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The article describes the state of the modern port industry on the sea coast of the People's Republic of China, highlighting its features and characteristics. The author analyzes the form ation and development of large-scale, intensive and modern groups of seaports in China, whose economic structure, volume, cargo flows and turnover are significantly differentiated. The article discusses the strategic role of the government in developing the modern transport and logistics systems of the PRC, creating an effective institutional system and improving the regulatory framework. The author comes to the conclusion that Chinese seaports are developing in the direction of increasing scale, intensif ication and modernization, enhancing the efficiency of transportation and creating a modern logistics system that meets the requirements of sustainable and rapid development.

The purpose of this paper is to discuss the implications of COVID-19 on container import flows via the US port distribution system. We employ statistics collected for more than 21 US ports and for more than 550,000 container shipments by Walmart and Nike to identify trends and potential shifts in the US port distribution system. Results unveil different changes in distribution channels during the pandemic era, between aggregated port level and industry level. These differences are specific to firms and could be explained by the origin of flows, carrier selection to transport cargos and US port/inland distribution systems. Our study contributes to a better understanding of the different role played by ports for industries (retailers, footwear and apparel) and shows that the ability to adapt supply chains to a major disruption remains subject to the initial choices on the location of production, on carrier choices and on port/inland distribution networks. [ABSTRACT FROM AUTHOR]

Research on the spatio-temporal evolution of the port system along the 21st-century Maritime Silk Road (MSR) can reveal the development law of ports. This study adopts the Herfindahl-Hirschman index, rank-size law, and an improved spatial and temporal correlation to investigate the spatial distribution and spatio-temporal correlation characteristics of container ports along the MSR during 2000–2019. The results show that 1) the distribution trends among port clusters have significant differences, and the gravity centre of the port system gradually shifts from Europe to Asia (market shares of European and Asian ports decline from 28.15% to 19.83% and increase from 63.80% to 66.78%, respectively); 2) the port system undergoes periodic 'decentralisation–agglomeration–decentralisation', and its structure gradually develops a 'spindle' or 'olive' shape; 3) the initial effect of MSR arises on the economic development of ports, and the spatial occupation ability of small- and medium-sized port clusters increases steadily; and 4) the spatial and temporal correlation gradually increases. The evolution of temporal correlation is more complicated with a bifractal structure in 2000–2010. This study can provide decision support for port development and thus clarifies the investment environment and construction of MSR. [ABSTRACT FROM AUTHOR]

Waterfront resources are an important support system for the social and economic development within the region along the Yangtze River. Container ports are an important component of the Yangtze River port system, as well as for the growth point of waterfront utilization. Based on the summary of remote sensing images and relevant data, this paper calculates the waterfront utilization of the container ports along the Yangtze River in the Yangtze River Delta (YRD), analyzes the waterfront organization pattern and change characteristics, and puts forward the enlightenment and countermeasures for the sustainable development of the port waterfronts. Extending the study of port resources from coastal areas to inland areas is an academic contribution of this paper. At the same time, it has practical significance for the high-quality development of port and shipping and the development and protection of land resources along the Yangtze River. In the YRD, the waterfront utilization of container ports has increased along the Yangtze River, showing a decrease from downstream to upwards, and it has formed dense zones attached to the central cities and major manufacturing bases. The ports with higher length of waterfront are mostly located in the shipping central cities and the Yangtze River estuary. The development direction of container ports is large-scale and specialized. The utilization of the container port waterfront is approaching the periphery of the city and areas with convenient transportation. The utilization of container port shorelines will be close to the periphery of the city and convenient transportation areas. The container port waterfronts occupy the ecological reserve, and the conflicts are expanding with the development of shipping, mainly distributed in the Yangtze River estuary. Based on the empirical analysis, this paper puts forward four enlightenments. First, the exploitation and utilization of the port waterfront has experienced multiple stages of "exploitation—conflict—mitigation". With the transformation of productive waterfront utilization, the pattern of sustainable development along the Yangtze River has changed. Secondly, the conflict between waterfront utilization and protection is inevitable. Additionally, it is necessary to face up to the temporary rapid rise of encroachment on the reserve. Third, through the horizontal coordination of the port system along the river, the original focus on the hub cities will be transferred to the comprehensive consideration of the port cities in the whole region, and the waterfront load of different types of container ports can be balanced. Fourth, the Yangtze River Delta integration mechanism can solve the barriers between higher and lower levels or between different departments and cities. [ABSTRACT FROM AUTHOR]

