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Ports have played an important role in the history of Indian trade as they had always been the poles of international trade and commerce since colonial times. They had also acted as a catalyst for the economic development of the nations from historic times till now. Despite the tremendous growth of various other major modes of transport systems such as railways, roadways in case of land routes for internal trade and airways for external trade, ports still continue to coexist with them mainly in sea-borne exchange of goods both in internal as well as in external trade of India. This chapter studies the impact of globalization on economic development of India through the maritime trade growth at Major ports, being the sustainable transport mode, during the period (1980–2020). Using econometric and statistical tools it observes that Major ports have played a significant role in growth of sustainable transport and trade development within India, since the colonial times till date. Not only that, positive impact of globalization, (in terms of growth of trade globalization index) also have resulted both in increased volume of total and overseas trade performance in overall growth of international trade at Major ports of India, thus, reflecting higher economic development.

Ports and port cities play a pivotal role toward the sustainable development of coastal ecosystems. These ecosystems provide their natural capital by offering favorable locations for industry and accessibility to world markets. While port industrial activities have been reactive to pressure from stakeholders, in more recent years ports have adapted inclusive strategies and seek to align their strategic intentions with stakeholders. Around the world, port authorities are aligning their ambitions toward their contribution to the sustainable development goals (SDGs), such as the World Port Sustainability Program (WPSP) for port authorities and AIVP2030 for port cities. The aim of this chapter is to assess to what extent ports have contributed to the implementation of the SDGs. The analysis is based on a content analysis on a portfolio of 212 projects in which port authorities demonstrate leadership in sustainable development. The results indicate that the contributions of port and port city authorities are generally motivated to “do no harm.” Port authorities also have “do good” intentions for their ecosystems, which are mainly focused on reenforcing connections with communities and less to restore their impact on the biosphere. Furthermore, the findings show that linkages between WPSP projects with the SDGs are rather ambiguous. Directions are given toward a methodology for port authorities (PAs) to establish a stronger link between (monitoring) business strategies with the implementation of inclusive port development strategies to prevent using SDG reporting for greenwashing purposes.

Planning the development of ports and harbours involves many complex, technical tasks. Various facility designs must be outlined and analysed. Facility locations must be evaluated and sites selected. Environmental issues must be recognised and the impact of port facilities on the environment must be estimated. Traffic and trade levels must be forecast. Port operating procedures must be evaluated to insure proper facility design. Men, material and capital resources must be inventoried to support the budgeting and economic analysis required. Finally, an economic evaluation must be made of the costs and benefits of the development project. Port planners must often develop plans under economic, social and political pressures. These pressures may not allow the time necessary to evaluate fully all the possible facility designs which could be included in the development plan. The computer model and planning methodology outlined briefly in this paper are designed to facilitate the development process by providing an automated planning framework for the rapid, accurate and thorough analysis of alternative port development plans. This port planning model is centred around a dynamic, stochastic digital computer simulation program. It is dynamic in that port operations may be simulated for any desired length of time; thereby providing in minutes estimates of the results of port operations simulated for years. The model is stochastic in that processes which vary randomly in actual port operations are represented to vary in the same way during the simulation. This added realism in the model increases the accuracy of its results. By properly specifying input data planners may evaluate the effect of alternative development plans on the port's operation; however, its use is not limited to development planning only.

The concept of ‘multi-port gateway region’ has been introduced by Notteboom (2010) and has been applied to important seaport markets such as Europe and Asia. However, the dynamics and port development patterns in secondary multi-port gateway regions, such as the Black Sea region, have received far less attention in academic literature. An empirical application of established spatial and functional development models to such secondary port regions might substantiate the external validity of these models as these ports operate in a different spatial, economic and institutional environment.

The aim of the paper is to characterize the spatial dynamics of container ports of the Black Sea multi-port gateway regions by testing the validity of established spatial models on port system development. Furthermore, the expected future evolution path for port hierarchy in the Black Sea basin is discussed. By doing so, the paper assesses to what extent the Black Sea port region is following an ‘expected’ development path as portrayed in a number of port system development models, or alternatively, can be characterized as an atypical port system following its own development logic.

