This research develops a computer simulation method for federating an Arena© port operations model and a VISSIM© roadway network operations model. The development of this method is inspired by the High Level Architecture (HLA) standard for federating simulations, and incorporates several elements of the HLA principles into its design. The federated simulation model is then tested using a time-lag experiment to demonstrate the presence of feedback loops between federated model components wherein changes to input parameters of one model during runtime can be shown to affect the operational performance of the other model. This experiment also demonstrates how several initial transient phase and steady state operating characteristics of the federated system can be determined from the federation output data. The results indicate that the method developed in this study is capable of capturing the dynamic interaction of two models in federated simulation. It is shown that feedback loops can exist between two models in federated simulation. Most notably, the federation output shows that increased traffic volume in the roadway network model influences the accumulation of containers in the port terminal queue of the port model. The federation output also shows that increased container volume leaving the port terminal model affects both port and road truck utilization, as well as the total number of port trucks in the roadway network model. Challenges and future directions for research in federating transportation-related simulations are also presented.

Thesis (M. Phil.)--Hong Kong University of Science and Technology, 2003. / Includes bibliographical references (leaves 40-42). Also available in electronic version. Access restricted to campus users.

published_or_final_version / Architecture / Master / Master of Landscape Architecture

published_or_final_version / abstract / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

published_or_final_version / abstract / toc / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

Globalization of the world’s economy, containerization, intermodalism and specialization have reshaped transport systems and the industries that are considered crucial for the international distribution of goods such as the port industry. Simultaneously, economies of location, economies of scope, economies of scale, optimization of production factors, and clustering of industries have triggered port regionalization and inland integration of port services especially those provided by container terminals. In this integration dry ports have emerged as a vital intermodal platform for the effective and efficient distribution of containerized cargo. Dry ports have enabled port and hinterland expansion increasing the competitiveness of container terminals at seaports. In consequence, container terminals and dry ports are establishing formal and informal relationships to strengthen the competitiveness of their hinterlands and to improve their role in the physical distribution of goods. This study assesses the characteristics of relationships between container terminals and dry ports. Such assessment is conducted based on a set of relationship characteristics proposed in a relationship assessment model for customer/supplier, in which dry ports are given the role of suppliers of port services to container terminals. In addition, the research assesses the impact of the relationships between container terminals and dry ports on inter-port competition. The main findings of the research led to conclude relationships between container terminals and dry ports are characterized by medium mutuality, low particularity, low co-operation, low conflict, low intensity, low interpersonal inconsistency, high power/dependence and medium trust. Additionally, it was concluded that such relationship characteristics impact inter-port competition in two main ways. In one hand by driving container terminals to maximize the utilization of dry port’s capabilities such as container transport/delivery, container storage, customs clearance, information systems and intermodal connections to industrial clusters. On the other hand, by constructing channels of interaction through which dry port’s benefits for hinterlands such as increase of container terminal capacity, reduction of road congestion, increase of modal shift and hinterland expansion are used as leverage in competition for containerized cargo.

