other port types and regions of the world. Additionally, its practical contribution may become a better guide for international (UNCTAD), regional (CARICOM) and country level decision makers. Evolutionary technical efficiency and productivity for the Caribbean's Small Island Developing States (SIDS) ports, during the period 2001-2011 are evaluated. Moreover, the region's port development initiatives are assessed over the same period. Top ports received an average efficiency of 72%, outperforming the overall 66% average for Caribbean ports as was expected. Interestingly enough, efficiencies for top ports decreased on average by 0.5% per annum over the decade, whilst increases of up to 0.7% were found for Caribbean ports. Moreover, the region's productivity grew by 3.2%, compared to their larger top counterparts, of up to 2% per annum. This research concludes that trade volumes play an integral part in affecting efficiency and productivity. Additionally, given port development initiatives, the Caribbean's progresses in efficiency/productivity has been mainly the effects of scale and technical progress respectively. Since these ports are usually smaller scale and yield lesser throughput (compared to their larger counterparts), when they begin to grow, the focus is on enlarging their production scales, however, this is at the expense of adjusting internal practises. Compared to TOP ports, increases in productivity is solely the consequence of technical progress. Since these are usually larger scale ports and so likely yield more throughput, will likely be operating at the size of decreasing returns to scale. This suggests, that they are not properly focusing on internal practices and sizing their production scales to accommodate the rise in technical progress. The research findings can potentially influence decisions made by local and regional authorities in the Caribbean, when it comes to port development initiatives, as it provides an overview of efficiency/productivity, but more so that which impedes these progresses.

The Purpose of the Dissertation is to analize and specify the capability of cargo flow forecasting in ports, through assessment and modelling the distribution of cargo flows throughout competitor ports, by considering certain factors that might cause considerable changes into ports or port environment.

Many smaller ports in Cornwall and Devon (CAD) are situated in environmentally sensitive habitats and generate benefits for stakeholders and local communities. Such ports are often embedded in tourist based economies. Increasing environmental legislation is placing a strain on the resources of smaller ports making compliance a threat to profitability and thus the future of some ports and local economies. Over-reliance on environmental management systems (EMS) across the ports industry has predominated over the importance of holistic sustainability. This project develops and disseminates a port sustainability management system (PSMS) in CAD, assisting ports to plan marine and maritime operations more sustainably, to facilitate mitigation of potential risks, to increase knowledge and awareness of port sustainability, and to promote the adoption of a proactive stance towards sustainable port management. A constructivist philosophy suited a multiple methods research design which included ethnographic content analysis (ECA), statistical verification of qualitative coding, nine scoping interviews, and eight semi-structured interviews during the main phase of data collection. The seven Harbour Masters (HMs) in this phase represented all port governance types found in the UK. Charmaz’s grounded theory (GT) methodology guided the collection and analysis of primary data between August 2012 and February 2013 to create new theory using an inductive constructivist approach. Validation by fifteen of the thirty local HMs during industry testing revealed numerous advantages and benefits of deploying PSMS which is estimated to generate £50,000 worth of benefits per port annually, and £3,865,005 for the 15 participating ports over 5 years. A new model of smaller port sustainability has emerged. PSMS has eleven pillars of sustainability which underpin the spectrum of port operations. Within this model, each pillar is equally important in contributing to the overall sustainability of a port, and neglect of one could jeopardise sustainability overall and potentially cause a chain reaction with other pillars.