The shift of the global shipping network center to East Asia is a trend that has been widely recognized. As the main carrier of logistics and trade transportation in the RCEP and the surrounding areas of the South China Sea, research on the container port system and network structure in the surrounding areas is of great significance for understanding the characteristics and optimization of maritime trade channels in the surrounding countries and regions of the South China Sea. Based on route data from the world's top eight shipping companies, we selected 37 container ports around the South China Sea as the research objects of this study. First, we constructed a two-way network on their existing route distribution and studied their port system characteristics and network structure using complex network centrality indicators and network structure models, such as degree centrality, proximity centrality, intermediate centrality, and right index. The conclusions are as follows: (1) In recent years, the status of container ports in countries and regions along the South China Sea within the world container port system has generally been on the rise. The overall ranking of port throughput is relatively stable. The capacity of container ports in seven countries around the South China Sea is unevenly distributed, mainly in China and Singapore. (2) In terms of network centrality analysis, port routes, such as Shenzhen, Singapore, Hong Kong, Kaohsiung, Qingdao, and Shanghai, are abundant, and there are many regions that can conduct trade directly, which are less affected by other port connections. Shanghai, Shenzhen, Ningbo, Zhoushan, Guangzhou, and other ports play an important role as tandem intermediaries in international container routes and have a strong ability to control the shipping network. (3) In terms of network level, the port network status is divided into four levels according to the differentiation of port throughput scale and center degree. The first-tier ports are the home ports of international routes, including Shanghai, Singapore, Shenzhen, Ningbo Zhoushan, Guangzhou, Qingdao, and Hong Kong. Ports on the second layer are the hub ports of international routes, including Kaohsiung, Tanjung Pelepas, Xiamen, Tianjin, Laem Chabang, Klang, and Ho Chi Minh. This layer contains mostly the hub ports of international routes, with a good degree of central development. Ports on the third layer are the international route connecting ports, including Haiphong, Qinzhou, Dalian, Tanjung Priok, Manila, Tanjung Perak, Lianyungang, Cai Mep, Yantai, Yingkou, Rizhao, and Fuzhou. The relative centrality of ports on this layer is low, and the throughput is relatively limited. Layer four ports are regional feeder ports, including Jinzhou, Taicang, Taichung, Dongguan, Tangshan, Nanjing, Quanzhou, Nantong, Zhuhai, Jiaxing, and Haikou, which have become popular transshipment ports owing to their geographical characteristics. (4) In terms of network structure, the overall network can be divided into four port communities. Among them, community one has a clear central attribute, to which community two is closely connected, and community three is fed to the port group. Community four has clear small world attributes, and the port routes within this group are relatively independent.

With the aim of obtaining the financial efficiency of the system as a whole and of its Port Authorities, a DEA-Bootstrapping model study has been performed to determine the overall performance, a methodology used mainly to obtain terminal efficiencies and applied to the port system in this article. Economic inputs have been selected, such as total assets and net income from port charges, as opposed to operational outputs, as these are performance indicators; the tons moved in a year and the vessels housed in the same period. The conclusions drawn include, firstly, that the overall average financial efficiency of the Spanish port system was low for 2017 and 2018 (close to 0.44), primarily caused by the assets of which the system is composed. Secondly, the ports with the highest financial efficiency are consolidated ports in the Spanish port system, with large volumes of traffic and assets designed to attract new vessels and goods. [ABSTRACT FROM AUTHOR]

