Related Documents Port organisation and infrasture strategies
  Enhancing container terminal productivity PT26-14.pdfhttp://www.porttechnology.org/images/uploads/technical_papers/PT26-14.pdf
Martin Ilmer MSc, Center for Maritime Economics and Logistics (MEL), Erasmus University Rotterdam, T
Ongoing globalisation and the subsequent outsourcing of production to low cost countries have led to a steep increase in container volumes. Consequently, container terminal operators are faced with the challenge to provide the same degree of turn-around time to these large vessels as they offer to smaller ones.This paper highlights the interaction between parameters and illustrates how a co-maker approach between carriers and terminal operators can result in higher production, utilising existing capacity more effectively.
Raúl Compés López, Nigel Poole
The provision of port services is an important link in international logistics. Historically, ports have constituted a bottleneck in maritime transport. Moreover, the quality of port services has been compromised by the complex internal port organisation and the considerable number of bodies that participate in the transfer of goods between ships and inland transport vehicles. The efficiency of port services affects not only the port authorities, service providers and customers, but also the port hinterland through the multiplier effect on the regional economy. The problems of port organisation can be explained using principal- agent concepts. The concept of quality in relation to port services, and certification of service providers Is a means of signalling quality to customers The accreditation system of the port of Valencia, Spain, presents a model that is superior to the accepted ISO standards, whereby port service quality and efficiency may be enhanced.
Hinterland Connections of Seaports UNICE.pdf
This report examines the ways in which seaports and their hinterland connections can help to improve supply chain performance, through the removal of bottlenecks and the improvement in the efficiency and sustainability of port hinterland links in the UNECE region. In order to achieve this, the objectives are: (a) to determine the key issues in the existing literature relating to the performance of seaports and their hinterland connections; (b) to assess the key trends in the container and ferry markets in the UNECE region, including port hinterland flows; (c) to identify good practice in achieving efficient and sustainable hinterland goods movements; (d) to consider ways in which the specific problems faced by landlocked emerging economies can be overcome; (e) to recommend ways in which the connectivity of seaports and their hinterlands can be improved.
PORTS LOGISTICSpub_2299_fulltext.pdf
IMPROVEMENT OF TRANSPORT AND LOGISTICS FACILITIES TO EXPAND PORT HINTERLANDS This report documents the results of a study commissioned to examine the impacts of the development of inland intermodal transport network and logistics facilities on hinterland penetration of ports. The study was undertaken as part of the UNESCAP project on the Integrated International Transport and Logistics System for North-East Asia. Section A presents a series of five case studies on ports that have expanded their markets into hinterland areas or areas beyond their normal reach through the development of intermodal networks and logistics facilities. The first case study focuses on the combined efforts of the Ports of Los Angeles and Long Beach over the last twenty years to position themselves as the key southwest coast gateway ports to the lucrative industrial Midwest centre of the United States of America. As well as capturing about 70 per cent of the United States West Coast container trade, the two ports have the largest concentration of intermodal rail facilities in North America. A second case study on North American ports considers the strategies implemented by Vancouver, Seattle and Tacoma ports. Located near each other on the northwest coast of North America, they are an interesting illustration of the use of competition and cooperation to increasehinterland market reach. Like the Ports of Los Angeles and Long Beach, they have been very successful in positioning themselves as gateway ports to hinterland market s. Unlike the Californian ports they have comparatively small local catchment areas, and as much as 80 per cent of the container volume moving through them is not for local consumption, but destined for other places such as the Midwest and even the North American East Coast. Brisbane Multimodal Terminal, located in the Port of Brisbane, Australia is the focus of the next case study. Through a range of strategies the Port of Brisbane Corporation has been able to attract cargo owners and shipping carriers who would normally call at the Ports of Sydney or Melbourne to use its multimodal terminal to move freight by rail to and from the Port of Brisbane and the southern state hubs. Perhaps the most provocative entrepreneurial business growth strategy is demonst rated by the Port of Tauranga in New Zealand, with the development of MetroPort Auckland, a dry port about 220 kilometres away, but only a few kilometres across the city from its main competitor the Port of Auckland.
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