Creating green ports, while observing international and international standards and maritime conventions and regulations and moving toward smart ports, can increase the speed of goods transfer, enable the tracking of ships and goods, increase the transparency of statistics, increase the quality and capacity of ports and reduce costs. Hence, the purpose of this study the development and evaluation of ports play a key role in their commercial success. Development policies can be formulated for these ports by properly evaluating their performance indicators. On the other hand, traditional methods of performance evaluation cannot provide a good multidimensional evaluation of the status of ports.

More than 90% of the world’s heavy transit today is carried out by the sea. With this volume of freight, transit accidents are inevitable for ships passing through oceans, seas, waterways, rivers, ports and mooring at docks. Besides, gases from ships’ fuels at sea, especially in ports, oil spills due to maritime incidents, the negligence of the ship’s crew, the use of port equipment, dirty fuel of diesel power substations, etc., have increased greenhouse gases, polluted the environment and endangered human lives.

A new approach has been introduced in the field of port performance evaluation based on the components of greenness and intelligence. This approach performs evaluations in two stages and a network. In this study, the performance of 11 Iranian ports was evaluated based on the network data envelopment analysis approach in 2 stages of greenness and intelligence during 4 years. The results indicated that only 5% of the ports meet the standards of intelligence and greenness.

On the other hand, as shown in the above studies, the issue of green ports is directly related to the development of animal and plant ecosystems in the seas and the environment around ports. The presence of pollution in the ports has caused the animal and plant habitats around the ports to face a complete pollution crisis or to be completely destroyed. Therefore, the development of green port concepts in third world countries will help prevent environmental pollution of the seas. Therefore, it is necessary for ports to review their strategic maritime transport model and use the development of green port indicators in their implementation processes. Therefore, the strategic development of green ports is created to create and benefit from the components of intelligence, and as mentioned in previous research, intelligence and greenness are in line and the lack of development of one of the concepts causes defects in others. According to reports provided in Iran’s maritime transport systems, most accidents have led to environmental disasters during the absence of intelligent equipment. The use of smart technologies prevents all environmental damage and the development of port services. On the other hand, in evaluating the published articles in the field of development of green and smart ports, so far, the components of intelligence and greenness have not been evaluated and analyzed in a practical and operational way in ports and only the influencing the development of agents on each other has been done (Chen, 2019). Therefore, evaluating the efficiency of ports based on green components and intelligence causes ports to fundamentally review their executive infrastructure and take an active part in the global green development plan.

This study assessed the contribution of containerization to the development of Western Ports, Lagos Nigeria. The aim was to assess the influence of containerization on some indices of port development such as port infrastructure development, ship turnaround time, cargo dwell time and congestion. Questionnaire was used to gather information on the contribution of containerization to change in maritime trade in the country, the influence of containerization on terminal expansion, congestion, level of investment in container port infrastructure as well as the influence of such investment on container dwell time and ship turnaround time (TAT) and the competitiveness of container terminal within Nigeria port systems and with other developed container ports of the world. Secondary data used included statistics of reports of operations of Western Ports between 2000 and 2010 as reported by NPA, as well as reports of some selected ports derived from Containerization International Year Book, which were used in this study for the sake of global reference. Summary tables and ANOVA for the analysis of the data. Results revealed a significant contribution of containerization to maritime trade relative to the ports’ annual records but with no significant influence on ship turnaround time, cargo dwell time congestion which are determinants of port productivity and competitiveness. The study concluded that Western Ports have still not reaped gains of containerization and lacking in competitiveness when compared with other developed ports of the world.

Development project implementation involving ecological and social externalities is an iterative process due to dynamic challenges emerging from the need to reconcile multiple, and often conflicting, interests of stakeholders. Stakeholder interactions result in learnings for project developers as well as policy makers. This paper aims to track corporate-civil society organizations-state interactions and learnings in case of a port development project in an eco-sensitive and socially challenging region of India.