In recent decades, the Spanish port system has been investing in the development of infrastructures aimed at attracting the cruise market. For this reason, this paper analyses, using a methodology based on data envelopment analysis (DEA), the efficiency of the Spanish port system for the cruise market. Most of the port authorities want to attract and maintain this traffic in their ports, due to the economic impact it has on them. Based on the data provided by Puertos del Estado and the port authorities in their annual reports, such as the number of cruise passengers per port or port authority, the number of stopovers or ships that visit our ports each year, and the infrastructures that have been developed for this market, an efficiency analysis was carried out to draw conclusions at the level of the port system and each port authority in terms of operational efficiency. Focusing the research on Malaga, the current situation was analyzed, as well as the forecasts that resulted from the research for the future development of the port in terms of cruise ships. [ABSTRACT FROM AUTHOR]

Blockchain is one of the technologies that can support digital transformation in industries in many aspects. This sophisticated technology can provide a decentralized, transparent, and secure environment for organizations and businesses. This review article discusses the adoption of blockchain in the ports and shipping industry to support digital transformation. It also explores the integration of this technology into the current ports and shipping ecosystem. Besides, the study highlighted the situation of the supply chains management in ports and shipping domain as a case study in this field. The investigated studies show that blockchain can be integrated into processes such as financial and document workflow. This review contributes to research by focusing on the adoption of blockchain in the ports and shipping industry to support digital transformation. It also aims to understand the existing port practice and map it with current tendencies based on blockchain. This study gives insight analysis to incorporate blockchain technology into ports and shipping processes globally.

Environmental concerns have become important in the shipbuilding industry. The concept of the Blue Economy was linked to a new model of economic development based on regeneration, where the production of waste is seen as the possibility of creating a new activity, product, and employment. Nowadays, when we talk about the Blue Economy, it is from a much more transversal perspective, deeply linked to the maritime economic sectors. The aim is to develop these coastal productive sectors from a socially, economically and environmentally sustainable point of view. Due to the great development that the Blue Economy has experienced in recent years, it is considered appropriate to carry out a study of this economic model in the port sector. For this reason, this article analyses the Spanish port system, determining the most important dimensions for measuring the degree of development of the Blue Economy and indicators for each of them. It is concluded that the main emerging sectors in the Blue Economy are biotechnology, research and education, sustainable infrastructures and gastronomy and tradition. The final result of this article is the development of a tool which, by introducing certain data, provides the degree of implementation or development of the Blue Economy both at a general level for the port and at a specific level for each dimension. [ABSTRACT FROM AUTHOR]

the Yangtze River Delta (YRD) has established a large-scale container port system with seaports and Yangtze ports as the mainstay and including other riverports and dry ports, occupying a prominent position in the pattern of national and even the global shipping development. Considering the new trend that the theoretical paradigm of port research has shifted from "spatial" to "network", and that the focus of research goes from seaports to both seaports and inland ports, this study brings the complexity and uniqueness of the development of the port system in the YRD into the picture. By analyzing the influence of globalization, specialization, marketization, transportation, and greenization on port system development and its pattern formation, this paper elaborates on the gradient process of transportation and services allocation from the coast to the riverside and then to the inland. The evolution of port system is considered to have a temporal gradient between spatial-level transportation expansion and network-level services upgrading, and it is also believed that there is a spatial gradient in logistics supply chain terminalization between coastal and inland areas. Combined with the quantitative analysis from 200 5 to 2020, after entering the stage of port regionalization in the YRD, the container volume is distributed from coastal concentration to inland decentralization at the spatial level, while at the network level, port and shipping service enterprises (PSSEs) maintain a relatively centralized distribution along the coastal areas. At the same time, container volume growth rate fluctuates down, number of PSSEs growth rate fluctuates up, which trend is notable in the seaport. Currently, port regionalization in the YRD is still incomplete; the degree of logistics supply chain terminalization of ports in inland areas is relatively low; and the synergy between spatial and network in the entire YRD region has not yet been formed. This study tries to answer the question of the relationship between different types of ports in the complex port system, which can enrich the theoretical and empirical results of port system research and guide the practice of port and shipping in the YRD. [ABSTRACT FROM AUTHOR]

