...Efficiency Analysis of Container Ports and Terminals Qianwen Liu A thesis submitted for the degree of Doctor of Philosophy of University College London Centre for Transport Studies Department of Civil, Environmental and Geomatic Engineering University College London 2010 1 Declaration I, Qianwen Liu, confirm that the work presented in this thesis is my own. Where information has been derived from other sources, I confirm that this has been indicated in the thesis. Candidate’s signature ………………………………….. Qianwen Liu 2 Abstract In the past two decades the steady growth of seaborne trade has resulted in the increase of container ships, container ports and their terminals. The structure of the shipping market is, moreover, continuously evolving. On the carrier side, shipping companies form consortia and alliances; on the port side, global terminal operators and dedicated container terminals are emerging. The aim of this research is to evaluate the efficiency of container ports and terminals and to study how to improve the scale efficiency of any particular port/terminal. In particular we study how certain factors influence the efficiency of container ports and terminals. Regional container ports and global container terminals are examined based on the econometrics benchmarking method Stochastic Frontier Analysis (SFA). Two datasets are used, a panel dataset for 32 container ports in the North Mediterranean Sea over a nine-year period, and a cross-sectional...
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...Report on MPSEZ Visit By Saleem Ali IPR Course, Quarter 1 Dr. Preeta Vyas September, 29, 2011. Introduction Mundra Port first commenced operations in 1998 with one berth. Today MPSEZ (Mundra Port and special economic zone) is the largest and one of the most efficient private ports in India. The major contributing factors to the astounding success of Mundra Port are as follows: 1. Ready Availability of Cargo: The primary purpose of any port is to facilitate the smooth movement of cargo and related ships. In fact one of the parameters for measuring the efficiency of a port is to measure the time as to how fast a particular cargo/commodity is moved to/from the port. The faster the movement the more efficient is the port. As Adani Group was already in trading business and thus had ample cargo waiting for efficient movement so the port so constructed was bound to succeed. The existing port facilities were poor and inadequate at that time and hence the trading business of Adani group was suffering due to lack of such port. 2. Strategic Location: Mundra Port is strategically located in Northern Gulf of Kutch and provides a convenient international trade gateway to Europe, Africa, America and the Middle East. It also has a large land area available for development, part of which is now the Mundra SEZ which proposes to attract port-led industrial development. Thus though initially the scope of port was just a captive jetty for Adani Group, but there was...
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...the jurisdiction of the union government and 187 non major ports spread across nine coastal states regulated by the respective State Government. However, only 48 non-major ports are handling cargo. While major ports handle approx 73% of total cargo traffic, non-major ports account for the balance 27 %( in 1996-97, the share was around 10%). Container service provides seems to be the safest and most economic mode of seaway transportation. Hence is also became the fast growing mode of cargo. Container traffic in India is mainly handled by the major ports at Calcutta, Madras, Cochin, Mumbai and Jawaharlal Nehru Port Trust (JNPT)*. Trans-Shipment Procedure: A berth for the ship container is allocated 2 or 3 days before its arrival, based on the ship’s characteristics, berth characteristics, marine considerations etc. As soon as a ship is berthed, the quay cranes are lowered to lift imported cargo and place them on the chassis/trailers of trucks, which carry the containers to their designated stack yards. Here yard cranes pick them and stack them in their designated slots. A quay crane is positioned every 75 meter of wharf length. Containers for import, export, and trans-shipment are stacked separately in the stack yard. Each quay crane can perform on an average 25 moves (full cycles) per hour. Currently, 4-5 trucks are being assigned to each quay crane, generating separate truck queues for...
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...ERASMUS MUNDUS MSC PROGRAMME COASTAL AND MARINE ENGINEERING AND MANAGEMENT COMEM MEGA CONTAINER SHIPS: IMPLICATIONS TO PORT OF SINGAPORE City University London 25 June 2012 Liyenita Widjaja 110047669 (City University) 4128761 (TU Delft) The Erasmus Mundus MSc Coastal and Marine Engineering and Management is an integrated programme organized by five European partner institutions, coordinated by Delft University of Technology (TU Delft). The joint study programme of 120 ECTS credits (two years full-time) has been obtained at three of the five CoMEM partner institutions: • • • • • Norges Teknisk- Naturvitenskapelige Universitet (NTNU) Trondheim, Norway Technische Universiteit (TU) Delft, The Netherlands City University London, Great Britain Universitat Politècnica de Catalunya (UPC), Barcelona, Spain University of Southampton, Southampton, Great Britain The first year consists of the first and second semesters of 30 ECTS each, spent at NTNU, Trondheim and Delft University of Technology respectively. The second year allows for specialization in three subjects and during the third semester courses are taken with a focus on advanced topics in the selected area of specialization: • Engineering • Management • Environment In the fourth and final semester an MSc project and thesis have to be completed. The two year CoMEM programme leads to three officially recognized MSc diploma certificates. These will be issued by the three universities which...
