Disruptions and resilience in global container shipping and ports: the COVID-19 pandemic versus the 2008–2009 financial crisis

Notteboom, Theo; Pallis, Athanasios A.; Rodrigue, Jean-Paul

doi:10.1057/s41278-020-00180-5

Cited by 278 publications

(228 citation statements)

References 27 publications

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“…Finally, we show that estimates of the cumulative contribution of each shock line up well with extraneous anecdotal evidence about structural changes in the container shipping market during the Great Recession and the COVID-19 Recession (see Notteboom, Pallis and Rodrigue 2021). We also examine the feedback from domestic demand shocks and shocks to the foreign demand for U.S. manufactured goods to the volume of North American container shipping.…”

Section: Introductionsupporting

confidence: 67%

“…Moreover, the use of larger and more highly utilized container vessels in response to the crisis, along with new working protocols at ports and a shortage of dock workers, necessitated longer storage times for containers at the yard. Another concern was importers not taking ownership of cargo, given low demand and high storage costs (seeNotteboom, Pallis and Rodrigue 2021).While these points have been documented anecdotally, our structural model for the first time quantifies these effects.Starting in May 2020, these frictions began to recede, in part through the increased use of automation in ports and in part because supply disruptions in China, in particular, were resolved. Container trade began to accelerate.…”

mentioning

confidence: 88%

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Container Trade and the U.S. Recovery

Kilian

Nomikos

Zhou

2021

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Since the 1970s, exports and imports of manufactured goods have been the engine of international trade and much of that trade relies on container shipping. This paper introduces a new monthly index of the volume of container trade to and from North America. Incorporating this index into a structural macroeconomic VAR model facilitates the identification of shocks to domestic U.S. demand as well as foreign demand for U.S. manufactured goods. We show that, unlike in the Great Recession, the primary determinant of the U.S. economic contraction in early 2020 was a sharp drop in domestic demand. Although detrended data for personal consumption expenditures and manufacturing output suggest that the U.S. economy has recovered to near 90% of prepandemic levels as of March 2021, our structural VAR model shows that the component of manufacturing output driven by domestic demand had only recovered to 57% of prepandemic levels and that of real personal consumption only to 78%. The difference is mainly accounted for by unexpected reductions in frictions in the container shipping market.

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Section: Introductionsupporting

confidence: 67%

mentioning

confidence: 88%

Container Trade and the U.S. Recovery

Kilian

Nomikos

Zhou

2021

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“…Near Vancouver, Canada, the pandemic-induced reduction in commercial shipping traffic resulted in 1.5-2.7 dB reductions in underwater noise in the 100 Hz band at three out of four hydrophone stations in the first 3 months of 2020, whereas the fourth hydrophone showed no difference in sound levels (Thomson and Barclay, 2020). Not all human activities or sectors of the maritime industry were equally affected during the pandemic (Ito et al, 2020;Millefiori et al, 2020;Yazir et al, 2020;Notteboom et al, 2021). In the Mediterranean, for example, decreases in shipping occurred more in coastal areas and lasted longer in sectors other than cargo and tanker shipping (March et al, 2020).…”

Section: Discussionmentioning

confidence: 99%

“…Noise trends are stable or decreasing in some part of the world, such as the Equatorial Pacific and South Atlantic and the North Pacific (Andrew et al, 2011;Miksis-Olds and Nichols, 2016). The shipping industry is affected by global crises (Notteboom et al, 2021) and noise levels have been documented to respond to decreased shipping activity (McKenna et al, 2012).…”

Section: Introductionmentioning

confidence: 99%

Underwater Sound Levels in Glacier Bay During Reduced Vessel Traffic Due to the COVID-19 Pandemic

Gabriele¹,

Ponirakis

Klinck

2021

Front. Mar. Sci.