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A port system is a system of two or more ports, located in proximity within a given area. In literature, various geographical and functional scales have been identified ranging from complete coastlines to the notions of a 'range' and a 'multi-port gateway region'. Not only does the spatial scale create confusion on the true functional delineation of port systems, but it also complicates a clear understanding of the relational mechanisms at stake within these port systems. This paper revisits existing approaches to and empirical delineations of port systems. Maritime network analysis techniques are deployed to understand hierarchies and interdependencies among nodes of container port systems and sub-systems in North Europe and Northeast Asia. The results provide additional insights on how ports interact from a maritime services' perspectives and demonstrate whether or not ports which are traditionally considered as belonging to the same port system can in reality be considered forming a fully integrated port system. [ABSTRACT FROM AUTHOR]

Under the new development pattern of "dual circulation" in China, it is of great theoretical and practical significance to study the spatial pattern and evolution law of port systems. This study takes the port system in the Yangtze River Delta Region (YRDR) as an example, based on the panel data from 2000 to 2019, analyses the spatial pattern and evolution characteristics of port domestic trade throughput (PDTT) and port foreign trade throughput (PFTT) from the perspective of dual circulation. The key influencing factors in the evolutionary process are explained, and the spatio-temporal evolution characteristics of the two types of port throughput are compared. The results show that (1) in spatial evolution, the PDTT and PFTT of the port system in the YRDR fluctuate and increase significantly, showing a typical three-level echelon structure in space. (2) From the perspective of spatial equilibrium, the two types of port throughput are markedly discrete; however, the degree of agglomeration of PFTT is greater than that of PDTT. (3) In spatial patterns, the centers of gravity of PDTT and PFTT are distributed in Suzhou and Jiaxing, respectively. Both are distributed from northwest to southeast. However, the rotation angle of PFTT was larger, and the north-south differentiation was more evident than that of PDTT. (4) In influencing factors, the throughput pattern of the port system in the YRDR is driven by multiple factors, and some differences exist in the driving mechanism between PDTT and PFTT. • The spatiotemporal evolution characteristics of port system was analysized from the new perspective of dual circulation. • A typical three-level echelon structure in space was found to the port system in the YRDR. • Differences in the influencing factors between PDTT and PFTT were reported. • Policy implications were provided to promote high-quality development of port system. [ABSTRACT FROM AUTHOR]

Waterfront resources are an important support system for the social and economic development within the region along the Yangtze River. Container ports are an important component of the Yangtze River port system, as well as for the growth point of waterfront utilization. Based on the summary of remote sensing images and relevant data, this paper calculates the waterfront utilization of the container ports along the Yangtze River in the Yangtze River Delta (YRD), analyzes the waterfront organization pattern and change characteristics, and puts forward the enlightenment and countermeasures for the sustainable development of the port waterfronts. Extending the study of port resources from coastal areas to inland areas is an academic contribution of this paper. At the same time, it has practical significance for the high-quality development of port and shipping and the development and protection of land resources along the Yangtze River. In the YRD, the waterfront utilization of container ports has increased along the Yangtze River, showing a decrease from downstream to upwards, and it has formed dense zones attached to the central cities and major manufacturing bases. The ports with higher length of waterfront are mostly located in the shipping central cities and the Yangtze River estuary. The development direction of container ports is large-scale and specialized. The utilization of the container port waterfront is approaching the periphery of the city and areas with convenient transportation. The utilization of container port shorelines will be close to the periphery of the city and convenient transportation areas. The container port waterfronts occupy the ecological reserve, and the conflicts are expanding with the development of shipping, mainly distributed in the Yangtze River estuary. Based on the empirical analysis, this paper puts forward four enlightenments. First, the exploitation and utilization of the port waterfront has experienced multiple stages of “exploitation—conflict—mitigation”. With the transformation of productive waterfront utilization, the pattern of sustainable development along the Yangtze River has changed. Secondly, the conflict between waterfront utilization and protection is inevitable. Additionally, it is necessary to face up to the temporary rapid rise of encroachment on the reserve. Third, through the horizontal coordination of the port system along the river, the original focus on the hub cities will be transferred to the comprehensive consideration of the port cities in the whole region, and the waterfront load of different types of container ports can be balanced. Fourth, the Yangtze River Delta integration mechanism can solve the barriers between higher and lower levels or between different departments and cities.

