Chapter

Nachhaltigkeitsperspektiven an der Schnittstelle globaler Supply Chains – Häfen als Treiber von Green Ports-Strategien

Authors:
  • Bremen, Ministry of Science and Ports
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Abstract

In den Häfen der Welt als unabdingbaren Schnittstellen globaler Supply Chains steht derzeit die Digitalisierung mit Ihren Auswirkungen auf die Transport- und Logistikwirtschaft ganz oben auf der Agenda. Ein anderes, für die langfristige strategische Entwicklung der Branche bedeutenderes Thema, nämlich die Nachhaltigkeit, gerät damit ein Stück weit aus dem aktuellen Blickfeld. Tatsächlich aber haben sich bereits viele Häfen längst den Herausforderungen einer nachhaltigen Entwicklung gestellt und sich als Treiber von Green Ports-Strategien positioniert. Sie tun dies zum einen, um sich im verschärfenden Wettbewerb um die Kunden und zwischen Häfen und Regionen zu behaupten und zum anderen, in dem Bewusstsein, dass nur so ein dauerhaft leistungsfähiges, nachfragegerechtes und wirtschaftliches Transportwesen aufrecht erhalten werden kann. Am Beispiel der Bremischen Nachhaltigkeitsinitiative „greenports“ beschreibt dieser Artikel Maßnahmen und Aktivitäten, mit denen Häfen aktiven Einfluss auf die Gestaltung nachhaltiger Supply Chains nehmen und so ihre Rolle neu definieren.

