The purpose of this study is to derive a method for estimation of costs and benefits of implementing Port Collaborative Decision Making (Port CDM), and to apply this method to the Port of Gothenburg. By using the Port of Gothenburg as a case study, conclusions can be drawn regarding the economic viability of Port CDM in one of Scandinavia‟s largest ports. This study considers two major sources of benefits that are hypothesized to result from transitioning to collaborative port operations: improved possibilities for speed optimization prior to arrival in port due to increased predictability in estimated berthing times, and shortened service times due to increased possibility for planning and resource optimization by port service providers.The estimation of impacts is based on one month‟s traffic data in the Port of Gothenburg. Predictability of estimations is analyzed to determine the benefit potential of Port CDM. The estimated cost savings for cargo vessels can be divided into 5 categories: bunker, emission, time, manning and capital cost savings. The costs of implementing and maintaining Port CDM are estimated with values from relevant previous research.The results of this study indicate that the implementation of Port CDM in the Port of Gothenburg is a profitable investment, for the shipping industry and for society as a whole. The estimated annual net benefit is 27.3 million euros. A sensitivity analysis using alternative unit valuations for emissions, as well as low and high estimations of the effectiveness of Port CDM, indicates that the economic viability of the project is robust under all assumptions considered.

This paper provides a cost-efficient business mix and principles of regulation for the Kaohsiung Harbor Bureau. The authors use a multi-product model that represents port operations with three variables: mooring, stevedoring, and warehousing. A Fourier cost function is used to calculate several cost indicators. The sample covers monthly data in 1997-2001. By analyzing the cost indicators obtained, it is found that both individual operations and all of the operations together as a whole exhibit significant economies of scale and scope. Moreover, the presence of excess capacity in stevedoring and warehousing have been detected, as well as a presence of cost complement between mooring and stevedoring. Port operations cannot improve economic efficiency with perfect competition. On the contrary, the government should design economically reasonable regulations. Because port operations can not improve economic efficiency by market mechanism, port operations should be regulated by a proper authority in order to effectuate maximum social welfare.

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Made available in DSpace on 2016-03-15T19:24:07Z (GMT). No. of bitstreams: 1 Carlos Andres Hernandez Arriagada.pdf: 59233514 bytes, checksum: 0078cab725cad28b41dfedfb8bf67715 (MD5) Previous issue date: 2012-08-30 / Fundo Mackenzie de Pesquisa / Having been searching strategies projective for the territory transformation of Port of Santos, this thesis shows the hinterland - zone between lands - as an opportunity of the territorial reconfiguration in Santos, generating greater urbanity and not only port infrastructure. The factors of transformation of the territory are evaluated due to degradation and also considering prospects directed for this territory; this area with high economic potential due to improvement and discovery in 2007 of the salt layer in the Santos basin, provide scenarios defined for future changes. The proposal is the hinterland, located between the town and the water and is used as logistical warehouse of the transfer goods and movement of economic amounts. It is noticeable in this process the role of different agents in local transformations, thus it was possible to consider and compare strategic actions in other global ports, models possibilities of the transformation and territorial integration, the "hub-port's". The strategic actions in economy, governance, sustainability and urbanity are defined as inducing scenarios applied in the port territory, urbanized and pleasant and not only in a territory of logistics infrastructure. / Ao pesquisar as estratégias projetuais para a transformação do território do Porto de Santos, a tese coloca a hinterlândia - zona entre terras - como uma oportunidade de reconfiguração territorial em Santos, gerando maior urbanidade, e não apenas infraestruturas portuárias. A avaliação das condicionantes de transformação do território, por um lado devido à sua degradação, e por outro, considerando-se as perspectivas ora colocadas para aquele território - área esta com alto potencial econômico em função do avanço e do descobrimento em 2007 da camada de sal na Bacia de Santos - proporcionam cenários concretos para mudanças futuras. O recorte proposto é a hinterlândia, localizada entre a cidade e as águas, utilizada como entreposto logístico de transferência de mercadorias e de circulação de montantes econômicos globais. É perceptível no processo, a atuação de diversos agentes de transformações locais, o que leva a considerar e comparar ações estratégicas de outros portos globais, como modelos de possibilidades de transformações de um território, os hub-port s, portos concentradores . As ações estratégicas em economia, governabilidade, sustentabilidade e urbanidade são definidas como indutoras de panoramas aplicadas no território portuário, urbanizado e aprazível e não simplesmente um território de infraestruturas logísticas.