Throught a literature revision and a qualittive documental reaserch, the article aims to relate the main concerning studies to the cooperative portuary systems. To achive this objective, the importance of the use of tecnology to the digital transformation on the ports is presented, with enphasis on tecnology of the Internet of Things (IoT), as cooperative systems. The study showed that the iot has become responsible for the new digital transformations that are entering the port market, enabling a strategic and competitive differential. [ABSTRACT FROM AUTHOR]

• With its novel detector technology, Photon counting CT offers inherent spectral contrast, which can be utilized for virtual monoenergetic imaging, virtual non-contrast and iodine maps. • Photon counting CT derived virtual monoenergetic images can reduce beam- hardening artifacts in thoracic imaging and optimize image quality. • In subjective artifact assessment pronounced and severe artifacts were completely suppressed for all evaluated areas at 120 keV. Aim of the recent study is to point out a method to optimize quality of CT scans in oncological patients with port systems. This study investigates the potential of photon counting computed tomography (PCCT) for reduction of beam hardening artifacts caused by port-implants in chest imaging by means of spectral reconstructions. In this retrospective single-center study, 8 ROIs for 19 spectral reconstructions (polyenergetic imaging, monoenergetic reconstructions from 40 to 190 keV as well as iodine maps and virtual non contrast (VNC)) of 49 patients with pectoral port systems undergoing PCCT of the chest for staging of oncologic disease were measured. Mean values and standard deviation (SD) Hounsfield unit measurements of port-chamber associated hypo- and hyperdense artifacts, bilateral muscles and vessels has been carried out. Also, a structured assessment of artifacts and imaging findings was performed by two radiologists. A significant association of keV with iodine contrast as well as artifact intensity was noted (all p < 0.001). In qualitative assessment, utilization of 120 keV monoenergetic reconstructions could reduce severe and pronounced artifacts completely, as compared to lower keV reconstructions (p < 0.001). Regarding imaging findings, no significant difference between monoenergetic reconstructions was noted (all p > 0.05). In cases with very high iodine concentrations in the subclavian vein, image distortions were noted at 40 keV images (p < 0.01). The present study demonstrates that PCCT derived spectral reconstructions can be used in oncological imaging of the thorax to reduce port-derived beam-hardening artefacts. When evaluating image data sets within a staging, it can be particularly helpful to consider the 120 keV VMIs, in which the artefacts are comparatively low. [ABSTRACT FROM AUTHOR]

In recent decades, the Spanish port system has been investing in the development of infrastructures aimed at attracting the cruise market. For this reason, this paper analyses, using a methodology based on data envelopment analysis (DEA), the efficiency of the Spanish port system for the cruise market. Most of the port authorities want to attract and maintain this traffic in their ports, due to the economic impact it has on them. Based on the data provided by Puertos del Estado and the port authorities in their annual reports, such as the number of cruise passengers per port or port authority, the number of stopovers or ships that visit our ports each year, and the infrastructures that have been developed for this market, an efficiency analysis was carried out to draw conclusions at the level of the port system and each port authority in terms of operational efficiency. Focusing the research on Malaga, the current situation was analyzed, as well as the forecasts that resulted from the research for the future development of the port in terms of cruise ships.

Environmental concerns have become important in the shipbuilding industry. The concept of the Blue Economy was linked to a new model of economic development based on regeneration, where the production of waste is seen as the possibility of creating a new activity, product, and employment. Nowadays, when we talk about the Blue Economy, it is from a much more transversal perspective, deeply linked to the maritime economic sectors. The aim is to develop these coastal productive sectors from a socially, economically and environmentally sustainable point of view. Due to the great development that the Blue Economy has experienced in recent years, it is considered appropriate to carry out a study of this economic model in the port sector. For this reason, this article analyses the Spanish port system, determining the most important dimensions for measuring the degree of development of the Blue Economy and indicators for each of them. It is concluded that the main emerging sectors in the Blue Economy are biotechnology, research and education, sustainable infrastructures and gastronomy and tradition. The final result of this article is the development of a tool which, by introducing certain data, provides the degree of implementation or development of the Blue Economy both at a general level for the port and at a specific level for each dimension.

