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The Case of Port of Amsterdam's Circular
sustainability Article The Role of Port Development Companies in Transitioning the Port Business Ecosystem; The Case of Port of Amsterdam’s Circular Activities Peter W. de Langen 1,* , Henrik Sornn-Friese 2 and James Hallworth 3 1 Copenhagen Business School, 2000 Frederiksberg, Denmark 2 Copenhagen Business School & Lee Kong Chian School of Business, Singapore Management University, Singapore 188065, Singapore; [email protected] 3 Port of Amsterdam, Circular & Renewable Industry, 19406 Amsterdam, The Netherlands; [email protected] * Correspondence: [email protected] Received: 20 April 2020; Accepted: 25 May 2020; Published: 27 May 2020 Abstract: There is a gradual but clear transition towards a circular economy (CE) that will potentially have significant impacts on ports, both in their function as transport nodes and as locations for logistics and manufacturing activities. A rough appraisal of new investments in circular manufacturing activities in ports in Europe drawn from organizational reports and official webpages illustrates the (slow) development of circular activities in ports. This paper is to our knowledge the first paper which deals with the implications of CE for the business model of the port development company. We assess if and how the circularity transition affects the role and business model of port authorities as developers of port clusters. We outline a framework for analyzing the consequences of CE on the business model of the port authority. We then apply this framework to get a detailed understanding of the emerging CE ecosystem in the Port of Amsterdam, which is clearly a frontrunner in the transition, and the role of the government-owned Port of Amsterdam port development company (PoA) in developing this ecosystem. -
Download Strategy: “Taking the Lead”
Strategy 2021-2025 Taking the lead Sustainable accelerated growth in the Amsterdam port February 2021 Table of contents 1 The port today 7 2 Trends and developments 16 3 The port in 2025 26 4 Our undertakings for the next four years 34 Annex I: Multi-year investment plan 51 Annex II: A healthy organisation 54 Annex III: Havenbedrijf Amsterdam N.V. 58 Strategy 2021-2025 Foreword The port today Trends and developments The port in 2025 Making clear choices for the next four years Annexes “In times of change, we want to offer security with a clear direction.” Foreword The Amsterdam port We are experiencing this growth during a challenging is in good shape period. Brexit, US protectionism and a more assertive We have seen significant growth in the transhipment China all seem to point to trade turning inwards. The of goods and the establishment of companies in the Netherlands and Europe are taking important steps to Amsterdam port. Our function as an international reduce greenhouse gases. While this impacts the North logistics hub and gateway to Europe remains strong. Sea Canal Area, it also offers opportunities for the 3 The new, larger sea lock at IJmuiden provides a futu- Amsterdam port. In addition, the nitrogen emission re-proof gateway to our port region via the seaports issue is leading to a decrease in issued construction of Velsen, Beverwijk, Zaanstad and Amsterdam. permits. These developments are creating uncertainty. We furthermore strengthen the vital functions for the region in our role as a metropolitan port. The impact of coronavirus By providing around 68,000 jobs and creating The coronavirus crisis has come on top of the added value of approximately 7.2 billion, the port developments outlined above. -
*All Views Expressed in Written and Delivered Testimony Are Those of the Author Alone and Not of the U.S
