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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 dataset for 165 container terminals worldwide. Net-effect and gross-effect SFA models are applied to both datasets. Technical, scale and overall efficiencies of individual ports/terminals are evaluated. Operation and investment strategies are examined for selected ports and terminals. The majority of the container ports and terminals in our North Mediterranean Sea samples are found to be technically inefficient: 90% of container ports have their technical efficiency lower than 0.80; 95% of container terminals have their technical efficiency lower than 0.80. The research concludes that trading volume plays a key role in the efficiency of a container port. The annual percentage increase in port output is slower than what the technological improvement allows. Container terminals are proven to be more productive than multiple purpose terminals. Global terminal operators were not proven to out-perform local terminal operators as was expected. It was also found that the container terminal operation industry is over-scaled. The research findings here can potentially affect decisions made by carriers, terminal operators and policy makers, as it provides an overview of efficiencies for all container ports/terminals in the two datasets and also examines in detail the sources of inefficiency for individual ports.

This thesis primarily aims to examine the causal relationships among the integration strategies of seaport terminals along the supply chain, and the antecedents and consequences of the integration strategies. In this thesis integration strategy is termed Port Supply Chain Integration (PSCI) and the antecedents and the consequences of PSCI were identified and termed as Port Supply Chain Orientation (PSCO) and Port Performance (PP). A research model representing these causal relationships was developed through a comprehensive literature review and a semi-structured interview with practitioners and academics. The research used Structural Equation Modelling (SEM) to validate the constructs and rigorously test the relationships among them. Furthermore, a multi-group analysis was conducted in order to assess the applicability of the research model to different environments. The multi-group analysis tested whether the research model can be applied to two sample ports (A and B) and two sample groups (terminal operating companies and port users). The data used in these empirical analyses were collected from terminal operating companies, shipping companies and freight forwarders in South Korea, and the number of responses was 127. With regard to the results and findings of the empirical research, firstly, the three constructs, PSCO, PSCI and PP were successfully validated with the components identified from the literature review and interviews indicating that the three constructs are multi-dimensional concepts. Secondly, the empirical research showed that PSCO has a strong contribution to PSCI, and PSCI has a strong and positive impact on PP. Additionally PSCO, in turn, was found to influence positively and indirectly on PP through implementing PSCI. Finally the multi-group analysis showed that the research model can be equally applied to the two sample ports. However, the invariance test across two sample groups failed since a baseline model for the invariance test was not established. In conclusion, this thesis suggests that the integration strategy of ports along supply chains (PSCI) should be firmly based on a strong orientation to supply chain integration (PSCO) within individual seaport terminals, and the successful implementation of this strategy necessarily involves significant improvement of performance of the terminals (PP). It is also emphasised that these suggestions are valid across terminals with different operational and managerial characteristics such as hub port vs. feeder port and container port vs. non-container port.

No description available.