The authors try to unpack the interactions among various stakeholders in the case of development of Dhamra Port being developed by the Dhamra Port Company Ltd, in the state of Orissa, India.

The authors find that sustainable development policy formulation and implementation is an evolutionary process involving plugging of governance gaps at each successive stage with civil society actors playing an active role.

The study is based on single case of a major port development in India.

The paper highlights that development in emerging economies through large projects is unavoidable. The development-sustainability dilemma cannot be overlooked any further; rather, it needs to be resolved with complete participation of all involved stakeholders.

The paper provides account of long and complex interactions among various players involved in developmental project in an emerging economy. The learnings from the paper will be relevant for policymakers, corporate executives and civil society activists.

This chapter reviews and analyses the contemporary development of liner shipping, port development and competition. It begins with a comprehensive review on the latest developmental trends of liner shipping and business strategies, as well as their impacts on port development and competition. Then, it discusses the responses of ports, past, present and (likely) future, in addressing these new demands and challenges. A very important point from this analysis indicates that, in the past decade, port development and competition have gradually evolved from being individual, technical efficiency-oriented to become more regional, economic efficiency-oriented. At the same time, ports have also moved out of their rather passive positions and undertaken positive steps to avert the traditionally strong bargaining power of shipping lines. This illustrates that port development and competition is a continuous morphological process which can change dramatically within a rather short period of time. This chapter provides a new perspective on port development and competition and a decent platform for further research.

By combining geopolitical and economic factors and from a geoeconomic perspective, the importance of Gwadar to China and Pakistan is discussed in detail. By applying geoeconomic approach and based on the historical approach, geographical and geopolitical conditions and international development trends of Gwadar port, the authors develop the analytical framework to analyze the Gwadar port and studied its importance in the development of China and Pakistan, as well as the positive influence on the economic growth of both countries.

A geoeconomic study is done to run a more profound and more comprehensive analysis of China–Pakistan economic relationship, as geoeconomic includes interrelations of geographical, geopolitical and economic factors in international relations.

The results show that Gwadar Port's development could enhance the economic security of both China and Pakistan. With the opening of Gwadar Port, oil and energy in the Middle East will be imported directly to China through Pakistan's oil pipeline. This is not only oil but also goods from Central Asia, and even Europe and the USA will land from Gwadar Port and enter China through the China–Pakistan Economic Corridor (CPEC). The development of Gwadar port under the CPEC program could also dramatically increase the capacity of Pakistan's maritime trade while reducing its dependence on the current largest port, Karachi, near the India border.

Geo-economics theory is used to run a more profound and more comprehensive analysis of China–Pakistan economic relationship as geoeconomic includes interrelations of geographical, location, geopolitical and economic factors in international relations. By combining geopolitical and economic factors and from a geoeconomic perspective, this study seeks to analyze the Gwadar port development and its implications for both China and Pakistan.

This paper analyzes two external costs often associated with port development, cost to fisheries from marine dredge disposal and damages from air pollution, using estimates of development and operation for a proposed (but since cancelled) container port as a case study. For dredge disposal, a bio-economic model was used to assess short- and long-term and indirect (joodweb) damages to fisheries from marine disposal of clean sediments. In the case of air pollution, estimates of annual activity levels and emission coefficients are used to estimate incremental annual emissions of three key pollutants (NOx, HC and CO) for trucks, trains, yard vehicles, and vessels. These estimates allow for phasing in of strict new air pollution regulations. For both external costs, sensitivity analyses are used to reflect uncertainty. Estimates of shadow values in year 2002 dollars amount from $0.094 per cubic yard to $0.169 per cubic yard of clean dredged material for the selected disposal site and from $0.0584 per mile (jor current control standards) to $ 0. 0023 per mile (after phasing in of new regulations) for air pollution from heavy trucks.