February 20, 2020 Isaac B. Kardon, Ph.D. – Assistant Professor, U.S. Naval War College, China Maritime Studies Institute* Testimony before the U.S.-China Economic and Security Review Commission Hearing: China’s Military Power Projection and U.S. National Interests Panel II: China’s Development of Expeditionary Capabilities: “Bases and Access Points” 1. Where and how is China securing bases and other access points to preposition materiel and facilitate its expeditionary capabilities? Previous testimony has addressed the various military logistics vessels and transport aircraft that supply People’s Liberation Army (PLA) forces operating abroad. This method is costly, inefficient, and provides insufficient capacity to sustain longer and more complex military activities beyond the range of mainland logistics networks. Yet, with the notable exception of the sole military “support base” (baozhang jidi, 保障基地)1 in Djibouti, these platforms are the PLA’s only organic mode of “strategic delivery” (zhanlüe tousong, 战略投送) to project military power overseas. Lacking a network of overseas bases in the short to medium term, the PLA must rely on a variety of commercial access points in order to operate beyond the first island chain. Because the PLA Navy (PLAN) is the service branch to which virtually all of these missions fall, this testimony focuses on port facilities. The PLAN depends on commercial ports to support its growing operations overseas. Over the course of deploying 34 escort task forces (ETF) since 2008 to perform an anti-piracy mission in the Gulf of Aden, the PLAN has developed a pattern of procuring commercial husbanding services for fuel and supplies at hundreds of ports across the globe. -
Mediterranean Magic with Summer in the Mediterranean Fast Approaching, Unique Luxury Reveals the Luxury Sailing Mecca’S New Elite Hot Spots
Mediterranean Magic With summer in the Mediterranean fast approaching, Unique Luxury reveals the luxury sailing mecca’s new elite hot spots. By Bronwen Gora Porto de Soller, Mallorca 182 www.uniqueestates.com.au UniqueUnique Luxury Luxury 183 183 Reid from The Moorings. Such outfits offer the kind of super yachts Spa treatments excel at Monte Carlo’s Les Thermes Marin where used by celebrities and high net worth individuals who frequent the a day pass is available to a gym, pool and terrace, and ESPA in the Mediterranean. Ocean Alliance, for instance, has access to more than Metropole Hotel. Major Monaco attractions to include are the Princes 1,400 of the globe’s best, most opulent and modern vessels and motor Palace, the private residence of the ruling Prince, open to public this yachts available for charter. The Moorings also offers a full range of season from April 2nd to October 31st, and Saint Nicholas (or Monaco) craft, ranging from Beneteau to Leopard catamarans, all specifically Cathedral, where many of the Grimaldi’s, including Grace Kelly and built for charter and with so many mod cons they become a “home Rainier III, are buried. Away from the indoors, a must are Monaco’s away from home” says Mr Reid. Vessels can be provided with the magical gardens. services of a captain and as many staff as you choose, as well as The 7000 square metre Japanese gardens emulate a larger landscape gourmet chefs. with a hill, mountain, waterfall, beach and brook while the Jardin Elegantly appointed interiors, full facilities from simple DVD players to Exotique is on the side of a cliff and home to more than 1,000 cacti theatrettes, and of course the obligatory sundecks create the air of a species, a collection started at the turn of the 20th century. -
2015, T.60 Ss.107-126
Prace i Studia Geograficzne 2015, T.60 ss.107-126 Julian Jansen City of Amsterdam, Department for Urban Planning and Sustainability e-mail: [email protected] AMSTERDAM WATERFRONT DEVELOPMENT An social-geographical overview Key words: waterfront, Amsterdam INTRODUCTION Waterfront developments have received a lot of attention over the world in the past decades. A vast number of cities have transformed their former harbor and sea- and riverbank into mixed areas of housing and business districts and a lot of cities are still busy doing so. The city of Amsterdam, capital of the Netherlands, has always been related to waterfront activities. The port of Amsterdam is at the moment still the 4th transshipment port of Europe (Port of Amsterdam 2013). In history, port-related activities have moved to the western part of the city, while the central and eastern parts of the Amsterdam waterfront are transformed into mixed or housing areas. The north waterfront area is still in a process of transformation and already plans are being made for the most western and still active parts of the harbor. This article gives a comprehensive and global overview of Amsterdam planning history, waterfront developments and related urban design and planning processes. Also attention is given to the functions and demographic and socio-eco- nomic aspects of Amsterdam, and its waterfront developments. First, some general theoretical approaches on urban regeneration are being highlighted in relation to socio-economic aspects of waterfront developments. THEORETICAL FRAMEWORK Economic and demographic transitions The regeneration of many cities and their waterfronts have widely been related to a first economic transition in the 19th and 20th century from early mercantile or power-based centers towards locations of heavy industries and manufacturing, and 108 Julian Jansen a second transition in the 20th century to a globalized service- and knowledge-based economy. -