The issue of congestion along key arteries to maritime terminals, although common around the world, poses a greater problem in Africa, where growth in freight traffic coupled with poor physical and institutional infrastructure affects logistical efficiency and may be detrimental to economic development. As maritime trade increases in such cities, the problem of congestion on arteries to the port becomes a growing issue and research that supports the effective implementation of congestion mitigation measures in the context of the developing countries become crucial. The use of an inland container terminal connected by rail to a port, termed a 'dry port', is one of the measures employed to reduce congestion in developed port cities such as New York/New Jersey, Los Angeles and Sydney. This solution is vital to developing cities as it, by alleviating congestion on roads, improves freight logistics which can help facilitate economic development. Dry port solutions have previously been classified under three main types - close, mid-range and distant - based on the distance of the inland terminal from the port. This thesis aims to quantify the potential road network benefits of diverting containers to a close dry port located at the rim of a developing port city. It does this by exploring the impact of a single close dry port with varying operational characteristics. These operational characteristics (variables) relate to the container allocation patterns employed and the provision of an Empty Depot Service (EDS) and a Freight Distribution Service (FDS) within the facility. The case of Lagos, Nigeria, is selected for study as it is a developing port city where an increase in freight volume, the location of ports within close proximity to major GDP generators, coupled with poor physical and institutional infrastructure affect logistical efficiency. The research involves developing a container freight traffic model for Nigeria to simulate the current patterns of containerised cargo traffic flows (the reference scenario) as well as that which arises from the introduction of the close dry port solutions (test scenarios). Within this model, the World Bank's HDM IV vehicle operation cost functions are integrated to capture factors that influence freight routing choice in developing countries like Nigeria. The network impact of the containerised cargo traffic patterns derived from the reference and test case scenarios is the output of this model and is measured as the total container-related freight vehicle-km and vehicle-hrs in the road network. This impact is measured for routes to and from the seaports, routes to and from zones in the port city and for the whole system. The output of the test scenario cases are compared to those from the reference case to obtain the relative network benefit of each test scenario. The relative benefits of the dry port with varying characteristics are then compared to obtain results from which the main conclusion are drawn. It is found that a dry port solution with an FDS can provide a container-related freight vehicle-km and vehicle-hrs savings of up to 52% more that a dry port solution without an FDS. On the other hand, the benefit of a dry port solution is found to be significantly less sensitive to the empty depot service variable. Furthermore, the network benefit of a dry port solution is found to be sensitive to the container allocation patterns employed. The close dry port is found to present up to 40% higher benefits by serving only zones closer to the dry port than the seaport. However, the results show that the benefit of the dry port varies depending on the part of the network being accessed. For example, the dry ports with an FDS are shown to provide savings of up to 20% to the system (routes to and from all zones in the country) and up to 39% on routes to and from the port city. However, much higher benefits of up to 78% are observed on routes to and from the seaport. In general, it is found that the network benefit of the close dry port increases almost linearly with increase in dry port usage by up to 80% depending on the services provided within the facility, the container allocation methods employed and the parts of the road network being accessed. The findings contribute to the literature on the impact of dry port characteristics on the efficiency of road networks in developing port cities and can be used to formulate transport policies that address issues of traffic congestion. They present policy makers with insight into the requirements for a dry port solution located at the rim of a port city to reduce congestion and improve the efficiency of the road network. Furthermore, the research highlights some factors which influence freight routing decisions in developing countries that are not normally taken into account in urban freight models and discusses ways of dealing with them. The modelling framework employed shows how it is possible to integrate freight supply chain modelling into urban transport models. The model developed in the thesis can form part of a cost-benefit analysis of individual dry port solutions centred on mitigating congestion in port cities.

No description available.

This thesis proposes a combination framework to integrate simulation and multi-objective optimisation (MOO) for container terminal equipment optimisation. It addresses how the strengths of simulation and multi-objective optimisation can be integrated to find high quality solutions for multiple objectives with low computational cost. Three structures for the combination framework are proposed respectively: pre-MOO structure, integrated MOO structure and post-MOO structure. The applications of the three structures under the combination framework for following three problems are discussed in the thesis: internal truck quantity optimisation based on post-MOO structure, multiple equipment quantity optimisation based on post-MOO structure and multiple equipment quantity optimisation based on integrated MOO structure. The truck quantity optimisation problem in modern container terminals, which aims to improve operational efficiency and reduce cost, is discussed in the thesis. This is a multi-objective problem because multiple factors need to be considered in order to guarantee owner's service quality and profitability. A simulation model and a multi-objective optimisation model are built under the combination framework. According to the combination framework and structures proposed, the "Data Processing" is defined as data fitting which generates a set of fitting coefficients and base functions. Solutions provide a series of choices for container terminal operators. As a further study based on the truck quantity optimisation problem, a multiple equipment (including trucks) quantity optimisation problem is raised. The problem is discussed and a series of optimisation models based on post-MOO structure for multiple equipment deployment are built for the container terminal daily decision making in the consideration of multiple variables and objectives. Simulation and multi-objective optimisation are combined to build integrated optimisation models under the combination framework. The problem is solved by a genetic algorithm. Based on the multiple equipment quantity optimisation problem raised above, another combination structure, namely MOO leading integrated structure, is employed to solve the same problem in order to find good enough solutions with less computational cost. The "Data Processing" in the combination framework is defined as data fitting and the "Searching Techniques" is defined as dynamic MOO search. The data fitting generates a set of fitting coefficients and base functions and the dynamic MOO search is a technique to explore the next searching positions based on the Pareto solutions. The results demonstrate that the integrated MOO structure finds better or close to best solutions comparing to the post-MOO structure and the computational cost is likely to be less.