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...Scientific Seminar 2013 Measuring transport systems efficiency under uncertainty by fuzzy sets theory based Data Envelopment Analysis: theoretical and practical comparison with traditional DEA model Sara Braya, Leonardo Caggiania and Michele Ottomanellia* a DICATECh – Politecnico di Bari, via E. Orabona 4, Bari 70125, Italy Abstract In transportation management the measure of systems efficiency is a key issue in order to verify the performances and propose the best countermeasure to achieve the prefixed goals. Many efforts have been made in this field to provide satisfactory answer to this problem. One of the most used methodologies is the Data Envelopment Analysis (DEA) that has been in many fields. The DEA technique is a useful is non-parametric method that allow to handle many output and input at the same time. In many real world applications, input and output data cannot be precisely measured. Imprecision (or approximation) and vagueness may be originated from indirect measurements, model estimation, subjective interpretation, and expert judgment or available information from different sources. Therefore, methodologies that allow the analyst to explicitly deal with imprecise or approximate data are of great interest, especially in freight transport where available data as well as stakeholders’ behavior often suffer from vagueness or ambiguity. This is particularly worrying when assessing efficiency with frontier-type models, such as Data Envelopment Analysis...
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...Kwai Tsing Container Port / Future Development ------------------------------------------------- Improving Competitiveness The Port of Hong Kong has long been assuming the role as a gateway for South China and as a platform for intermodal transport providing connectivity with the Mainland distribution network. ------------------------------------------------- Challenges The container terminals in Hong Kong have always been competing in productivity and efficiency, but indeed there are challenges faced by the Port. To maintain competitiveness, the container port needs to enhance its productivity and efficiency both on the land side and the quay side. On the land side, the container port has been built with an average of 14 hectares of land per 400 metres berth, which is about 45% below the international standard of 25 hectares for optimal performance. This has resulted in yard congestion especially during peak time, and in turn impacted the truck turnaround times. On the quay side, the transshipment throughput volume via barge operations has been increased nearly 30% in the past 10 years. The increase in barge volume has caused considerable barge waiting time and may disrupt connections with on-forwarding vessels. There is an urgent need for government support to increase the terminal back up land and also increase barge berths in the port area. Focusing on such challenges, the Association has submitted a White Paper to the Government proposing a land allocation policy...
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...ARAB ACADEMY FOR SCIENCE, TECHNOLOGY & MARITIME TRANSPORT INSTITUTE OF INTERNATIONAL TRANSPORT & LOGISTICS ALEXANDRIA, EGYPT IMPLEMENTING BUSINESS INTELLIGENCE SYSTEM IN ALEXANDRIA PORT AUTHORITY A Thesis Submitted in Partial Fulfillment of the Requirements for The Degree of Master in International Transport and Logistics By Mahmoud Aly Supervised by Prof. Dr. Mohamed ElFayumy January 2013 Abstract Ports of Alexandria, Damietta and Adabia has already developed and implemented operation control and monitor system that can handle Vessel Movement, Cargo Charge/discharge for both General Cargo and Container terminals , also a warehouse system, Gate control system, and Billing Invoice System, all these steps are the very first steps toward Monitor and control Day to day operation Jobs and tasks in ports, but it doesn’t make a big significance in boosting port performance , in order to take full advantages of these IT systems port authorities should implement Business Intelligence System as BI or EIS “Executive Information System” Combine Operation Data from all different department systems then calculate and analysis these Data into performance report , benchmarks, interactive dashboards showing High port management Executives where and when the performance boost or fail, in a another word BI is acting as Information Technology intended to be as Decision Support...