Infrastructure Shipping and Navigation
Manx Marine Environmental Assessment Infrastructure Shipping and Navigation Douglas Harbour. Photo: Isle of Man Steampacket MMEA Chapter 6.2 December 2013 Lead authors: Colin Finney - Department of Infrastructure Laura Hanley – Isle of Man Marine Plan Further contributions: Captain Kane Taha & Captain Chris Bowen – Isle of Man Steampacket Robin Tobin - Dohle/Mezeron Captain Stephen Carter - Laxey Towing Ltd. Dr Emma Rowan, Michael MacDonald, Stuart Temple, Dr Peter McEvoy - Department of Infrastructure David Morter, Graham Dugdale – Department of Economic Development Colin Eastwood - Department of Environment, Food and Agriculture Roy McClean – Institute of Marine Science and Technology, Royal Institute of Naval Architects (IMarEST, RINA) Isle of Man Joint Branch Volunteer members of Isle of Man Coastguard and Royal National Lifeboat Institute (RNLI). MMEA Chapter 6.2 – Infrastructure Manx Marine Environmental Assessment Version: December 2013 © Isle of Man Government, all rights reserved This document was produced as part of the Isle of Man Marine Plan Project, a cross Government Department project funded and facilitated by the Department of Infrastructure, Department of Economic Development and Department of Environment, Food and Agriculture. This document is downloadable from the Department of Infrastructure website at: http://www.gov.im/categories/planning-and-building-control/marine-planning/manx-marine- environmental-assessment/ For information about the Isle of Man Marine Plan Project please see: http://www.gov.im/categories/planning-and-building-control/marine-planning/ Contact: Manx Marine Environmental Assessment Isle of Man Marine Plan Project Planning & Building Control Division Department of Infrastructure Murray House, Mount Havelock Douglas, IM1 2SF Suggested Citations Chapter Finney, C., Hanley, L., Taha, K., Bowen, C., Tobin, R., Carter, S., Rowan, E., MacDonald, M., Temple, S., McEvoy, P., Morter, D., Dugdale, G., Eastwood, C., McClean, R. -
A Guide to Yacht Finance
A GUIDE TO YACHT FINANCE Those seeking to purchase a yacht or superyacht may often need to borrow the funds in order to buy it. But there are a number of other financially sound reasons to pursue this route, even if you have already amassed enough wealth to buy the asset in the first place. These include both practical and legal arguments ranging from running-cost benefits to tax advantages. In this article, Jonathan Hadley-Piggin provides a definitive guide to yacht finance. Jonathan Hadley-Piggin 020 3319 3700 [email protected] www.keystonelaw.co.uk REGISTRATION AND FLAG PREFERENCE A flag state is the country under whose laws a yacht is registered. This might be the country in which the owner lives or a ship registry in a country more synonymous with the complexities that surround charters and yacht ownership. Registration also grants the privilege and protection of flying the flag of that particular country. Every maritime nation, and even some land-locked countries such as Switzerland, has a system of ship registration that permits the registration of mortgages and other security interests. In 1993, a centralised UK registry replaced the system of individual registries in each major port. The centralised registry is divided into four separate parts, of which two are relevant to yachts: PART I PART III This is the main register consisting of merchant ships This is for small ships of under twenty-four metres and yachts alike. It is a full title register and has the in length. Known as the Small Ships Registry (abbr. -
A Longitudinal Case Study of Rotterdam's Port Community System