[ES] En las últimas décadas, el rápido crecimiento del transporte de mercancía contenerizada ha planteado grandes retos a la eficiencia portuaria. La optimización de operaciones se ha vuelto crucial para minimizar los costes de puertos y navieras y reducir el impacto medioambiental. La organización y gestión del patio del puerto son esenciales para garantizar la eficiencia del puerto, ya que se utiliza para almacenar contenedores y conecta todas las zonas y actividades portuarias. Este entorno dinámico exige estrategias efectivas para colocar y retirar contenedores. Al estar apilados, retirar un contenedor puede requerir mover otros que estén encima a otras pilas, lo que ralentiza la retirada. Estos movimientos se pueden evitar ordenando los contenedores de antemano en un proceso conocido como premarshalling. El problema clásico de optimización asociado al premarshalling, que trata de encontrar el mínimo número de recolocaciones necesarias para ordenar los contenedores, se basa en varias asunciones poco realistas. Esta tesis pretende facilitar la aplicación práctica del premarshalling reformulando algunas de estas asunciones. Los contenedores del patio se organizan en grupos llamados bahías, y el problema de premarshalling se centra en organizar una bahía de contenedores cada vez. La formulación clásica solo permite recolocaciones dentro de la bahía que se está ordenando, pero esta no es una limitación real en la práctica. Proponemos una nueva versión del problema en la que los contenedores se pueden mover a una bahía adyacente para facilitar el proceso de ordenación. Otro aspecto poco realista de la formulación clásica es su objetivo. En literatura previa se muestra que minimizar el tiempo empleado por la grúa durante el premarshalling conduce a soluciones más eficientes que minimizar el número de recolocaciones. Esta tesis va más allá de la incorporación de tiempos de grúa y asume la disponibilidad limitada de la grúa. Mientras que la formulación original no proporciona una solución cuando el tiempo necesario para completar el premarshalling excede la disponibilidad de la grúa, definimos una nueva formulación que proporciona un premarshalling completo cuando el tiempo lo permite y parcial cuando no. Definir buenas ordenaciones parciales es un reto, así que exploramos tres estrategias alternativas. El estudio de estas variantes del problema requería un método de resolución simple que pudiera adaptarse fácilmente a diversas asunciones y proporcionar soluciones óptimas para la validación del problema. Para cumplir con tales requerimientos, proponemos un método de resolución que combina el uso de un solver de programación por restricciones con algoritmos sencillos y fáciles de implementar. La programación por restricciones ha recibido muy poca atención en la literatura de premarshalling, a pesar de haber demostrado un buen rendimiento resolviendo problemas combinatorios en diversos campos. Esta tesis revela la eficacia de esta técnica para el problema de premarshalling al proporcionar modelos de programación por restricciones que superan a los métodos de programación matemática de vanguardia. En líneas generales, esta tesis pretende acercar la formulación matemática del problema de premarshalling a su aplicación en el mundo real. Para ello, aborda tanto aspectos teóricos como técnicos. Desde el punto de vista teórico, introduce nuevas variantes del problema que suponen un notable avance hacia una formulación más realista. Desde el punto de vista técnico, presenta modelos de programación por restricciones que demuestran la eficacia de esta técnica sobre el problema de premarshalling. / [CA] En les últimes dècades, el ràpid creixement del transport de mercaderia conteneritzada ha plantejat grans reptes a l'eficiència portuària. L'optimització d'operacions s'ha tornat crucial per a minimitzar els costos de ports i navilieres i reduir l'impacte mediambiental. L'organització i gestió del pati del port són essencials per a garantir l'eficiència del port, ja que s'utilitza per a emmagatzemar contenidors i connecta totes les zones i activitats portuàries. Aquest entorn dinàmic exigeix estratègies efectives per a col·locar i retirar contenidors. En estar apilats, retirar un contenidor pot requerir moure uns altres que estiguen damunt a altres piles, la qual cosa alenteix la retirada. Aquests moviments es poden evitar ordenant els contenidors per endavant, un procés conegut com premarshalling. El problema clàssic d'optimització associat al premarshalling, que tracta de trobar el mínim nombre de recol·locacions necessàries per a ordenar els contenidors, es basa en diverses assumpcions poc realistes. Aquesta tesi pretén facilitar l'aplicació pràctica del premarshalling reformulant algunes d'aquestes assumpcions. Els contenidors del pati s'organitzen en grups anomenats badies, i el problema de premarshalling se centra en organitzar una badia de contenidors cada vegada. La formulació clàssica només permet recol·locacions dins de la badia que s'està ordenant, però aquesta no és una limitació real en la pràctica. Proposem una nova versió del problema en la qual els contenidors es poden moure