We propose a new measure, called the Container Port Connectivity Index (CPCI), to more accurately reflect the relative importance of container ports within the global network of container shipping. This index is based on both economics and network topology, where the strength of a port is based on its position within the global structure of shipping network and not just on local information, such as the number of TEUs handled or direct links to other ports. As the CPCI produces two separate scores for each inbound and outbound connectivity, we can use them to analyze the economic roles played by each port independently. We also propose a framework for evaluating market stability of a logistics hub in a competitive environment. In particular, we build a model, called the Liner Shipping Cooperative Model, to predict how the community of liners calling at a hub might develop as the result of actions by competitors. We use such a model to study the behavior of shipping lines, as well as the resulting trade-flow changes, as the system gradually moves toward new equilibrium defined by the grand coalition. With this piece of information, a port authority would be able to quantify threats posed by competitors and, consequently, devise counter strategies to safeguard its business against competing ports.

The rapid economic development in China has led to increasing freight transport, as well as fierce competition among the hubs in the region, such as Hong Kong, Busan, Kaohsiung Harbor, and new harbors in Shenzhen and Shanghai. The transport not only support the rapid development of harbors in the region but also result in intense port competition. The competitive advantages, such as location, facility, efficiency, and highly concentrated ship routes, possessed by the harbors are not everlasting. In the face of changing environment and competition, the competitive advantages may be lost. When competing in a different niche market, the location advantage may turn into disadvantage, even damaging its leading position in worse cases. In response to changes, harbor administrators should probe into the future trend in changes of the freight transport market, discuss all possible scenarios, sense the potential risks and opportunities, seize the opportunities and utilize the existing advantages to build up the competitive advantages for the future. Compared to Kaohsiung Harbor, harbors in China, such as Shanghai and Shenzhen, as the entry gates to the main economic and trade zone in China and the central region in terms of sources of goods, have developed into regional pivot harbors. Due to the barrier of Cross-Strait direct shipping, some scholars in Taiwan believe that Kaohsiung Harbor is facing the problem of becoming periphery. However, even after the direct route comes into practice, the competition from harbors in China may be a threat to Kaohsiung Harbor, even occur haidding effects to take over its existing transit goods. The position of Kaohsiung Harbor may be challenged. This study investigates the potential influence of Cross-Strait direct shipping and the competition from China on the quantity of containers, route planning, and shipping business investment with questionnaire survey on sea transportation businesses, and constructs possible scenarios in short-term (2004-206), medium term (2007-2010), long-term (2011-2020). Before the Cross-Strait direct shipping into practice, Kaohsiung Harbor will continue to grow due to continuous economic development in the region. If the Cross-Strait direct shipping comes into practice or the Chinese government permits more direct shipping harbor, Southern China, Fukien, and Zhujiang Delta will become the main regions in terms of sources of goods. However, the rate of growth may not meet the expectation. In the long-term (2011-2020), due to the rapid of the quantity of containers in China and the transit ability of harbors in China, the route structure and the shipping business investment in Kaohsiung Harbor will suffer more obvious disadvantageous impact.

The increasing volume of container trade poses formidable security challenges. As a result of terrorist attacks, a variety of compulsory and voluntary security measures have been introduced to enhance and secure maritime container trade. The United States (US) Container Security Initiative (CSI) was claimed to impose serious problems in European Union (EU) ports, and in particular it was claimed to affect EU container port competitiveness due to compliance cost and operational inefficiency. This research aimed to analyse the impact of the CSI on EU container seaport competition. Following an abductive approach, a conceptual model was developed based on the literature review. This directed the design of a Delphi study, which was used to test the opinions of academic, industrial and administrative experts. The Delphi results showed the necessity of implementing maritime security measures integrated into the entire supply chain. The negativity effects of additional costs and operational obstructions are insignificant compared to the overall benefits from a secure supply chain. The CSI is a successful and appropriate maritime security measure. With regard to its effects on the EU container seaport competition, the CSI has not distorted port competition and small ports have not lost market share. It helps the member ports to create new revenue streams and attract more container traffic, hence enhancing their competitiveness. Moreover, it facilitates global trade by reducing total transit time. A model which contains four factors was built to interpret the results of the Delphi research. This model helps to analyse how a maritime security policy will affect the EU port industry. This research also reveals two major issues under the current supply chain security framework, which are the substantial liability problem and unbalanced bilateral relations. A proposal for developing a comprehensive multilateral regime that is fully integrated into the entire supply chain is recommended as a sustainable solution.