ISSN (print):2182-7796, ISSN (online):2182-7788, ISSN (cd-rom):2182-780X Available online at www.sciencesphere.org/ijispm Governance of inter-organizational systems: a longitudinal case study of Rotterdam’s Port Community System Dissa R. Chandra Faculty of industrial technology, Bandung Institute of Technology Ganesha 10, Bandung 40132, Jawa Barat Indonesia www.shortbio.org/[email protected] Jos van Hillegersberg Faculty of behavioral, management and social sciences, Department of industrial engineering and business information systems, University of Twente PO box 1738 7500 AE Enschede The Netherlands www.shortbio.org/[email protected] Abstract: An increasing use of inter-organizational systems, as Port Community System (PCS), can be observed in port collaborations. As multiple organizations often rely on PCS, even for business-critical processes, proper governance of these systems is crucial. This study aims to explain the governance of inter-organizational port collaborations using a lifecycles paradigm. The governance is explored using three points of view – i.e. governance mechanisms, governance aspects, and governance models – and by describing the actors’ roles in collaborations. A case study in the port of Rotterdam is analyzed to explain how these actors affect the governance models through the mechanisms to govern the aspects in each lifecycle stage. The port collaboration in Rotterdam has gone through three full governance lifecycles and has entered the fourth iteration after the set-up of Portbase. During the last two cycles, the collaboration has maintained its Network Administrative Organization governance model. This case study analysis of Rotterdam’s port collaboration provides an example of how a systematic approach could help to discuss and communicate the governance of inter-organizational port collaboration systems and gives some lessons learned for other collaborations. -
MONACO YACHT SHOW 2019 Intelligence Report by Superyacht
Visit us at stand QH12 MONACO YACHT SHOW 2019 Intelligence Report by SuperYacht Times Yachts At The Monaco Evolution Of Yachts At Yacht Show 2019 The Monaco Yacht Show: Bigger And Better SuperYacht Times is proud to be the official intelligence partner of the Monaco Yacht Show. As such, we also like to dig into the data of the superyacht fleet on display at the show. This year’s Monaco Yacht Show will see over 125 yachts on display. At the time of writing, the display of at At SuperYacht Times, we have compiled lists of yachts present at the Monaco Yacht Show on our least 108 superyachts over 30 metres in length had been confirmed. Expect more superyachts website for each edition of the show since 2015. As the composition of the 2019 fleet is not yet final, to be confirmed as we get closer to the show’s start as there are usually around 109 superyachts we cannot yet compare it to earlier shows. However, we have compiled statistics over the previous over 30 metres on display at the show. four years (2015-2018). What do they tell us? PRELIMINARY STATISTICS 30M+ FLEET ON DISPLAY AT MONACO YACHT SHOW 2019 WHAT IS THE SHARE OF SAILING YACHTS? While the total size of the fleet over 30 metres present at the show is always roughly the same due 4 YEARS 8 YEARS €37.8 MILLION 500 DAYS to the size limitations of the port (around 109 superyachts), the mix of yachts varies quite a bit. The share of sailing yachts in the fleet on display has gone up and down significantly over the past Average age Average age Average asking price Yachts for sale on display at four years, from a high of 17 yachts, or 16% of the fleet, in 2016, to a low of nine yachts, or 8% of of motor of sailing of yachts available for the Monaco Yacht Show 2019 yachts yachts sale at Monaco Yacht have been on the market for an the fleet, in 2017. -
Adaptive Strategies and the Rotterdam Floodplain Han Meyer, Willem Hermans, TU-Delft
October 6th, 2009 Adaptive strategies and the Rotterdam floodplain Han Meyer, Willem Hermans, TU-Delft Introduction Driven by the increasing concern with the natural environment and by considerations on the effects of climate-change, ‘working with nature’ has become a new paradigm in the world of Dutch planning and design. This paradigm is linked to the theory of the ‘layer-approach’, which was meant to understand the complex system of the urbanized delta and to develop sustainable spatial interventions in this system. In practice, during the last 15 years a design-approach has been developed which emphasizes the layer of the natural system and sub-soil. However the results of this