Wong, Pang Hing. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2011. / Includes bibliographical references (leaves 106-114). / Abstracts in English and Chinese. / ABSTRACT / ACKNOWLEDGEMENT / TABLE OF CONTENTS / LIST OF FIGURES / LIST OF TABLES / LIST OF ABBREVIATIONS / Chapter CHAPTER ONE --- INTRODUCTION / Chapter 1.1 --- Background --- p.1 / Chapter 1.2 --- Research Justification --- p.1 / Chapter 1.3 --- Research Objectives --- p.3 / Chapter 1.4 --- Research Significance --- p.4 / Chapter 1.5 --- Outline of Thesis --- p.4 / Chapter CHAPTER TWO --- REGIONAL COOPERATION AND PORT DEVELOPMENT IN THE GPRD / Chapter 2.1 --- Regional Cooperation in the GPRD --- p.6 / Chapter 2.1.1 --- Overview --- p.6 / Chapter 2.1.2 --- Different Actors on Regional Cooperation in the GPRD --- p.7 / Chapter 2.2 --- Port Development under Regional Cooperation --- p.12 / Chapter 2.2.1 --- Global Trend of Port Development --- p.12 / Chapter 2.2.2 --- Forces Affecting Port Competition and Cooperation --- p.13 / Chapter 2.3 --- Regional Development and Hong Kong Port --- p.14 / Chapter 2.3.1 --- Role of Hong Kong's Port --- p.14 / Chapter 2.3.2 --- Relationship with Other Ports in the GPRD --- p.16 / Chapter 2.3.3 --- Future Strategy of Hong Kong's Port --- p.17 / Chapter 2.4 --- Discussion --- p.19 / Chapter 2.5 --- Summary --- p.20 / Chapter CHAPTER THREE --- RESEARCH METHODOLOGY / Chapter 3.1 --- Research Objectives --- p.21 / Chapter 3.2 --- Research Methodology --- p.22 / Chapter 3.2.1 --- Integrated Approach --- p.22 / Chapter 3.2.2 --- SWOT Analysis --- p.24 / Chapter 3.3 --- Conceptual Framework --- p.26 / Chapter 3.4 --- Research Design --- p.29 / Chapter 3.4.1 --- Case Study --- p.29 / Chapter 3.4.2 --- Data Collection --- p.30 / Chapter 3.4.3 --- Semi-structured In-depth Interview --- p.31 / Chapter 3.5 --- Summary --- p.31 / Chapter CHAPTER FOUR --- PORT DEVELOPMENT IN PEARL RIVER DELTA: HONG KONG PORT AND SHENZHEN PORT / Chapter 4.1 --- An Overview of Greater Pearl River Delta --- p.32 / Chapter 4.1.1 --- An Overview of the Development of the Container Ports in the GPRD Region --- p.32 / Chapter 4.1.2 --- Functions and Positioning of Ports in the GPRD --- p.34 / Chapter 4.2 --- Hong Kong Port and Shenzhen Ports --- p.40 / Chapter 4.2.1 --- Development of Hong Kong Port --- p.40 / Chapter 4.2.2 --- Development of Shenzhen Ports --- p.45 / Chapter 4.2.3 --- Changing Position of Hong Kong Port with the Impact of Shenzhen Ports --- p.49 / Chapter 4.4 --- Summary --- p.52 / Chapter CHAPTER FIVE --- CURRENT SITUATION OF HONG KONG PORT / Chapter 5.1 --- SWOT Analysis of the Hong Kong Port --- p.53 / Chapter 5.1.1 --- Strengths --- p.53 / Chapter 5.1.2 --- Weaknesses --- p.61 / Chapter 5.1.3 --- Opportunities --- p.63 / Chapter 5.1.4 --- Threats --- p.70 / Chapter 5.2 --- Comparative Advantages of the Shenzhen Ports --- p.77 / Chapter 5.3 --- Summary --- p.75 / Chapter CHAPTER SIX --- COOPERATION BETWEEN HONG KONG PORT AND SHENZHEN PORTS / Chapter 6.1 --- The Relationship between Hong Kong Port and Shenzhen Ports --- p.76 / Chapter 6.1.1 --- Competition --- p.77 / Chapter 6.1.2 --- Cooperation --- p.78 / Chapter 6.1.3 --- Partnership between Hong Kong Port and Shenzhen Ports- --- p.79 / Chapter 6.1.4 --- Limitation on the Current Cooperation --- p.82 / Chapter 6.2 --- Potential of Further Cooperation between Hong Kong Port and Shenzhen Ports --- p.83 / Chapter 6.2.1 --- Market Changes: Shifting of Industries from Eastern PRD to Western PRD --- p.84 / Chapter 6.2.2 --- Complementary of the Other's Weaknesses --- p.86 / Chapter 6.2.3 --- Environmental Conservation --- p.88 / Chapter 6.2.4 --- Over-competition: Duplicated Infrastructure --- p.89 / Chapter 6.3 --- Obstacles on Further Cooperation --- p.91 / Chapter 6.3.1 --- Different Expectation between Provincial Government and Local Governments --- p.91 / Chapter 6.3.2 --- Different Expectation between Government and the Port Industry --- p.92 / Chapter 6.3.3 --- Market Force --- p.93 / Chapter 6.3.4 --- Extent of Government Involvement --- p.95 / Chapter 6.3.5 --- Different Background between Two Cities --- p.96 / Chapter 6.4 --- Summary --- p.97 / Chapter CHAPTER SEVEN --- CONCLUSION / Chapter 7.1 --- Introduction --- p.98 / Chapter 7.2 --- Major Findings --- p.99 / Chapter 7.2.1 --- The Strength and Weakness of Hong Kong Port --- p.99 / Chapter 7.2.2 --- The Changing Status of Hong Kong Port in Facing the Competition from Shenzhen Ports --- p.101 / Chapter 7.2.3 --- Possible Directions of Strengthening Regional Cooperation --- p.103 / Chapter 7.3 --- Further Research --- p.105 / BIBLIOGRAPHY --- p.106 / APPENDIXES / Chapter Appendix One --- Questions to Interviewees (in English) --- p.115 / Chapter Appendix Two --- List of Interviewees --- p.117