a una badia adjacent per a facilitar el procés d'ordenació. Un altre aspecte poc realista de la formulació clàssica és el seu objectiu. En literatura prèvia es mostra que minimitzar el temps emprat per la grua durant el premarshalling condueix a solucions més eficients que minimitzar el nombre de recol·locacions. Aquesta tesi va més enllà de la incorporació de temps de grua i assumeix la disponibilitat limitada de la grua. Mentres que la formulació original no proporciona una solució quan el temps necessari per a completar el premarshalling excedeix la disponibilitat de la grua, definim una nova formulació que proporciona un premarshalling complet quan el temps ho permet i parcial quan no. Definir bones ordenacions parcials és un repte, així que explorem tres estratègies alternatives. L'estudi d'aquestes variants del problema requeria un mètode de resolució simple que poguera adaptar-se fàcilment a diverses assumpcions i proporcionar solucions òptimes per a la validació del problema. Per a complir amb tals requeriments, proposem un mètode de resolució que combina l'ús d'un solver de programació per restriccions amb algorismes senzills i fàcils d'implementar. La programació per restriccions ha rebut molt poca atenció en la literatura de premarshalling, malgrat haver demostrat un bon rendiment resolent problemes combinatoris en diversos camps. Aquesta tesi revela l'eficàcia d'aquesta tècnica per al problema de premarshalling en proporcionar models de programació per restriccions que superen als mètodes de programació matemàtica d'avantguarda. En línies generals, aquesta tesi pretén acostar la formulació matemàtica del problema de premarshalling a la seua aplicació en el món real. Per a això, aborda tant aspectes teòrics com tècnics. Des del punt de vista teòric, introdueix noves variants del problema que suposen un notable avanç cap a una formulació més realista. Des del punt de vista tècnic, presenta models de programació per restriccions que demostren l'eficàcia d'aquesta tècnica sobre el problema de premarshalling. / [EN] In recent decades, the rapid growth of containerized freight has posed significant challenges to port efficiency. Optimizing operations has become crucial for minimizing costs for ports and shipping companies and reducing environmental impact. The organization and management of the port yard are essential to ensure port efficiency, as it is used for container storage and connects all port areas and activities. This dynamic environment demands effective strategies for placing and retrieving containers. Since containers are stacked, retrieving one may require moving containers above it to other stacks, which slows down the retrieval. These movements can be avoided by arranging the containers beforehand through a process known as container premarshalling. The classical optimization problem associated with premarshalling, which aims to find the minimum number of relocations necessary to arrange the containers, relies on several unrealistic assumptions. This thesis aims to facilitate the practical application of premarshalling by reformulating some of these assumptions. Containers in the yard are organized into groups called bays, and the premarshalling problem focuses on arranging one bay of containers at a time. The classical formulation only allows relocations within the bay being arranged, but this is not a real limitation in practice. We propose a novel version of the problem where containers can be moved to an adjacent bay to facilitate the arrangement process. Another unrealistic aspect of the classical formulation is its objective. Previous literature shows that minimizing the total crane time during premarshalling leads to more efficient solutions than minimizing the number of relocations. This thesis goes beyond incorporating crane times and acknowledges limited crane availability. While the original formulation fails to provide a solution when the required time for completing the arrangement exceeds crane availability, we define a novel formulation that yields a complete premarshalling when time allows and a partial arrangement when it does not. Defining good-quality partial arrangements is challenging, and we explore three alternative strategies. Studying these problem variants required a simple solution method that could be easily adapted to varying assumptions and provide optimal solutions for problem validation. To meet these requirements, we propose a solution method that combines the use of a constraint programming solver with simple algorithms that are easy to implement. Constraint programming has received very little attention in the premarshalling literature despite showing strong performance in solving combinatorial problems in various fields. This thesis reveals the effectiveness of this technique for the premarshalling problem by providing constraint programming models that outperform the state-of-the-art mathematical programming approaches. Overall, this thesis aims to bridge the gap between the mathematical formulation of the premarshalling problem and real-world application. To achieve this, it addresses both theoretical and technical aspects. On the theoretical side, it introduces several novel variants of the problem that represent significant progress toward a more realistic formulation. On the technical side, it presents constraint programming solution methods that demonstrate the efficiency of this technique in addressing the premarshalling problem. / This study has been partially supported by the Spanish Ministry of Science and Innovation under predoctoral grant PRE2019-087706, the project “OPTEP-Port Terminal Operations Optimization” (RTI2018-094940-B-I00), and PID2021-124975OB-I00, financed with FEDER funds. / Jiménez Piqueras, C. (2024). Novel Realistic Approaches for Container Premarshalling [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/212694