The maritime transport system in the Adriatic region has been developed thanks to the individual activities of ports, as well as specific strategies for the development of the countries that gravitate towards that region. Regarding its potential, this system is not sufficiently developed and there are no clear criteria for evaluating the potential for success of the future Motorways of the Sea systems and services. The solution to this problem is in the scientific point of view that should contribute to the development of the Motorways of the Sea with its systematic approach and clearly defined criteria of implementation of specific models and common activities. With this scientific article and conducted research, we tried to cover the greater part of the whole transport chain (from the departure point to the destination) which is present in the Adriatic region. It is crucial that we take into consideration the fact that it wasn't possible to gather and analyze the data for every land direction (highways and railways) because we analyzed the infrastructure of the whole region. Thus, the research in this article is directed to the ports and their entries, where the success factor of the port is determined by the success of the direction and the Motorways of the Sea service. In order to accurately determine each of the defined success factors, it was necessary to identify all the subelements which comprise them. The research results point out the complexity of developing new or improving the existing MoS services at higher levels (administrative, infrastructural, organizational, etc.). [ABSTRACT FROM AUTHOR]

China's global shipping connectivity had been somewhat overlooked as the bulk of related studies predominantly focused on the throughput volume of its own port cities. This article tackles such lacunae by providing a relational perspective based on the extraction of vessel movement archives from the Lloyd's List corpus. Two complementary analyses are proposed: long-term dynamics with all ships included (1890-2008) and medium-term dynamics focusing on container flows (1978-2016). Each analysis examines China's maritime connectivity in various ways and on different spatial scales, from the global to the local, in terms of concentration, vulnerability, and expansion. The main results underline the influence of technological, economic, and political factors on the changing distribution of connectivity internally and externally. In particular, China has managed to reduce its dependence upon external transit hubs, to increase the internal connectivity of its own port system, and to strengthen its dominance towards an increasing number of foreign nodes and trade partners through the maritime network. [ABSTRACT FROM AUTHOR]

The shortage of research in Vietnam port evolvement is uncontroversial although a huge amount of investment is observed to upgrade both quantity and quality. This study examines the port system performance, in the context of spatially concentration ratio, in Southern Vietnam for the period 2007-2016, by using prevailing indicators for spatially concentration assessment including concentration ratios (CR), the Herfindahl-Hirschman index (HHI), the Gini coefficient, the Lorenz curve and shift-share analysis (SSA), a trend of deconcentration is described in Southern Vietnam port system, since the traditional ports to new deep-water ports. Also, driving forces of this shifting would be discussed in detail. Implications from this study would enable not only port administrators, port operators but also shipping lines, cargo owners, logistics service providers to comprehensively understand the growth of the port system in Southern Vietnam. [ABSTRACT FROM AUTHOR]

European ports are facing sustainability and energy challenges, requiring changes to port functions, supply chain systems and business models. A 20-year 'port vision' could support decision-makers in designing effective strategies and prioritising investments. This study aims to identify the current energy management trends and their impact on ports and analyse the resulting scenarios. A literature review on energy management trends and ports' value chains was used to develop a conceptual framework, from which a Delphi questionnaire was created. The questionnaire was administered in two rounds, during which experts assessed the probability, impacts and desirability of energy sources, renewable energy, cold ironing, equipment, alternative fuels, energy digitalisation, human resources, emergencies and security. The results are clustered to depict the following port's energy management scenarios: most critical (related to digitalisation, cybersecurity, installation of renewable energy in small ports and electrification of docks and vehicles), most uncertain (concerning inland and/or offshore expansion of renewable energy production, use of autonomous vehicles and energy self-sufficiency of large ports) and most desired (involving investments on cold-ironing, alternatively powered cranes and cost reduction for photovoltaics and wind power). The research implications include conceptual actions to be considered and introduced in a generic European port plan and provide strategy recommendations to foster future ports. • Ports are complex entities, and energy management foresight is needed. • Energy and port management experts contributed through a Delphi questionnaire. • The following future scenarios are derived: most critical, uncertain and desirable. • Research implications could provide European ports' strategy plans with future-oriented recommendations. [ABSTRACT FROM AUTHOR]