published_or_final_version / Transport Policy and Planning / Master / Master of Arts

published_or_final_version / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

Since the early 1960's, a great number of port impact studies have been conducted. Little assessment has been done of the methodologies used to conduct the port impact studies. This thesis compares and evaluates the main aspects of the methodology of port impact studies using two criteria: 1) the informational value of the results obtained with different methods; 2) comparison of relative costs for the implementation of the different methods. The thesis reviews twenty port impact studies to determine the main methodological approaches to port impact analysis. The thesis then discusses four main aspects of the methodology used in the individual port impact studies. The first of these aspects is the determination of the size and regional and personal incidence of transportation cost savings occurring in the regional economy (due to the utilization of low cost water-transportation services). An assessment follows of the measures used in the individual port impact studies to measure primary and secondary port impacts. The study then discusses the determination of the primary impact. The last aspect of the methodology discussed is the determination of the multiplier effect initiated by the primary port impact activities (i.e. secondary port impact). The conclusion of this thesis evaluates the use of information obtained in a port impact study for the establishment of a port policy. The studies reviewed were conducted between 1961 and 1976. Eighteen of the twenty port impact studies were carried out in the United States, one in Canada, and one in West Germany. Nineteen of the port impact studies had similar methodologies, while one of them differed significantly. This thesis isolates both theoretical and practical problems in the conduct of a port impact study. The thesis identifies two prime areas of research to improve the informational value of port impact studies. They are: 1) opportunity cost; and 2) external economies. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

published_or_final_version / Transport Policy and Planning / Master / Master of Arts

