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The purpose of this study is to find out the future development of the Panama Canal after opening of the new waterway (third set of locks project), in terms of the change of cargo throughput, further deployment of fleets by the shipping companies and competition for the canal.

The research of this paper is based on an empiric study by collecting the relevant data from annual report of the Panama Canal Authority, publications related to the same field. Graphs pertaining to toll revenue also are made based on statistical data provided by the Panama Canal Authority.

The findings show that the opening of the new waterway of the Panama Canal generates more toll revenue for Panama government by allowing mega-vessels to transit, expediting further economic development of the country largely from behind. At the same time, shipping operators also can enjoy earning more revenue by deploying New Panamax vessels transiting the Canal.

Ingenuity in tabling the users of the Panama Canal by incorporating the logo marks of the shipping companies/implication is drawn through empirical analysis to provide the shipping companies and ports authorities concerned with more understanding toward the very significance of the new waterway expansion of the Panama Canal.

This study provides empirical evidence on the impact of the Panama Canal expansion (PCE) on the economies of Latin American and Caribbean (LAC) countries, particularly in light of the emergence of larger container ships such as neo-Panamax and post-Panamax vessels.

This study uses the Bayesian structural time Series (BSTS) model to evaluate the economic effects of the PCE on 21 countries within the LAC region. It utilized the World Bank's gross domestic product (GDP) figures between 2000 and 2019 as the primary variable, alongside the human development index (HDI) (X1), container throughput (TEU) (X2) and unemployment rates (UNEMPL) (X3) covariates. This allowed a precise and robust approach to analyzing time series data while accounting for uncertainties and allowing the inclusion of various components and external factors.

The findings revealed that the PCE has a positive and statistically significant impact on most countries within the Caribbean Transshipment Triangle, ranging from 9.2% in Belize to 46% in Cuba. This suggests that the causal effect of the PCE on regional economies was not confined to any specific type of economy or geographical location within the LAC region. Where the growth rates were statistically insignificant, primarily in some Latin American countries, it coincided with countries that are primarily driven by exports and service industries, where bulk and oil tanker vessels are likely to be the main carriers for exports rather than container vessels.

The practical implications of this research are crucial for various stakeholders in the maritime industry and economic planning. The factors influencing economic growth resulting from investing in maritime activities are vital for decision-makers to create policies that lead to positive outcomes and sustainable development in regions and countries with flourishing maritime industries. The methodology and findings have significant implications for governments, managers, professionals, policy-makers and investors.

The purpose of this paper is to investigate whether the headlined eco-bulkers ordered in 2012 and 2013 are posing a threat to the less-efficient ships ordered at the end of the boom in 2008 and 2009.

This paper will first investigate the drivers for the interest in such low-emission, low-speed bulker as well as the more general history of bulker designs. This is followed by a study on the vessels delivered between 2005 and 2014, based on eight parameters representing fuel efficiency, speed and hydromechanics properties. Within these results, evidence is sought for a significant change in the qualities of the vessels delivered after the last boom.

The data showed that at least till present, no significant changes could be discovered between 2014 and the earlier years. This indicates that either because of the long delivery times at the end of the boom, such vessels are still to be delivered, or that they were not ordered in an amount large enough to change the trend. For the future, this fact and the changes in vessel design resulting from the introduction of the energy efficiency design index (EEDI) in 2017 and the large fluctuations in the fuel prices will be interesting to keep monitoring the developments in the eight studied parameters.

This paper extends (in time) and improves (number of variables studied) a number of earlier studies on average qualities of the world fleet. It studies both the composition and the changes in average properties of the ships produced each year. It allowed the author to discover and explain the trends that would not have been evident when studying ships as single units or as the result of a business opportunity optimisation. Most important of which is the fact that, on average, ships produced are optimised for the current economic conditions and are not taken into consideration for future trends and scenarios.

This paper is an empirical attempt to verify the interplay between political change, fleet nationality, and the evolution of shipping networks. North Korea offers a good example of a socialist maritime country that has experienced much contrasting geopolitical contexts since 1990. A database of vessel movements between North Korean ports and other ports is analyzed. Main results show differences between North Korean and foreign fleets in terms of traffic (vessel size, age, berthing time) and geographical coverage. South Korean ports tend to play a new role in the reorganization of North Korean-related flows in Northeast Asia.

The activities carried out in ports are disruptive to the environment where they are located. Therefore, the objective of this work is to analyze the presence of corporate social responsibility (CSR) in the missions and visions of the main ports of Latin America.

A qualitative technique of content analysis was applied to the missions and visions of 72 ports in Latin America. First, the missions and visions of the ports were collected (72). Second, it was assigned a value 1 if the mission had any evidence of CSR, 0 if it had no evidence and “-” if the mission was not found. The same procedure was performed with the visions.