This work presents a study developed in a medium port system composed of 50 public and private actors interacting with their macro-environment, which can generate strategic synergistic relationships. In order to determine these synergistic links between their components, the strategic phrases contained in their missions are analysed and classified according to the multi-criteria that are part of the macro-environment of each port actor: political, economic, social, technological, environmental, risk and learning. Likewise, new characterizations and classifications are proposed for groups and sub-groups of port actors. From absolute frequencies, Contingency Tables and the Chi-square test, quantitative results are obtained, which show the potential cases of strategic synergistic relations in the port system and the behavior of each group and sub-group of actors, as well as dependence / independence between every pair of criteria. Finally, it is verified that it is possible to use quantitative methods to analyze the strategic synergistic relationships between the actors of the port system. [ABSTRACT FROM AUTHOR]

Adjacent ports played a significant role in the evolution of the port system. In our study, we selected five pairs (i.e., Dalian-Yingkou, Qingdao-Yantai, Shanghai-Ningbo, Xiamen-Quanzhou, and Shenzhen-Guangzhou) of the most important adjacent ports in China to reveal the recent trend of China unique port system development; how and why will port system development be de-concentrated; and integrate the conceptual modal into in-depth analysis. The major findings are as follows: (1) There is functional differentiation in adjacent ports. To some big ports' sustainability, they focus on foreign trade while other small ports, in order to achieve sustainable development, they focus on domestic trade; (2) First-mover advantage and dislocation competition is a mechanism of China ports functional differentiation; (3) Shanghai and Ningbo are unique in that both ports are similarly focused on foreign trade because they both have deep-water harbors, excellent geographical location, export-oriented hinterland economy, and close foreign investment relationships. [ABSTRACT FROM AUTHOR]

In this paper the application of the queuing the01y in optimalcapacity planning for general cargo seaport is presented.The seaport as a queuing syslem is defined and tlws, on the basisof the arrival and serviced number of ships in an obsen•edtime unit, the appropriate operating indicators of a port systemare calculated. Using the model of total port costs, the munberof berths and cranes on the berth can be determined wherebythe optimal port system functioning is achieved.

This paper aims at analyzing the legal status of sea ports in the Republic of Croatia, with special overview of the sea ports as maritime domain and at suggesting the objectives of Croatian port policy as well as necessary measures to achieve them. Seaports are an important factor in national and international traffic and economic chains. They are important economic multiplicators, especially in the view of creating added value and employment. The legal system of the Republic of Croatia with regard to sea ports and port activities is based on a special law (lat. lex specialis), the Law on Maritime Domain and Sea Ports. This Law determines the boundaries of maritime domain i.e. common property (lat. Res communem omnium) on a basis of a non-proprietary regime (lat. Res extra commercium), which is a century-long tradition on our territory. Facilities constructed within the maritime domain are treated as a land (lat. Superficies solo cedit) to which one cannot acquire the ownership or any other real property rights on any grounds. This non-proprietary nature of maritime domain creates certain problems in view of attracting investors to Croatian ports. The opinion prevails that the changes to the Law on Maritime Domain and Sea Ports, within the meaning of enabling ownership over a facility during the concession, as enabled by the Law on Ownership and Other Real Property, would significantly contribute to greater investments in ports and port activities. Finally, the conclusion is that the Law on Maritime Domain and Sea Ports is considerably under standardized and numerous situations in the practice are not being solved with clear legal standards, but with interpretations, which undermines the legal security.