Thesis (MBA)--Stellenbosch University, 2014. / Namibian ports are state-owned and have fallen behind in terms of port reform The ports are increasingly pressurised by port users and even more so by shipping lines for infrastructure investment and technological advancement without any guarantee of return on investments. Increased competition amongst ports as well as a shift in the balance of power to port users, demands of Namibia to review its port governance and ownership structure to ensure that the country remains responsive to the changing global marketplace contribute to these pressures. This study deals with the complexities associated with port reform and port competition. The paper presents a synthesis of literature on port governance models and port reform. In addition, this paper also presents an analysis of the port choice decisions made by port users and reviewed port reform case studies of two African ports. Drawing from the lessons in case studies, it is clear that various options of port reform have emerged over the years, each with its own strengths and weaknesses. The study further shows similarities in the objectives of port users when choosing a port but applying different strategies to achieve their objectives.

The maritime sector plays an important role in economies across the globe. Ports in particular are the backbone of the economy of countries endowed with shorelines as they facilitate foreign trade through the importation and exportation of goods to and from their domestic markets. South Africa’s latest addition to its complimentary ports system, the Port of Ngqura, is positioned as a container transshipment hub and a gateway port to Africa with its world-class infrastructure and deep-water container berths at 18 metres, the deepest on the African continent. Ports, whose main mandate is the container commodity, struggle to retain customers as the container industry is a fickle one. As a result, the retention of transshipment container cargo customers remain a challenge for ports. In recent years, ports have to compete more aggressively for their participation in major logistics networks and these days, the ports of the same region are increasingly competing with each other. There are clusters of ports with the same type of supply located within a region competing with other clusters of ports in other regions. The main objective of this study was to propose a customer retention framework for the Port of Ngqura to be used as part of the marketing strategy to possibly retain customers, grow market share and to increase profits. The study focused on the effect of components such as value proposition, customer service quality, customer satisfaction, customer relationship management and customer loyalty on customer retention. After the exercise of testing statistical reliability, the researcher established that the measuring instrument for the component of value proposition was deemed unreliable and therefore, does not necessarily lead to customer retention for the Port of Ngqura. Nunnally (1978) recommends that instruments used in basic research have reliability of 0.70 or higher. The Cronbach Alpha score for the value proposition measuring scale was 0.41, which is below the recommended 0.70. The measuring instruments of the remaining four components of customer service quality, customer satisfaction, customer relationship management and customer loyalty as influencers of customer retention proved to be reliable due to the Cronbach Alpha score being above the recommended 0.70 for all four measuring instruments. In conclusion, this study showed the importance of customer retention and more importantly, how the mentioned reliable four components affect customer retention at the Port of Ngqura. Recommendations were presented by the author on how to integrate the components of customer retention into a retention framework that can contribute to the profitability of the port. The findings of this study led to the recommendation of the need for the Port of Ngqura to firstly, incorporate customer retention into overall marketing strategy and to thus be aggressive as customer relationship building is crucial in retaining customers and growing market share in today’s competitive port environment. Secondly, the port needs to segment its target customers, it is recommended that the target market be well defined, understood and segmented based on industry (shipping line, clearing and forwarding agency, fruit, automotive or wool) and amount of volumes and revenue brought to the Port of Ngqura. Thirdly, leadership involvement as at the strategic level of Transnet Group and Transnet National Ports Authority, executive leaders need to be involved in the implementation of customer retention for marketing of the port as they are the ones that have a high delegation of authority when it comes to decision making. It is also recommended that the measurement of success be clearly defined and linked to the objectives for the implementation of customer retention. The marketers and the Port of Ngqura, using customer relationship strategies, should devise ways of measuring loyalty to the port and the brand, the reputation of the port, service quality and customer satisfaction. Employee training is the most critical recommendation as they must be well trained and equipped to execute their duties, they must be knowledgeable about the maritime industry as well as the business of their customers, fully understand their customers’ needs and have customer empathy. Ports can also improve service quality by focusing on port and terminal efficiency by conducting benchmark studies with high ranked ports like the Port of Singapore as they are known for high levels of efficiency in the market. By improving service quality, the port will improve customer satisfaction and achieve customer loyalty and ultimately, retention.