On the status and mechanisms of coastal erosion in Marawila Beach, Sri Lanka

Coastal erosion remains a problem in many developing countries because of a limited understating of erosion mechanisms and management. Sri Lanka is one of the countries that recognized coastal erosion management as a governmental responsibility, in 1984. Nevertheless, erosion mechanisms have not yet been fully understood. We investigate the status and mechanisms of coastal erosion using empirically collected data and various techniques, such as Geographic Information System analysis of satellite images, drone mapping, bathymetric surveys, hindcasting of wind-induced wave climate, questionnaires, and semi-structured interview surveys. We identified wave climate change, reduction in river sand supply, interruptions from previous erosion management measures, and offshore sand mining as potential causes of erosion considering sediment flux and rates of erosion. Erosion of Marawila Beach began during 2005–2010 and has been continuing ever since, due to a lack of integration in the beach and the entire sediment system. It is necessary to identify the long-term, large-scale changes in the sediment system through data collection. This study highlights the importance of an integrated coastal erosion management plan and could facilitate better coastal erosion management in Sri Lanka, as well as in other developing countries

Land-based physical and biological environmental mitigation measures of a mega port construction in Thailand

It is undeniable that a mega port is important to the nation’s economy and its population. On the other hand, a port construction creates numerous environmental impacts. To achieve sustainable development, environmental mitigation measures need to be strictly followed. Since a mega port is constructed once in many decades, a case study during the port construction, like this article, is very rare. Our article presents how Thailand protects its surrounding environment during the construction of Laem Chabang Port (the biggest container port in the country), phase 3. The phase3 reclamation construction started in May 2021 and is expected to be completed in 2025. However, only land-based physical and biological environmental mitigation measures are presented because of the page limit. The land-based environmental impacts are mostly related to truck driving, truck exhaust, road maintenance and cleanliness, noise, dust, and vibration. This article shows that the joint-venture contractor of the reclamation project realizes the necessity of caring for society and the environment

Willingness to pay for contagious bovine pleuropneumonia vaccination in Narok South District of Kenya

Contagious bovine pleuropneumonia (CBPP) is an economically important trans-boundary cattle disease which affects food security and livelihoods. A conjoint analysis–contingent valuation was carried out on 190 households in Narok South District of Kenya to measure willingness to pay (WTP) and demand for CBPP vaccine and vaccination as well as factors affecting WTP. The mean WTP was calculated at Kenya Shillings (KSh) 212.48 (USD 3.03) for vaccination using a vaccine with the characteristics that were preferred by the farmers (preferred vaccine and vaccination) and KSh −71.45 (USD −1.02) for the currently used vaccine and vaccination. The proportion of farmers willing to pay an amount greater than zero was 66.7% and 34.4% for the preferred and current vaccine and vaccination respectively. About one third (33.3%) of farmers would need to be compensated an average amount of KSh 1162.62 (USD 13.68) per animal to allow their cattle to be vaccinated against CBPP using the preferred vaccine and vaccination. About two-thirds (65.6%) of farmers would need to be compensated an average amount of KSh 853.72 (USD 12.20) per animal to allow their cattle to be vaccinated against CBPP using the current vaccine and vaccination. The total amount of compensation would be KSh 61.39 million (USD 0.88 million) for the preferred vaccine and vaccination and KSh 90.15 million (USD 1.29 million) for the current vaccine and vaccination. Demand curves drawn from individual WTP demonstrated that only 59% and 27% of cattle owners with a WTP greater than zero were willing to pay a benchmark cost of KSh 34.60 for the preferred and current vaccine respectively. WTP was negatively influenced by the attitude about household economic situation (p = 0.0078), presence of cross breeds in the herd (p < 0.0001) and years since CBPP had been experienced in the herd (p = 0.0375). It was positively influenced by education (p = 0.0251) and the practice of treating against CBPP (p = 0.0432). The benefit cost ratio (BCR) for CBPP vaccination was 2.9–6.1 depending on the vaccination programme. In conclusion, although a proportion of farmers was willing to pay, participation levels may be lower than those required to interrupt transmission of CBPP. Households with characteristics that influence WTP negatively need persuasion to participate in CBPP vaccination. It is economically worthwhile to vaccinate against CBPP. A benefit cost analysis (BCA) using aggregated WTP as benefits can be used as an alternative method to the traditional BCA which uses avoided production losses (new revenue) and costs saved as benefits

Integrated approach to the assessment of CO2e-mitigation measures for the road passenger transport sector in Bahrain