approach for the layers of infrastructures and urban patterns are not clear and subject of controversies. This is especially clear when the possibilities for ‘adaptive strategies’ concerning building in floodplain areas are discussed and investigated. The question with ‘adaptive strategies’ is: should we take the existing flood-defense systems ‘for granted’, or is possible (and desirable) to take into consideration quite different options concerning the relation between ‘behind the dikes’ and ‘outside the dikes’ – with other words: should we reconsider the relation between floodplain-area and protected urban area? The meaning of this question will be illustrated with a design-research in the Rotterdam-region. 1 Rotterdam - aerial view looking to the west, 2006 2 International comparison Compared with other European deltas, the Dutch delta and especially the case of Rotterdam can be considered as a specific case. This is especially clear when we study the importance of the dike-systems in relation to the flood-plain areas. -
Port of Amsterdam Annual Report 2016
PORT OF AMSTERDAM ANNUAL REPORT 2016 Full steam ahead GENERAL VALUE FINANCIAL RESULTS GOVERNANCE FINANCIAL STATEMENTS Contents 2 General Foreword Directors 3 Port of Amsterdam Profile 6 The market 9 Full steam ahead 16 Value How do we create value for our stakeholders 24 Sustainability 38 Lessons learned in 2016 44 Financial results 45 Governance Organisation 49 Risk Management 51 2016 Annual report Supervisory Board Report 57 Financial statements 61 Other information 93 GENERAL VALUE FINANCIAL RESULTS GOVERNANCE FINANCIAL STATEMENTS Foreword directors Last year was a year of change for us. In 2015 we made At the start of the year we firmed up our strategic plan, placing an emphasis on ten strategic key objectives. We know exactly what we want to do and achieve with these projects. This has created 3 a number of decisions and plans; in 2016 we started to much more clarity – the port transition as outlined in our Vision 2030 is actually taking shape. We are firmly committed to initiatives that improve quality of life, sustainability and the circular economy of implement them. the city and the port region. In the meantime, last year was marked by unpredictability and market fluctuations driven by Our responsibilities include providing 1,349 companies (including 710 port-based businesses), surprising political developments in the form of Brexit and the US presidential elections. which together contribute 67,335 jobs, with excellent port infrastructure such as quays and rail We monitor such changes and trends in the market and society closely as they can affect our connections. Every year the companies in the Amsterdam port region (North Sea Canal Area, business operations and the port region. -
World Commerce Review Monaco Yacht Show Review
Monaco Yacht Show WORLD COMMERCE2018 Preview REVIEW THE ISLE OF MAN, THE WHAT CAN YOU EXPECT THE POOL OF TALENTED PLACE FOR MARITIME FROM MYS2018? SEAFARERS IS DRYING UP BUSINESS THE GLOBAL TRADE PLATFORM “Aviation Malta - Open for Business” The Malta Business Aviation Association (MBAA) aims to promote excellence and professionalism amongst our Members to enable them to deliver best-in-class safety and operational efficiency, whilst representing their interests at all levels in Malta and consequently Europe. The MBAA will strive to ensure recognition of business aviation as a vital part of the aviation infrastructure and the Maltese economy. MBAAMALTA BUSINESS AVIATION ASSOCIATION a: 57, Massimiliano Debono Street, Lija, LJA 1930, Malta t: +356 21 470 829 | f: +356 21 422 365 | w: www.mbaa.org.mt | e: [email protected] Foreword elcome to the WCR Monaco Yacht Show 2018 ePub. www.worldcommercereview.com WAnother year and another MYS, and as always World Commerce Review is covering the event in-depth with comment and reviews, so welcome to you all. Once again the MYS brings together the best of the yachting and aviation industry and their clients. This is a great opportunity for all those involved in the sector to network and discuss ongoing opportunities. You will note that we have a wide range of editorial contributions from some of the most innovative and leading companies in the industry. We hope that you will find this stimulating and informative.■ www.worldcommercereview.com CONTENTS A luxury guide to MYS 2018 What can you expect