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... Consequently, in the course of the last few years, many ports across the globe have either implemented a green port policy or adopted ideas akin to the concept, with the ports of Bremen being among the first ports globally to implement a green port strategy in 2009 [14,15]. Some ports in Europe and North America have since been either certified, labeled or conceived as green ports [16][17][18][19]. Being conceived as a green port or acquiring a green port status or label is said to be positively linked with higher port performance and economic benefits, and has the potential of attracting climate and green funds and trading partners [3,20,21]. ...
... Davarzani et al.'s [39] comprehensive review on green ports found that knowledge on green ports has been dominated by research on European and North American ports. This does not come as a surprise as the green port idea originated from European and North American contexts [19]. Pioneering ports in Europe including Bremen (Bremerhaven), Rotterdam and Antwerp are already labeled or conceived as green ports based on the implementation of measures geared mainly towards low carbon operations or improving air quality [1,9,[55][56][57], energy efficiency or the use of renewable energy and eco-friendly mobility at ports [8,17,29,58,59] or reducing impacts on climate change [5,60], which are considered to be priority green port measures. ...
... Thus while TPENs may create awareness and are mediums through which policy ideas and knowledge may be circulated, uptake of best practice technologies remains low. Yet, when network coordinators were asked their opinion concerning the influence of TPENs on participating ports, a rather surprising position was asserted: [19] We measure the success of the network based on the number of our members. This is how we measure success [...]. ...
Thesis
The dissertation analyses the transitioning of the port sector towards sustainability in environmental and social terms. In specific, it explores how port authorities in Europe and West Africa engage with the globalising green port idea, and what role is played by contextual factors in determining the choice of policy measures and technological tools they adopt or implement. The dissertation further examines the extent to which sustainability-oriented network(ing) bring to bear positive influence on sustainability practices of participating ports (authorities) and facilitates environmental upgrading along the maritime value chain. Finally, it interrogates outcomes of stakeholder-inclusive port development discourses and mechanisms. It does this by combining concepts and theories such as policy mobilities, sustainability fix and critical debates on network theory and network governance. Methodologically, the dissertation draws on information collected through a triangulation of qualitative research methods and document analysis. The findings show that sustainability schemes and green initiatives of ports are crucially 'translocal', and draws attention to contested outcomes in port networks and stakeholder-inclusive initiatives and discourses of ports.
... Davarzani et al.'s [39] comprehensive review on green ports found that knowledge on green ports has been dominated by research on European and North American ports. This does not come as a surprise as the green port idea originated from European and North American contexts [19]. Pioneering ports in Europe including Bremen (Bremerhaven), Rotterdam and Antwerp are already labeled or conceived as green ports based on the implementation of measures geared mainly towards low carbon operations or improving air quality [1,9,[55][56][57], energy efficiency or the use of renewable energy and eco-friendly mobility at ports [8,17,29,58,59] or reducing impacts on climate change [5,60], which are considered to be priority green port measures. ...
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Unabhängig davon, wie gut es einem Unternehmen gelingt, die eigenen Lieferanten zu steuern und zu führen, belegen immer wieder auftretende Störungen unterschiedlichen Ausmaßes, die sowohl die Produktqualität erstellter Zwischen- und Enderzeugnisse entlang des gesamten Wertschöpfungsprozesses als auch die Prozessqualität der zugrunde liegenden Fertigungs- und Austauschprozesse zwischen Lieferanten und Abnehmern betreffen, dass Störungen, die innerhalb des Wertschöpfungsnetzwerks mehr oder weniger überraschend auftreten und dabei ein nicht unerhebliches Risiko für alle eingebundenen Unternehmen bergen, einen systemimmanenten Bestandteil automobiler Wertschöpfungsnetzwerke darstellen. Welche Bedeutung Störungen für automobile Wertschöpfungsnetzwerke besitzen, unabhängig davon, ob sie durch das eigene Unternehmen oder durch einen Lieferanten ausgelöst werden, war die zentrale Forschungsfrage einer empirischen Untersuchung, deren Ergebnisse in den folgenden Ausführungen vorgestellt werden. Darüber hinaus befasst sich der Beitrag mit den spezifischen Störungsarten, den der eigentlichen Störung vorausgehenden Auslösern bzw. möglichen Anzeichen und geht schließlich der Frage nach, welcher Partner im automobilen Wertschöpfungsnetzwerk aus Automobilzuliefersicht letztlich für die jeweiligen Störungen verantwortlich zu machen ist. Um ferner ein möglichst ganzheitliches Bild abgeben zu können, wurden auf allen Hierarchieebenen der befragten Automobilzulieferer jeweils Unternehmensvertreter aus den Bereichen Einkauf/Beschaffung, Fertigung/Produktion, Qualität/Qualitätsmanagement, Logistik/Supply Chain Management sowie Mitglieder der Geschäftsbzw. Werksleitung befragt. Insgesamt konnten 675 Unternehmen und Unternehmensvertreter identifiziert werden, von denen 348 erreicht wurden. 147 Probanden nahmen schließlich an der Untersuchung teil, was einer für schriftliche Befragungen überdurchschnittlichen Rücklaufquote von rund 22% entspricht. Wie sich aus den Ergebnissen der empirischen Untersuchung ablesen lässt, stellt die Überwindung der nicht unerheblichen Anzahl an Störungen (die in der Mehrzahl der Fälle sowohl die Produkt- als auch die Prozessqualität betreffen) innerhalb des Leistungserstellungsprozesses eine große Herausforderung automobiler Wertschöpfungsnetzwerke dar. Darüber hinaus konnten Lieferanten als Hauptverursacher für Störungen innerhalb des automobilen Wertschöpfungsnetzwerks identifiziert werden. Hinsichtlich der Hauptstörungsauslöser sind für Automobilzulieferer insbesondere Qualitätsprobleme in der Fertigung, Material- bzw. Rohstoffengpässe sowie mehr oder weniger kurzfristig erfolgende Terminänderungen zu nennen.
Chapter
Aufgrund verschärfter Wettbewerbsbedingungen und gestiegener Marktanforderungen erweisen sich Prozessoptimierungen innerhalb. von einzelnen Unternehmen alleine als nicht mehr ausreichend. Eine unternehmensübergreifende Gestaltung und ein Management der gesamten Wertschöpfungskette erweisen sich zunehmend als notwendig. Die Aktualität des Themas „Supply Chain Management“ spiegelt sich in den zahlreichen Publikationen wider. Auch die Unternehmen haben die große Bedeutung grundsätzlich erkannt. Jedoch ist der Implementierungsstand bisher insgesamt noch sehr niedrig. Das Internet und E-Commerce leisten einer weiteren Entwicklung Vorschub und schaffen die für ein Supply Chain Management notwendigen technischen Vorraussetzungen. Aber nicht nur die technischen Komponenten sind der Schlüssel zum Erfolg, wie es viele Software-Hersteller und Berater propagieren und auch die meisten Unternehmen glauben (Weber/Engelbrecht/Knobloch/Schmitt/Wallenberg 2002, S. 61f.). Erste Praxiserfahrungen zeigen, dass eine Vielzahl von ungelösten Problemen bzgl. Führung und Steuerung von unternehmensübergreifenden Wertschöpfungsketten existiert, die nach einem entsprechenden Controlling verlangt. Dies wirft die Frage auf, ob traditionelle Controlling-Instrumente — wie z. B. eine Kosten- und Leistungsrechnung oder Kennzahlen — für den Einsatz im Rahmen des Supply Chain Controlling übernommen werden können, oder den speziellen Erfordernissen für das Supply Chain Controlling anzupassen bzw. neu zu gestalten sind. Dieser Beitrag beantwortet diese Fragestellung exemplarisch für ausgewählte Controlling-Instrumente.
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Die Ausführungen in den vorangegangenen Kapiteln haben gezeigt, dass leanagile Supply Chains mit dem Vorliegen von Inkonsistenzen bzgl. der Koordination spezifischen Unsicherheiten unterliegen, welche entsprechende Maßnahmen erfordern.
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Zusammenfassung Mit der Vergabe des Nobelpreises für Wirtschaft (2009) an Elinor Ostrom und Oliver E. Williamson wurden deren herausragende Leistungen zum besseren Verständnis von „Economic Governance“ – der „Organisation von Kooperation“ – gewürdigt. Beide haben neue Forschungsgebiete etabliert und die Genossenschaftswissenschaft stark beeinflusst. Der Beitrag greift inhaltliche Argumente sowie Stationen der Etablierung von Ostroms Forschungsgebiet heraus und zeigt Aspekte auf, die für die Weiterentwicklung der institutionellen Genossenschaftswissenschaften von Interesse sein könnten.