The transport sector is one of the fastest-growing energy-consuming sectors in the world and it contributes greatly to emissions of carbon dioxide equivalent (CO2e). In Bahrain, CO2e emissions from the transport sector grew by an average of 8% annually between 1994 and 2006. The aim of this research was to develop an integrated approach to assess the measures adopted to reduce CO2e emissions by the transport sector within the context of climate change mitigation. This approach used the multi-criteria analysis methodology of the Analytic Hierarchy Process (AHP) to embed conventional assessment methods and a participatory approach. Three extensions to the original AHP methodology were developed: multi-AHP models, scenario packaging, and the examination of the plausibility of the results. The AHP results showed that certain fuel economy standards achieved the highest scores against five qualitative and quantitative criteria. Using socially and politically acceptable options, an integrated approach to CO2e mitigation could achieve a reduction in emissions of around 22% by 2030 (compared with 2010), at a cost of USD 112 per metric tonne of avoided CO2e emissions. Results from surveys of policymakers, experts, and the general public indicated that the outcomes of scenario packaging were plausible. The contributions of this research are two-fold. First, for the first time in Bahrain, the preferences of the general public have been considered and integrated with both the preferences of policymakers and experts and the results obtained from conventional assessment methods. Second, a structured approach for the integration of different assessment methods, transferable to other contexts, was developed and examined. Furthermore, multi-AHP models were introduced that can reflect the preferences of different concerned groups. Applications of this approach include assessment of the implementation of mitigation measures that could affect a number of concerned groups, decision making in energy-consuming sectors, and development of mitigation policy packages

An Analysis of Port Service Quality and Customer Satisfaction: The Case of Korean Container Ports

Ports play a critical role in the economy of many countries and regions. Failure or unreliability of port services can significantly influence port customers - shipping lines and cargo owners - and result in their dissatisfaction. However, what constitutes port service quality (PSQ) and its influence on the satisfaction of port customers has not been well investigated in the literature. Therefore, this study investigates the concept of PSQ and its influence on customer satisfaction in the case of Korean container ports. Following a literature review, a conceptual model of PSQ and its influence on customer satisfaction is proposed. The model was validated through a survey of 313 members of the Korean Port Logistics Association (KPLA). Partial least squares structural equation modeling (PLS-SEM) was conducted to confirm the PSQ dimensions and to examine their relationship with customer satisfaction using SmartPLS 3.2.1 software. PSQ is found to be a five-factor construct, and its management, and image and social responsibility factors have significant positive effects on customer satisfaction. In addition to its academic contribution, this study also contributes to management practices because port managers can use the PSQ scale to measure their customers' satisfaction and justify investments in the quality management of port services

Towards Sustainable ASEAN Port Development: Challenges and Opportunities for Vietnamese Ports

Sustainability agendas are challenging port authorities around the world to find ways of operating and managing their ports efficiently and effectively in terms of economic, social, as well as environmental development. In this respect, governments in ASEAN countries have been implementing various green activities seeking to reduce the environmental impact of shipping and related activities. In this connection, most studies in the existing literature mainly focus on the environmental aspects of sustainable development and have not clearly explained what sustainable port development exactly entails. Furthermore, most of these studies emphasized on the impact of port development and overlooked what factors influence sustainable port development. To address these gaps, this research aim to explore the main factors shaping sustainable port development. This was conducted through a comprehensive review of related literature as well as confirmatory in-depth interviews with port authorities. As a result, findings from this research would help identify key elements of sustainable port development from port authorities' perspective. The challenges, opportunities and managerial implications for Vietnamese ports are also discussed accordingly

Net longshore sediment transport at jetties along the Gulf of Thailand

This research focused on net alongshore sediment transport at 3 major jetties in Thailand, being Cha Am jetty, Krai jetty, and Na Saton jetty. The survey was conducted in August 2019, September 2019, August 2020, and September 2020. The field investigations measured coastal elevation by Real Time Kinematic (RTK) technique. The coastal level along 2-km shoreline south from each jetty was surveyed with each beach profile being spaced 25 m apart. In order to cover the sub-aerial and intertidal zones, the uppermost point of each beach profile was set at a beach dune, while the lowermost point was set at an elevation of -0.5 m from national mean sea level

A Review on COVID-19 and Coastal Management

COVID-19 pandemic highlighted the intricate relationships between human health, the social-ecological system, and coastal management in an era of climate and global change [...

Port-induced erosion prediction and valuation of a local recreational beach

This study attempts to integrate environmental economics and coastal engineering in managing port-induced coastal erosion occurring at a common beach by using Map Ta Phut port in Thailand as a case study. The existence of the port creates coastal erosion which can be considered an externality that affects local inhabitants, and a port owner and shipping companies can be seen as "polluters". Overlaying of aerial photographs provided strong evidence that the coastline was severely eroded after the construction of the port. Coastal engineering softwares, LITPACK and MIKE 21 PMS, were utilized to predict future shoreline positions and investigate wave patterns around the port. The port alters wave climate and the port-induced erosion is jeopardizing a local recreational beach called Nam Rin, which is projected to disappear in 5 years. A valuation of Nam Rin beach using single-bounded dichotomous choice contingent valuation method revealed individual willingness to pay (WTP) for the beach, being 867.5 baht (approximately US$ 24.8) per year. Multiplying the individual WTP with the appropriate number of population to acquire the beach protection benefit and dividing such benefit by construction and maintenance costs of a particular beach protection measure, the polluters can select a proper beach protection approach that fulfills their benefit-cost requirement.Map Ta Phut port Willingness to pay Coastal erosion "Polluter-pays" principle Beach valuation