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...Penh Autonomous Port Your Convenience and Efficiency are our Primary Concern Phnom Penh Autonomous Port I. PPAP’s New Container Terminal (LM17) II. PPAP’s Passenger Terminal (TS1) III. PPAP’s Domestic Port Development (TS5) IV. Kampong Cham Port Development I. PPAP’s New Container Terminal Overview of NCT Project Phase 1: • Modern Port – Capacity = 150,000 TEUs – Berth = 22m x 300m – Port Area = 30ha+ – Port Equipments = 03 Travelling Cargo Cranes, 04 RTG’s, Reach-Stackers, and Sky-Stackers • Construction of infrastructure - Chinese Soft loan • Contractor : Shanghai Construction (Group) General Company • Construction period : 30 months, started operation 01-01-2013 • Location : 30km downstream from current location NCT’s Administration Building New Container Terminal (LM17) NCT’s Container Terminal Overview of NCT Project • Phase 2 – CY expansion • To accommodate 300,000 TEU/year • Expected: By 2015 • Phase 3 – CY expansion • To accommodate 500,000 TEU/year • Expected: After 2017 • Special Economic Zone (SEZ) • • • • Bonded Warehouse Agricultural Processing Zone Industrial Zone Expected: After 2013 Overview of NCT Project • MOU with Ministry of Land, Transport, and Maritime Affairs on “Cooperation in the field of port development” • Support from JICA for “Feasibility Study for Phnom Penh Autonomous Port New Container Terminal’s SEZ and Associated Facilities” CONTAINER TRAFFIC AND FORECAST FOR 2013 (TEUS) 120...
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...Introduction Container Corporation of India, also known as CCI/CONCOR is in the core business of Container Freight Station Operation. It performs three distinct roles: Carrier, Terminal operator, and a warehouse operator. The mission of the company is to be a responsive, cost effective, efficient and reliable logistics system provider, ensuring profit and growth. Services provided by CONCOR: • Scheduled train freight service – It has regular service between major city pairs • Cabotage of empty containers • Stuffing/destuffing: shipper’s unit (Door) & terminal- It handles the loading- unloading of containers at the terminals and warehouses. • Consolidation of LCL: It consolidates different containers with less than container load to save cost. For ex: If a container is 40% loaded and another container is 30% loaded, CCI will consolidate both to transport a 70% loaded container. • Bonded warehouse and truck operations • ETMS – Exim Terminal Mgmt. Sys. – container tracking service • Handling of customized non-std. containers • Hazardous material handling • Exim customs handling: CCI handles all the export- import custom documentation for the international orders. The client should remain completely hands-free; all the transactions between port’s terminal, customs handling will be taken care by CONCOR. Industry analysis Overview: Name of Force Force score Implications on future Profitability Substitutes 2 Decreasing Complements & Govt Regulation 1 Decreasing ...
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...that of warehousing facilities (Ajala, 2001). The global maritime industry is inclined on the movement of cargo from one port to another. He said that the bulk of world trade owes its success to the efficiency or otherwise of the maritime industry which is arguably the most ancient yet effective means of trade (Autry, 2001). In this global trade, the ports play the most significant roles as the point of entry for cargoes. It will therefore be appropriate to describe the ports as the center point of world trade (Awoletu, 2000) Nigerian seaports are perhaps one of the very few in the world that are majorly service ports. The port industry has over the year been responsible for over 90% of the physical carriage of Nigeria's external trade (Badejo, 2002). The importance of this mode of transportation derives not only from its fundamental overriding economics and untapped marketing, but also from the lack of a more efficient alternative to maritime transport in the carriage of the nation's bulky external trade items. Apapa port, which is the focus of this write-up, is Nigeria's most important and largest port. It contains a number of wharfs and ranges of commodities are handled at this port. These include: Wheat, Cement, Oil and Petroleum products, Fish, Dry Cargo and general Containers. Nigeria depends mostly on...
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...benefit of the agile port model is that it provides a terminal operator with the flexibility to move back and forth between an agile port and a traditional port operation. When a terminal operator has a close working relationship with a shipping line and railroad, the carriers provide destination information on each container so the terminal operator can build full trains that the railroad simply hooks and hauls from the terminal. Full Text (1357 words) (Copyright 2006 Commonwealth Business Media. All rights reserved.) Mike Lingerfelt, president of Washington United Terminals in Tacoma, envisions the day when ocean carriers will send strings of vessels from Asia to the U.S. carrying only intermodal cargo destined for inland rail hubs such as Chicago, Atlanta and Dallas. The ships would carry little if any local cargo, allowing terminal operators to move the containers directly to intermodal trains as they are unloaded from the vessel. "Once the industry can get there, it will increase the velocity of the cargo flow through the terminal significantly," Lingerfelt said. Washington United Terminals, Hyundai Merchant Marine, the Port of Tacoma, BNSF Railway and the engineering and consulting firm TranSystems cooperated in a 2003 demonstration project of the concept known as the agile port. Vessels were block-stowed - that is, containers destined for the same area are stored on the ship in accessible racks in Asia so that when the containers were unloaded in reverse order in Tacoma, the boxes...
