Ports and the Circular Economy

Langen, Peter de; Sornn‐Friese, Henrik

doi:10.1016/b978-0-12-814054-3.00005-0

Cited by 23 publications

(15 citation statements)

References 12 publications

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“… 2014 ), energy efficiency (Iris and Lam 2019 ), energy transition (Hentschel et al. 2018 ; Wang and Notteboom 2015 ), the circular economy (De Langen and Sornn-Friese 2019 ; Mańkowska, et al. 2020 ); and port marketing (Parola et al.…”

Section: Call For An Even Stronger Area-specific Approach To Port Govmentioning

confidence: 99%

Port management and governance in a post-COVID-19 era: quo vadis?

Notteboom

Haralambides

2020

Marit Econ Logist

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Section: Call For An Even Stronger Area-specific Approach To Port Govmentioning

confidence: 99%

Port management and governance in a post-COVID-19 era: quo vadis?

Notteboom

Haralambides

2020

Marit Econ Logist

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“…This functions best when industries with synergies are located in close proximity to each other [42]; • Develop seaports as hubs for recycle flows: ports are well-suited to serve as a hub in international recycling flows due to the already existing seaport infrastructure and international connectivity [43]. Within these hubs, recycling flows are delivered, transformed into new products, and re-exported around the world; • Use renewable energy sources: ports are well-suited for the generation of renewable energy, for example, via hydro-and offshore power installations [44].…”

Section: Seaports and The Circular Economymentioning

confidence: 99%

The Role of Seaports in Green Supply Chain Management: Initiatives, Attitudes, and Perspectives in Rotterdam, Antwerp, North Sea Port, and Zeebrugge

et al. 2020

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Green supply chain management (GSCM) can be defined as the integration of environmental concerns into the inter-organizational practices of supply chain management (SCM). This paper analyzes the role of seaports in the greening of supply chains in two ways. First, the fields of action to pursue GSCM objectives in ports are identified and grouped. The proposed typology includes five groups of actions, i.e., green shipping; green port development and operations; green inland logistics; seaports and the circular economy; and, actions in the field of knowledge development and information sharing. In the empirical part of the paper, this typology is used to analyze green actions and initiatives developed by market players and port authorities in the Rhine–Scheldt Delta, the leading European port region in cargo throughput terms. This structured overview of green actions and initiatives shows that these ports are hotbeds for GSCM initiatives, but progress in some areas remains slows. The second part of the analysis focuses on the attitudes and perceptions of port-related actors towards the greening of port-related supply chains. A large-scale survey conducted in the Belgian and Dutch logistics and port industry reveals that greening has been put massively on the agenda by the firms between 2010 and now. The results give a clear view on the diverse drivers and impediments towards the greening of supply chains. In addition, one can still see a gap between words and actions. The survey further points to the role of governments as catalysts or soft enforcers for change, and calls for continuity and coherence in government policy. This paper is the first study providing a comprehensive analysis on initiatives, approaches, and perspectives of port-related actors in a specific multi-port region.

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“…While the concept of sustainable and green ports has become the subject of numerous in-depth studies [1][2][3][4][5][6], the transformation of seaport business models towards a circular economy is a relatively new area of research. The concept of the circular economy is also perceived as a prerequisite for the sustainable growth of a seaport [7].…”

Section: Introductionmentioning

confidence: 99%

“…At the same time, the studies completed so far indicate that, due to the diversity of seaports and port cities, there cannot be a single, universal plan of action for a seaport to undergo a transition towards a circular economy model [11]. Taking into account the classification of seaports that distinguishes between primary, secondary, and tertiary ports [12], current studies on the transformation of ports towards a circular economy focus mainly on the analyses of case studies describing the primary ports in Europe and Asia that hold high competitive positions in the maritime transport market and have significant technological and innovative advantages, i.e., [4,[13][14][15][16]. Pursuing a circular economy through these ports is mainly done via symbiosis with industry or research and innovation centres focused on a circular economy, while the purpose of those measures is to decrease dependence on fossil fuels, improve energy efficiency, optimise waste management, and increase the engagement of stakeholders in the planning of port development.…”

Section: Introductionmentioning

confidence: 99%

“…For any ports of this category, striving for sustainable growth and implementing a circular economy may be a challenge. Secondary ports, to a large extent, are affected by any structural changes in the global economy, trade, and maritime transport, which are stimulated by the increasingly stricter climate policies [4,[18][19][20][21]. The impacts of those changes on the operations of seaports are manifested by the gradual decrease in traditional bulk cargo groups (e.g., coal and ores) in port transshipment operations.…”

Section: Introductionmentioning

confidence: 99%

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Seaports as Nodal Points of Circular Supply Chains: Opportunities and Challenges for Secondary Ports

2020

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This paper focuses on the development of secondary ports in the circular economy model (as a node of circular supply chains) to implement sustainable seaports in the context of the structural changes taking place in the global economy, trade, and maritime transport. The purpose of this article is to identify the opportunities, challenges, and key actions to be taken by secondary ports in circular supply chains. The research method applied was a single case study. The object of the study was the seaport of Szczecin (Poland). Our study showed that the secondary ports lacking technical conditions to serve large vessels, but with available space to develop their transshipment, storage, industrial, distribution, and logistics activities, may become major participants in circular supply chains. Taking advantage of the opportunities associated with participating secondary ports in the circular supply chain requires facing a number of challenges identified in the current literature, such as return-flow uncertainty, transport and infrastructure, the availability of suitable supply chain partners, coordination and information sharing, product traceability, and cultural issues. Our study partially confirms the significance of these challenges for secondary ports. The significance of these challenges depends on the kind of circular supply chain, i.e., whether the supply chain is a producer or a consumer chain. Our study shows that a very important challenge for both types of chains is the problem of internal resistance to change. This still-unsolved issue involves the persistent linear mindset of the port authority, which is manifested mainly as investor evaluation policy based exclusively on the declared annual transshipment volume, which fails to take actions to provide the available land plots with the infrastructure necessary for the terminals and industrial plants that participate in circular supply chains. Simultaneously, for secondary ports, we proved that it is stevedores (who are flexible and fast in adapting to new market conditions, strongly determined to search for new cargo types to replace those that have vanished, and who adapt the scope of their services) who play a key role in stimulating the development of circular supply chains. As a main managerial implication for the authorities of secondary ports, such authorities should create appropriate policies for investor assessments and the utilisation of available areas within the port premises to encourage the enterprises engaged in circular supply chains to invest in and develop their businesses within the port’s premises. It is also necessary to develop appropriate communication between port authorities and their external stakeholders. As a managerial implication for the stevedores in secondary ports, these entities should first develop their service offers to address cargo as part of the circular supply chains (with more comprehensive service offers and added-value services, such as freight forwarding services, stuffing, packing, and mixing of cargo) and develop cooperation with other stakeholders of circular supply chains.

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Ports and the Circular Economy

Cited by 23 publications

References 12 publications

Port management and governance in a post-COVID-19 era: quo vadis?

Port management and governance in a post-COVID-19 era: quo vadis?

The Role of Seaports in Green Supply Chain Management: Initiatives, Attitudes, and Perspectives in Rotterdam, Antwerp, North Sea Port, and Zeebrugge

Seaports as Nodal Points of Circular Supply Chains: Opportunities and Challenges for Secondary Ports

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