The study investigates, with an intension to establish, the strategic significance of concessioning of the Durban Container Terminal in the Port of Durban. A strategic perspective firstly considers the concessioning in the successful terminal of the world from a developed to a developing perspective, the reasons for concessioning, the post-concessioned realization advantages and disadvantages, and the effects on the country concerned. The attempts to concession the Durban Container Terminal by the Minister of Public Enterprises has been withdrawn in 2004 for reason of lack of clarity on many issues and lobbying in this regard from the current terminal operator. There are many factors used to determine why and when and how to concession if such host government economic policy is strategic. Discussions include stakeholder risks and concerns of concessioning. Concessioning is managed by the concessioning agreement, which includes a understanding of performance and risks to the concessionaire and the host government, thereby providing opportunity for both parties to mitigate these risks. Some risks are generic to concessioning for example concessionaires performance, equipment performance etc., and some are country specific for example, host government policies, relationship between host government and multinationals trading bloc, labour unions and factors of productions, is reviewed and evaluated in accordance with a with respect to all stakeholders. In the case of developed countries, with large-scale enterprises looking to internationalise through for example concessioning in a developing country may result in a power struggle. From a host country perspective, when a first world multinational corporation purchases a national asset in a developing country, many conditions need be put in place so that the integrity through management of risk is maintained to protect the developing country from exploitation of resources. South Africa is a developing country and is a relatively small player in world trade, which suggests a weak position in world trade. South Africa from a trade volume perspective does not significant influence on current world trade rules as a single country. The World Trade Organization (WTO) provides international requirements on trading rules with the world's richest countries and trading blocs. The World Bank also supports these rules. The external environmental influences will include the WTO, World Bank and the International Labour Organization (ILO). Local country specific influences are promulgated through the constitution of South Africa and supported through guidelines in NEPAD (New Partnerships for Africa's Development), AU (African Union), National Government Economic Policy to balance industry protection perceived as a barrier to market entry by a foreign multinational corporation. The decision on whether to proceed with concessioning or not will be determined through interpretation of the strategic evaluation of concessioning. This will suggest whether concessioning (privatisation) of state assets or not and will affect the current operator Durban Container Terminal. Concessioning is a real threat to the current operator's survival and depending on the type of concessioning agreement signed may result in the operator ceasing to exist. In evaluating the balance of power of international trade and the country specific requirements respectively, a question arises. It is very complex and can be asked as follows: Do we as South Africans stand tall in developing and implementing our own economic policy or do we open up our markets which may put South African state assets in hands of the large multinationals who will have free reign to possibly monopolize and speculate within our "fragile" economy. / Thesis (MBA)-University of KwaZulu-Natal, Durban, 2005.

Thesis (Ph. D.)--Rutgers University, 2007. / "Graduate Program in Civil and Environmental Engineering." Includes bibliographical references (p. 194-200).

Due to globalisation, transport policies have been changing and adapting to increase the demands and the needs of the market. Sea ports have a major role in the economic system in which they coordinate the transport of large volumes of cargo in long distances with a high level of productivity. The growth of handling cargo has led to increase congestion in roads because roads are the most used method to transport goods between port and its hinterland. This is the reason why many West European ports are working with train terminals as an alternative form of transport. As part of an intermodal case of study, we have focused on train terminal operations at the port of Barcelona, because currently there is not enough capacity, but it is expected to increase within the next ten years. Moreover, because of the limited geographicalarea, it is important to take in consideration the method for managing the logistics within the container terminal in Barcelona. The objective of this study is to develop a model to analyse and evaluate different types of horizontal transport between the yard and the train terminal at the port of Barcelona in order to identify the most suitable transport system. We compare five different transport systems under three scenarios. The results indicate that some horizontal transport systems are more efficient than others.

Container terminal capacity is a crucial issue for port and terminal operators nowadays as it is one of the key points for their success and increasing their competitive market position in the maritime industry. Therefore, researchers have tried to find solutions for the over capacity problem that faces many terminal operators. This research suggests dry ports as one of the most suitable solution for this problem through proposing a structured framework to adopt the right policy decisions for Dry Port location and capacity. To achieve the presented framework some areas were addressed in detail to have the full picture clear. The current status of the global container sector was assessed, also, the main capacity problems of container terminals with a view to reviewing the suggested solutions was investigated, hence the need for dry ports. In addition, policies for providing optimal location and capacity decisions for container terminals were identified. A technique that supports assessing container terminal location and capacity policy decisions with particular reference to dry ports were developed. Moreover, a case study on Alexandria International Container Terminal for validating the results was conducted. The current research was facilitated by experts from the maritime transport industry, through the application of the Delphi Technique. Applying such a technique enables collaborating experts to share experience modify statements and re-asking to reach a final exact answer that could be generalized. The consensus achieved will help build knowledge and understanding of potential Dry Ports’ policies of the maritime transport sector. This research seeks to make an original contribution to knowledge by developing a structured framework to identify policy decisions for location and capacity of Dry Ports using a Delphi technique as a support tool for terminal managers and operators, port planners, policy makers, and investors in deciding decisions relevant to Dry Port investment.