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...port organisations such as the Kingston Container Terminal (KCT). The proper management of systems, which process this information and communicate it to those who manage port operations, is vital for efficient transport. This explains why container-tracking systems are given high priority among operational computer applications in ports. The focus of this research is on providing an awareness to the use of cutting-edge technology to solve important organisational problems at (KCT). KCT is one of the region’s leading container transshipment ports and consists of three terminals—the North, South and West Terminals. During recent years transshipment has caught on in the Caribbean and a large number of transshipment ports have been developed. Additional transshipment ports are under construction or being planned. While the basic premise of transshipment is evident, the question arises if radical changes in logistics or supply chain operations and technology introduce new challenges which may negate some of the basic assumptions underlying the transshipment concept as operationally and economically advantageous. KCT competes with many ports located in ___________, _____________ and ______________. It is considered to be the dominant port in the Caribbean. In order to maintain this position, it is important for KCT to improve is services by implementing a management information systems. In the transshipment industry, efficiency is the hallmark of a good port facility...
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...MARINE TERMINAL OPERATIONS (Resit) – February 2011 Section A Answer all Questions. Each item carries 1 mark. 1. Bulk grain usually loaded in this manner? a. b. c. d. 2. What is the rule-of-thumb for determining the storage capacity required at a crude-oil terminal? a. b. c. d. 3. using bucket elevators by port tower cranes in bags through a flexible spout twice the capacity of the largest ship four times the capacity of the largest ship six times the capacity of the largest ship eight times the capacity of the largest ship What is done with oil slops and oil-contaminated ballast? a. b. c. d. it is buried and allowed to decompose naturally using biological agents it is burnt off in very high-temperature furnaces that have very tight emission controls the oil is recovered and returned to the storage tanks the oil is recovered and used as a low-grade fuel 4. Whose responsibility is it to see that passengers have a favorable impression of a terminal? a. b. c. d. the marketing department terminal management customer service personnel all of the above Page 1 of 6 5. Approximately how many years ago did containerization become the primary method of transporting commercial cargoes? a. b. c. d. 6. Who has the primary responsibility to ensure that the company provides the services the customer requires? a. b. c. d. 7. row tier bay cell A port’s hinterland is the industrial districts in...
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...Assignment #4 Name: Marc-Oliver Bezenar, Harley Lorentzon 1. List the 10 biggest ports in the world and how is this measured? There are several measurements that can be used to decide how busy or large a port is. It could be, for example, the area covered by the port, the amount of traffic handled or the gross tonnage processed. The following list shows ten global ports that have been chosen in consideration of size, gross tonnage handled and the role that these ports play in the import and export capabilities not only of the nations they serve but also the international imports and exports. 10. Port of Felixstowe, United Kingdom - Area of 1.4 square miles - Accounts almost half of Britain’s container trade - 3.4 million TEU’s every year - Connection to more than 360 global ports 9. Port of Hamburg, Germany - Third largest port in Europe - 130.9 million tons of gross tonnage cargo processed in 2012 8. Port Hedland, Western Australia - Natural deep anchorage - In 2011, the port handled 199 million tons of cargo - Largest handler of iron ore in the world. 7. Port of Jebel Ali, United Arabs Emirates - Largest man-made port in the world and the Middle East’s biggest port - Epicenter for international imports and exports in the Middle East (links to the Dubai International Airport Cargo Village) - Transit time between ship and plane of just four fours (unrivalled by any other port) 6. Port of South Louisiana, United States - Largest port in the United...
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...9 -7 1 2 -4 4 9 REV: JUNE 1, 2012 FOREST L. REINHARDT RAMON CASADESUS-MASANELL FREDERIK NELLEMANN Maersk Line and the Future of Container Shipping There is a difference between just moving a container and moving it in the most sustainable, easy, and reliable way. And that difference is worth something to our customers. — Morten Engelstoft, Chief Operating Officer, Maersk Line, 2012 It was a cold February afternoon in 2012 as Søren Skou looked out the window of his office across the Copenhagen waterfront. Skou had just recently been promoted to become CEO of Maersk Line, the world’s largest container shipping company, and the flagship company of the Danish conglomerate A.P. Moller-Maersk Group. He was taking the reins at a difficult time: the sluggish global economy had severely depressed container rates, while fuel prices were still at record levels. On some trade routes, the company—like its competitors—wasn’t even meeting the costs of deploying its large and expensive container ships. Skou was confident that the company would pull through. After all, it had recently completed a successful turnaround following the Maersk Line’s first ever annual loss in 2009 and the Group benefited from a diverse holding of activities, which included an oil and gas business. However, Skou needed to assess whether Maersk Line was headed in the right direction, both to be able to compete in this slower market but also once the economy, and global trade, picked up. In 2010...
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