Si, pour Hennebont, les années 1660 et 1780 sont marquées par une érosion de l'activité commerciale maritime, cette forme de déclin s'inscrit dans un phénomène bien plus vaste de déclassement progressif des petits ports de fond d'estuaire ; dans le cas présent il s’opère au profit de la nouvelle voisine Lorient. Toutefois, celle-ci, apparaissant de prime abord comme une concurrente, peut être également source d'opportunités, fournissant du travail à la main d’œuvre locale et de nouveaux débouchés commerciaux, avec la captation d'une partie des produits traditionnellement exportés (bois, produits alimentaires...). D'autre part, des liens unissant Compagnie des Indes et artisans locaux s'établissent (fourniture de clous ou d’ustensiles en étain par exemple). Les négociants hennebontais savent également saisir les nouvelles opportunités que leur offre le commerce outre-mer ; s'ils gardent la main sur leurs activités traditionnelles, la Compagnie devient une nouvelle interlocutrice qu'il est intéressant de satisfaire et offre des opportunités d'investissements lucratifs. Prenant en main les destinées d'Hennebont, à travers la Communauté de Ville transformée en caisse de résonance de leurs intérêts, ils lancent une politique de grands travaux, permettant au port de devenir un outil plus efficace et jettent un nouveau regard sur la ville. Ouverture au monde et influence de la ville voisine ont des incidences sur la vie quotidienne de la population à travers la consommation de nouveaux produits, les métiers, la circulation des idées et des techniques notamment de soins, favorisant également la présence de minorités. / If, for Hennebont, 1660s and 1780s were marked by an erosion of the maritime business, this form of decline is part of a much broader phenomenon of gradual decommissioning of the small ports of estuary background; in this case it is for the benefit of the new neighbour Lorient. However it, appearing first as a new competitor, can also be a source of opportunities, providing work for local labor and new market opportunities, with the capture of some of the products traditionally exported (wood, food...). On the other hand, there’s also new links between East India Company and local craftsmen (provision of nails or utensils in Tin, for example). Hennebontais traders know also seize new opportunities that offers them trade overseas; If they keep the hand on their traditional activities, the company becomes a new interlocutor that it is interesting to satisfy and which offers lucrative investment opportunities. Taking in charge the destiny of city, traders transformed the city council to their advantage, they launch a policy of major works, allowing the port to become a more effective tool and take a new look on the City. Opening to the world and the influence of the nearby town also have an impact on the daily life of the population through consumption of new products, the trades, the movement of ideas including care, promoting the presence of minorities.