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The global COVID-19 pandemic caused a sharp decline in vessel traffic in many areas around the world, including vessel-based tourism throughout Alaska, USA in 2020. Marine vessel traffic has long been known to affect the underwater acoustic environment with direct and indirect effects on marine ecological processes. Glacier Bay National Park in southeastern Alaska has monitored underwater sound since 2000. We used continuous, calibrated hydrophone recordings to examine 2020 ambient sound levels compared with previous years: 2018, the most recent year with data available, and 2016 for historical perspective. Park tourism occurs mainly in May–September. Overall, the number of vessel entries in Glacier Bay was 44–49% lower in 2020 (2020: n = 1,831; 2018: n = 3,599; 2016: n = 3,212) affecting all vessel classes, including the complete absence of cruise ships and only three tour vessel trips. In all years, we found clear seasonal and diurnal patterns in vessel generated noise, focused from 06:00 to 20:00 local time (LT) in the summer months. Broadband (17.8–8,910 Hz) sound levels in the 2020 Visitor Season were 2.7 dB lower than 2018 and 2.5 dB lower than 2016. Focusing on morning (06:00–09:00 LT) and afternoon (15:00–18:00 LT) time-blocks when tour vessels and cruise ships enter and exit Glacier Bay, median broadband sound levels were 3.3–5.1 dB lower in 2020 than prior years. At the 95th percentile levels, morning and afternoon peak times in 2020 were 6.3–9.0 dB quieter than previous years. A 3 dB decline in median sound level in the 125 Hz one-third octave band in 2020 reflects a change in medium and large vessel noise energy and/or harbor seal vocalizations. Our results suggest that all types of vessels had a role in the quieter underwater sound environment in 2020, with the combined acoustic footprint of tour vessels and cruise ships most evident in the decrease in the 95th percentile loudest sounds. This and other descriptions of the pandemic-induced quiet, and the gradual return to increased activity, can help inform efforts to improve existing methods to mitigate vessel noise impacts and maintain the ecological integrity of marine protected areas.

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“…The COVID-19 pandemic (Hui et al, 2020) has indirectly led to severe economic impacts on global and Australian seafood industries (Bennett et al, 2020). This has included disruptions in shipping activity (Huveneers et al, 2021;Notteboom et al, 2021), global markets (Knight et al, 2020), food security (Steenbergen et al, 2020) and negatively impacted on commercial fisher's health and wellbeing as well as added to the challenges of protecting workers on fishing vessels (Sorensen et al, 2020). A recent review highlighted widespread heterogenous ramifications on United States fisheries (White et al, 2021).…”

Section: Introductionmentioning

confidence: 99%

Indirect Impacts of COVID-19 on a Tropical Lobster Fishery’s Harvest Strategy and Supply Chain

et al. 2021

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The Torres Strait tropical rock lobster Panulirus ornatus (TRL) fishery is of immense social, cultural and economic importance to the region’s Indigenous fishers from both Australia and Papua New Guinea (PNG). During 2020, the COVID-19 pandemic indirectly impacted this fishery as well as a number of other fisheries reliant on international export markets. The TRL fishery is managed using an empirical (data-based) Harvest Control Rule (eHCR) to rapidly provide a recommended biological catch (RBC), based on catch, fishery-independent survey indices and catch-per-unit-effort (CPUE). Here, we summarize the impacts of COVID-19 on each of these critical data inputs and discuss whether the eHCR was considered adequately resilient to this unprecedented disruption to the system. Next, we use a quantitative supply chain index to analyze the impact of disruptions to the supply chain, and inform on potential adaptation strategies. The catch and CPUE data were impacted to varying degrees by external constraints influencing fishing effort, but the fishery-independent survey wasn’t affected and hence there remains an unbroken survey time-series for the fishery extending back to 1989. The eHCR was shown to be reasonably robust because it incorporates longer-term trends over a 5-year period, and accords substantially more weighting (80%) to the fishery-independent survey rather than CPUE data which can be affected by trade and other disruptions. Despite the eHCR not having been tested for scenarios such as a global pandemic, this robustness is a positive given the types of disruptions we will likely face in future climate. The weak links identified in the supply chain were the same as those previously highlighted as sensitive to climate change disruptions. Our supply chain analysis quantifies the impact on system resilience of alternative paths connecting producers to consumers and reinforces that supply chains may be particularly vulnerable to external disruptions if they are not sufficiently diverse.

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Disruptions and resilience in global container shipping and ports: the COVID-19 pandemic versus the 2008–2009 financial crisis

Cited by 278 publications

References 27 publications

Container Trade and the U.S. Recovery

Container Trade and the U.S. Recovery

Underwater Sound Levels in Glacier Bay During Reduced Vessel Traffic Due to the COVID-19 Pandemic

Indirect Impacts of COVID-19 on a Tropical Lobster Fishery’s Harvest Strategy and Supply Chain

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