Results indicate that 20.83% of the ports allude to CSR in their missions, 34.72% of the ports allude to it in their missions and visions and 13.88% only allude to it in their visions (22 ports did not mention it in their missions or their visions). So, the main findings indicate that in Latin America the majority of ports do not consider elements of CSR in their missions and visions.

This paper is mainly focused on covering two gaps in the literature: first, to increase knowledge about the strategic bases of ports in Latin America through their missions and visions; and second, to visualize the coherence of the missions and visions with the activities of CSR.

East Asia's emergence as the forthcoming center of global manufacturing is leading nations in the region to reconsider their current and future role in the world economy. For its part, the Republic of Korea is pursuing a strategy to transform the country into the business hub of Northeast Asia. A central aspect in this strategy is the development of a regional “Pentaport” in the city of lncheon, which will consist of five components: an airport, a seaport, a business port, a technoport, and a leisure port. Hopefully, the Port of lncheon will be able to specialize in moving both coastal cargoes and transshipment cargoes to and from China and Japan using Short Sea Shipping (SSS). The first section of this paper provides an analysis of recent trade patterns between the Asian countries of the Asian-Pacific Economic Cooperation (APEC) agreement and the United States, with an emphasis on the Republic of Korea. The second part of the paper discusses current intermodal coastal shipping practices in the United States along the Gulf of Mexico and offers suggestions to the developers of Korea s Pentaport initiative; based upon observations in the United States, to maximize the likelihood of their success.

The Yellow Sea region is becoming an engine of economic growth for Northeast Asia. Its growth and prosperity will depend upon how well it is able to focus on improving the efficiencies of its intermodal transportation system, infrastructure, its connection to other economies and how the system relates to logistics and supply-chain management. The region is moving towards becoming a major world economic hub and the Yellow Sea needs an innovative transportation system to be developed to support the activity that seems destined to take place. This article looks at innovative technologies that might be introduced to develop a more competitive coastal shipping system in the region. Innovations in logistics and container shipping are discussed that could greatly facilitate Incheon’s situation with respect to the broader region.

The growth of China’s economy during the 1990s has both shaped and reflected changes in the span and function of the country’s shipping connections both within Asia and with the rest of the world. Although sea-land developments within China have been studied, less attention has been paid to the wider global implications stemming from the transformation of the country’s maritime geography during a decade of further market reforms and greater integration into the world economy. Consequently, there is a need to comprehend how China’s state-owned shipping industry has been reorganized during the 1990s to meet the new requirements, with special reference to the country’s liner shipping connections between and within Asia respectively. More purposely, these topics are addressed by examining changes in the organization, approach and set of connections of the state-owned China Ocean Shipping (Group) Company (Cosco) and its post-1993 offshoot COSCO Container Lines Company Ltd (Coscon). This review provides a springboard for a detailed analysis of shifts in both extra- and intra-Asian shipping patterns between 1990 and 2000 and consideration of their strategic implications. Finally, short-sea shipping is defined and the phenomenon’s operational strengths and weaknesses discussed.

A flexible decision technology called the Graph Model for Conflict Resolution (GMCR) is applied to a generic aquaculture conflict to illustrate how GMCR can be used to systematically investigate a wide range of conflicts arising in aquaculture in order to obtain meaningful strategic insights and thereby assist in making informed decisions in aquaculture development. To emphasize the importance of being able to resolve aquaculture controversies, a review of the global economic impacts of the aquaculture industry is provided and the key stakeholders who may be involved in aquaculture disputes along with their legitimate interests are identified. The paper aims to discuss these issues.

The GMCR methodology comprises two main stages: modeling and analysis. During the modeling stage, key decision makers (DMs), the options under each DM’s control and each DM’s relative preferences over feasible states are identified based on a thorough background investigation to a given dispute. Within the analysis stage, solution concepts that describe key characteristics of human behavior under conflict are utilized to determine resolutions that could occur when DMs interact under pure competition and cooperatively. Interpretation of the equilibrium results provides meaningful strategic insights for better understanding which strategies a given DM could select as the conflict evolves over time.

The results demonstrate how difficult it can be to balance the interests of different key stakeholders in aquaculture development. In all possible resolutions identified in the generic aquaculture conflict, at least two DMs among First Nations, environmental group and residents (Res) would object to the expansion of aquaculture activities due to the assumption that the government would choose to appease one stakeholder at a time. They also reflect the need for a useful tool box of decision technologies for addressing the vast range of challenges that could arise in the important area of marine economics and management.

The GMCR methodology possesses several unique and key original capabilities in comparison to other conflict analysis models. First, it only requires limited information to calibrate a conflict model. Second, it contains a number of solution concepts that describe how a DM could think and behave under conflict. Third, it furnishes a range of informative output, follow-up analyses and advice for use in real-life decision support. Finally, all of the foregoing advantages of GMCR can be contained within decision support systems that permit practitioners and researchers to readily apply the GMCR methodology to real-life conflicts.