Uma compreensão aprofundada da dinâmica de competição portuária é particularmente importante dado o contexto atual do setor, que orienta à outorga de novos portos e terminais no Brasil, à luz da Nova Lei dos Portos, Lei Nº 12.815 de 2013. A avaliação dos reais impactos decorrentes do aumento de capacidade portuária em cada região será atividade fundamental para que, por um lado, o poder público oriente a alocação efetiva de recursos, sem prejudicar a operação dos complexos existentes; e para que a iniciativa privada, por sua vez, possa compreender os impactos dos possíveis novos empreendimentos sobre as suas operações e delinear estratégias comerciais compatíveis com o novo cenário competitivo. A partir de extensa revisão bibliográfica e da aplicação de técnicas a casos específicos, o presente trabalho detalha a dinâmica competitiva entre terminais de contêineres e avalia criticamente seis métodos utilizados para identificar a existência de competição: correlação de market share, comparação de taxas de ocupação, sobreposição de escalas marítimas, comparação de custos logísticos terrestres, representatividade da região de influência contestável e existência de poder de mercado sobre a região de influência. Dos seis métodos analisados, dois apresentam conclusões fulminantes para a questão, embora sua aplicação demande grande volume de informações; um é assertivo em condições normais de distribuição geográfica de cargas; dois apresentam condições necessárias, porém não suficientes para a identificação de competição; e um deve ser aplicado com ressalvas, uma vez que pode levar a conclusões equivocadas. / A further comprehension of port competition dynamics is particularly important in the current context of port sector in Brazil, which guides to the granting of new ports and maritime terminals, based on the Law no. 12.815 of 2013, the New Law of Ports. The evaluation of the real impacts arising from port capacity expansion in each region will be a crucial activity. One the one hand, the authorities must ensure the ideal resource allocation, while safeguarding existing terminals. On the other, the private initiative must comprehend the impacts of new terminals upon their operations, in order to draw up new commercial strategies compatible with the new competitive scenario. This study, based on an extensive bibliographic review and on the application of techniques to specific cases, details the competition dynamics among container terminals and evaluates critically six methods that allow its identification: market shares correlation, occupancy rates comparison, ship calls overlapping, terrestrial logistic costs comparison, contestable influence region representativeness and the existence of significant market power. Among the six analyzed methods, two present fulminant conclusions about competition existence, but they depend on a large volume of well detailed information; one shows assertive conclusion regarding normal condition of cargo geographical distribution; other two represent a necessary, although not sufficient, condition for competition and one must be used under reservations, once it may lead to erroneous conclusions.

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.

Uma compreensão aprofundada da dinâmica de competição portuária é particularmente importante dado o contexto atual do setor, que orienta à outorga de novos portos e terminais no Brasil, à luz da Nova Lei dos Portos, Lei Nº 12.815 de 2013. A avaliação dos reais impactos decorrentes do aumento de capacidade portuária em cada região será atividade fundamental para que, por um lado, o poder público oriente a alocação efetiva de recursos, sem prejudicar a operação dos complexos existentes; e para que a iniciativa privada, por sua vez, possa compreender os impactos dos possíveis novos empreendimentos sobre as suas operações e delinear estratégias comerciais compatíveis com o novo cenário competitivo. A partir de extensa revisão bibliográfica e da aplicação de técnicas a casos específicos, o presente trabalho detalha a dinâmica competitiva entre terminais de contêineres e avalia criticamente seis métodos utilizados para identificar a existência de competição: correlação de market share, comparação de taxas de ocupação, sobreposição de escalas marítimas, comparação de custos logísticos terrestres, representatividade da região de influência contestável e existência de poder de mercado sobre a região de influência. Dos seis métodos analisados, dois apresentam conclusões fulminantes para a questão, embora sua aplicação demande grande volume de informações; um é assertivo em condições normais de distribuição geográfica de cargas; dois apresentam condições necessárias, porém não suficientes para a identificação de competição; e um deve ser aplicado com ressalvas, uma vez que pode levar a conclusões equivocadas. / A further comprehension of port competition dynamics is particularly important in the current context of port sector in Brazil, which guides to the granting of new ports and maritime terminals, based on the Law no. 12.815 of 2013, the New Law of Ports. The evaluation of the real impacts arising from port capacity expansion in each region will be a crucial activity. One the one hand, the authorities must ensure the ideal resource allocation, while safeguarding existing terminals. On the other, the private initiative must comprehend the impacts of new terminals upon their operations, in order to draw up new commercial strategies compatible with the new competitive scenario. This study, based on an extensive bibliographic review and on the application of techniques to specific cases, details the competition dynamics among container terminals and evaluates critically six methods that allow its identification: market shares correlation, occupancy rates comparison, ship calls overlapping, terrestrial logistic costs comparison, contestable influence region representativeness and the existence of significant market power. Among the six analyzed methods, two present fulminant conclusions about competition existence, but they depend on a large volume of well detailed information; one shows assertive conclusion regarding normal condition of cargo geographical distribution; other two represent a necessary, although not sufficient, condition for competition and one must be used under reservations, once it may lead to erroneous conclusions.

As the global economy and market demands evolve to be more transparent, time-sensitive and competitive, privatisation in organisations has become a phenomenon renowned for the advantages it delivers of increased productivity and profitability. Port privatisation is no exception. Aimed at achieving improved operational efficiencies and the reduction of port costs, port privatisation has evolved and yielded varying results. Depending on prevailing social, economic and political circumstances, these effects differ amongst countries. This dissertation analyses this phenomenon, focusing on whether a port and its related services are public or private goods; why governments choose to produce and provide port services; what various international port privatisation models can positive lessons be drawn from; and what the impacts of port privatisation are. South Africa has recently avoided the arguments around port privatisation, due to pressing socio-political issues, and the analysis of economic gains and losses associated with privatisation may offer insights into why such government decisions would have been made. / Economics / M. Com. (Economics)

As the global economy and market demands evolve to be more transparent, time-sensitive and competitive, privatisation in organisations has become a phenomenon renowned for the advantages it delivers of increased productivity and profitability. Port privatisation is no exception. Aimed at achieving improved operational efficiencies and the reduction of port costs, port privatisation has evolved and yielded varying results. Depending on prevailing social, economic and political circumstances, these effects differ amongst countries. This dissertation analyses this phenomenon, focusing on whether a port and its related services are public or private goods; why governments choose to produce and provide port services; what various international port privatisation models can positive lessons be drawn from; and what the impacts of port privatisation are. South Africa has recently avoided the arguments around port privatisation, due to pressing socio-political issues, and the analysis of economic gains and losses associated with privatisation may offer insights into why such government decisions would have been made. / Economics / M. Com. (Economics)