Port efficiency is a significant element that stimulates port competitiveness and enhances regional development. With increasing international maritime traffic and changing technology in the maritime transport sector, containerisation and enhanced logistic activities, infrastructure might be one of the main determining factors of port competition (Merk & Dang, 2012). Due to the increasing container traffic and the high quality of service required by the shipping lines, Mediterranean container ports are being compelled to enhance port efficiency to improve comparative advantages that will increase cargo traffic and satisfy the customers’ requirements. The Mediterranean Sea is a link point between Europe, Africa and Asia. This research aims to examine the impact of ports' technical efficiency on the improvement of Mediterranean container ports’ competitiveness. The research analyses the competitiveness and the relative efficiency of the top 22 container ports in the Mediterranean basin using a cross-section, panel data and window analysis application of data envelopment analysis (DEA) for the period between 1998 and 2012. The selected 15 year period enables the analysis of Mediterranean container port market dynamics and the benchmarking of the technical efficiency of the selected ports for three consecutive market cycles. This research can be classified as quantitative analytical research. The research follows the concept of the Industrial Organization (IO) and the Structuralism (Harvard school) methodology that analyses the market Structures, Conduct and Performance (SCP) of market players. The study conducts a simultaneous three-stage procedure: in the first stage, the competitiveness of the main container ports in the Mediterranean is analysed through the study of market structure and conduct. Market structure is assessed through measuring and analysing market concentration by using four different methods. These methods are: the K-Firm concentration ratio (K-CR), Hirshman-Herfindahl Index (HHI), the Gini coefficient (GC) and the generalized entropy index. Boston Consultant Group (BCG) matrix is also used to visualize the dynamics between ports in the defined market and assess the ports' competitive position. Market conduct is analysed using shift-share analysis (SSA) to get a thorough understanding of the issue of port traffic development. In the second stage, market performance is analysed through the use of the non-parametric models of Data Envelopment Analysis (DEA) which estimates the relative efficiency scores and ranking seaports according to their efficiency. Five DEA models are adopted for comparative purpose, the DEA- CCR, DEA-BCC, the Super-Efficiency (A&P, 1993), the sensitivity analysis and slack variable analysis models. In the third stage, to examine the impact of port efficiency on port competitiveness, a number of hypotheses are examined through the use of parametric correlation coefficients (Spearman’s rank order) and Simar and Wilson (2007) procedure to bootstrap the DEA scores with a truncated regression. Using this approach enables more reliable evidence compared to previous studies analysing the efficiency of seaports. The main findings demonstrate that the recent deconcentration tendency of the Mediterranean container port market is due to the increased number of market players which will in turn reshape the market structure, change the container port hierarchy and intensify the competition between ports as the market shifts from oligopoly to pure competition. The research findings also reveal the existence of inefficiency pertaining to the management of container ports in the region, since the total technical efficiency is found to be below 50% on average. This relatively limited technical efficiency of the Mediterranean container ports indicates the need for appropriate capital investments for ports’ infra/superstructure. In particular, those ports whose efficiency is not favoured by some factors such as size, geographical position and socio-economic conditions of the region in which they are located, must adopt suitable reform strategies to promptly improve their efficiency and competitive position. What differentiates this work from previous studies on the subject is that both cross-sectional and panel data have been collected and analysed at the level of individual container ports in the Mediterranean. The study is based on a wide range of methodologies, both parametric and non-parametric, that have ensured the validity of the empirical examination that has been undertaken and the results obtained. The research analysed the Mediterranean container ports competitiveness, benchmarked and ranked their efficiency by considering the Mediterranean in its totality, including South Europe, Middle East and North Africa. The study puts forward a way to assess container port efficiency based on simple, yet validated and meaningful physical efficiency measures.

9/11 changed the face of maritime transport that is responsible for moving 80% of everything we consume. Ports are vital hubs in that maritime transport and any disruption there instantly affects global trade. To protect the global supply chain from crime and terrorism, both must be disrupted locally in the port by port police and security officers that are responsible for port security at operational level. Public and critical criminological attention to these key security actors, however, is virtually non-existent. This thesis therefore explores how their occupational realities and identities are (re)established in two major European ports, by providing an ethnographic account. To do so, the thesis builds on multi-sited ethnographic fieldwork in the ports of Rotterdam and Hamburg between 2011 and 2012, during which everyday policing and security work has been documented, followed by a thematic analysis. The key argument runs thus: the port is a local space for the global trade, which is underappreciated and underestimated by the public, and has its police and security professionals in place both aboard and on shore who protect and defend that vital trade site. The aggressive commercialist governmentality that goes on behind that vital global trade is unwillingly yielded to by these guardians but not without any bottom-up resistance. They condemn the volatile commercialist governmentality that is embodied in management, competitive and careerist colleagues and authoritarian multi-agency partners, as well as in port companies and shipping companies. The State and global market they protect, is simultaneously a threat to them. This contradiction influences their occupational identity, making it inherently conflicted and affecting their performance in the port securityscape to the extent it can create threatening situations that cause the very dangers they are supposed to prevent and eradicate.