Trade liberalization and resultantly globalization has led to the relative free flow of goods, services, capital and people. The transport system in South Africa must be highly reliable and rapid to contribute to economic development. The focus of this research study is on the Port/Rail Interface in the Port of Durban which critically assesses the transfer of goods particularly from rail transport to and from vessels within the port precinct. Some of the major constraints identified in the study related to poor infrastructure, operations and levels of services; lack of maintenance, availability of rolling stock, locomotives and cargo stacking space. Transnet's role is pivotal in providing efficient port and rail operations and is currently upgrading infrastructure, operations and capacity of the port and rail services. One of the main objectives of the study is to present recommendations to Transnet management that arise out of the shortcomings identified during the course of the research study. / Transport Economics / M. Comm.

Trade liberalization and resultantly globalization has led to the relative free flow of goods, services, capital and people. The transport system in South Africa must be highly reliable and rapid to contribute to economic development. The focus of this research study is on the Port/Rail Interface in the Port of Durban which critically assesses the transfer of goods particularly from rail transport to and from vessels within the port precinct. Some of the major constraints identified in the study related to poor infrastructure, operations and levels of services; lack of maintenance, availability of rolling stock, locomotives and cargo stacking space. Transnet's role is pivotal in providing efficient port and rail operations and is currently upgrading infrastructure, operations and capacity of the port and rail services. One of the main objectives of the study is to present recommendations to Transnet management that arise out of the shortcomings identified during the course of the research study. / Transport Economics / M. Comm.

Ces dernières années, le contexte concurrentiel a démontré la nécessité de réformer la politique portuaire française. C’est ainsi que la réforme portuaire issue de la loi n°2008-660 du 4 juillet 2008 a créé les grands ports maritimes. Le modèle du « landlord port », autrement dénommé port propriétaire/aménageur, a été consacré en France. Le grand port maritime voit ses activités recentrées sur ses missions régaliennes, ses missions d’exploitation ayant été transférées aux opérateurs privés portuaires. Face aux contraintes domaniales, issues du droit administratif, les grands ports maritimes ont dû valoriser leur domaine portuaire en attirant les investisseurs privés et en développant leurs activités avec leur « hinterland ». Le partenariat public/privé est donc la solution pour améliorer la compétitivité des grands ports maritimes. Si du point de vue juridique, l’autorité portuaire est en position « dominante » par son rôle décisionnaire d’attribution d’espaces portuaires aux différents opérateurs, du point de vue économique, le rapport de force est inversé au profit des opérateurs. Il est donc indispensable de parvenir à équilibrer ces visions dans le respect du libre jeu de la concurrence. / These last years, the competitive context demonstrated the necessity of reforming the French port policy. This is how the port reform stemming from the law n°2008-660 of July 4th, 2008 created the Major seaports. The model of landlord port was recognized in France. The Major seaport sees its activities refocused on its kingly missions, its missions of operation having been transferred to the port private operators. In front of state property constraints, stemming from the administrative law, the Major seaports had to value their port domain by attracting the private investors and by developing their activities with their «hinterland». The public / private partnership is thus the solution to improve the competitiveness of the Major seaports. If, from the legal point of view, the port authority belongs in «dominant» position by its decision-making role of allocation of port spaces to the various operators, from the economic point of view, the balance of power is inverted for the benefit of the operators. It is thus essential to succeed in balancing these visions in the respect for the free play of competition.