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The handling of fruit reefer containers in the Cape Town container terminalStander, Christo 12 1900 (has links)
Thesis (MCom)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: The South African fresh fruit export industry is concerned about fruit and financial losses due to
temperature breaks within the fresh fruit export cold chain. The Port of Cape Town plays a crucial
role in the export process as the majority of fruit reefer containers that are exported through Cape
Town are handled by the Cape Town Container Terminal. This study focuses on the container
terminal leg of the fresh fruit export process.
Observations made in the Cape Town Container Terminal, at shipping lines and exporting companies
show that certain procedures are not always followed in the Cape Town Container Terminal and that
congestion and ineffective working methods are causing breaks within the fresh fruit export cold
chain. Temperature and time data received from Transnet Port Terminals, shipping lines and
exporting companies were analysed for the container terminal segment of the export process. From
the data analysis it is clear that there are a large number of breaks originating within the container
terminal and that the port is not operating efficiently.
The study identifies areas of improvement and makes recommendations on improving some of the
issues discussed.
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Key success factors for the implementation of an inland port in Cape TownRicher, Raphael 12 1900 (has links)
Thesis (MBA)--University of Stellenbosch, 2010. / According to the 6th State of Logistics Survey for South Africa (2009: 5), logistics costs for 2008
reached R339 billion, equivalent to 14.7% of GDP. Transport represents 50.4% of these logistics
costs compared to a world average of 39%. This major gap between South Africa and the world
average shows that there are inefficiencies in this domain that need improvement.
This report focuses on the issues faced by the port of Cape Town, the benefits that could be
generated by the implementation of an inland port in the Cape Town area and the key success
factors for this implementation.
The Centre for Supply Chain Management of the University of Stellenbosch created a forecast
model for South Africa and expects a demand of over 2.4 million Twenty-foot Equivalent units
(TEUs) in 2039 for the port of Cape Town with a current throughput of 740,000. In 2012, this
capacity will reach 1.4 million TEUs thanks to an on-going project that includes the widening of
berth, investment in equipment, training of operators and a better utilization of the available storage
space. The port therefore has to find a solution to increase a throughput on the long term.
Along with capacity, the port is facing other issues such as low productivity, poor infrastructure and
congestion in the port area that causes increased delivery time and trucking costs.
The inland port has to bring solutions to these issues. Capacity must be addressed with a large
piece of land that can accommodate growing volumes and also large investment in equipment and
training to increase the productivity and therefore the throughput of the supply chain. In order to
decrease congestion in the port area, the inland port has to be located out of the city in an area
that can sustain growing traffic.
Belcon is a Transnet Freight Rail facility located in Bellville that can offer sufficient storage capacity
in a low traffic area. Investments must be made in order to increase its throughput but it has the
potential to absorb a large part of the flows going through the port of Cape Town and a
management with the will to develop the inland port concept.
At the same time, this inland port is an opportunity to develop intermodal transport for a more
sustainable transport system in South Africa. Belcon being a TFR terminal, it is the best location to
implement this inland port and offer a competitive intermodal solution for the stakeholders of the
South African transport industry.
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Tshwane logistics hub : an integration of freight transport infrastructureBotha, Maria 12 1900 (has links)
Thesis (MComm (Logistics))--Stellenbosch University, 2008. / One of the results of globalisation is that supply chains are getting longer, in both
time and distance. For example, the local bookstore around the corner now
competes with the bookstore in the USA. Logistics ties together geographically
distant sources and markets. The implications of this are that there is a greater need
for efficiency in specifically transportation and distribution networks. The integration
of transport infrastructure into a logistics hub is seen as an enabler of distribution on
a global basis.
A solution to overcome the above complications is the development of logistics hubs
as a means to simplify supply chain processes. Logistics hubs are generally defined
as integrated centres for transhipment, storage, collection and distribution of goods
(Jorgenson, 2007). Universally logistics hubs have intermodal or multi-modal
solutions to abridge transportation difficulties and creating seamless movement of
goods and in doing so optimising general operations. Freight shipments now have
the ability to be consolidated at a central point and distributed from that point to its
final destination. This creates added value for freight products. Customers now
receive products at the right time, at the right place and in the right quantity, but with
the benefit of paying less as a result of economies of scale created by the value
added at the logistics hub.
Logistics hubs are very well established internationally and many examples exist
where these have been successfully built and implemented. This does not suggest
that there is one specific recipe to success. Each region has its own demands which
need to be satisfied. There are however numerous common characteristics which
were identified during the course of the study. It is important for South Africa to
integrate existing transport infrastructure to optimise logistics in the country and in
doing so, ascertaining itself as a regional logistics hub.
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Analysis of the efficiency of the transport logistics supply chain with specific reference to liner shipping in South AfricaQukula, Temba 12 1900 (has links)
Study project (MPhil)--University of Stellenbosch, 2000. / ENGLISH ABSTRACT: Liner shipping supplies a frequent scheduled transport service between designated ports
to meet the needs of importers and exporters. Those needs are becoming more specific
as a result of increasing competition attributable to globalisation of trade while
importers and exporters are requiring more exacting services from the liner operators.
The elements of service which most concern the importers and exporters are obviously
the costs they must bear for the conveyance of the cargo and the time taken for its
delivery. In order to meet the requirements of importers and exporters and at the same
time enable the operators of the services to remain in business in the face of increasing
competition within the industry, liner shipping worldwide is undergoing major changes.
These changes are intended to increase the economies of scale and to extend control of
the liner operators over the landside transport services. A discussion on liner shipping
and current developments is contained in Chapter 3.
Liner shipping plays an indispensable role in the economy of South Africa because
almost 50% by value of South African imports are containerised. That equates to 8% of
South African imports by volume (Moving South Africa: 1998), although it must be
borne in mind that some of the cargo moving through South African ports is ultimately
destined for countries in SADC (Southern African Development Community).
According to Drewry Shipping Consultants, containerised cargo worldwide has been
growing at the rate of about 8% per annum since 1980 and the South African trade has
experienced a similarly high growth.
The actual transport of containers, by sea is only one of the elements in the transport
logistics supply chain (TLSC) between exporters in one country and importers in
another with which liner operators must concern themselves. A conceptual background
explaining the entire TLSC is provided in Chapter 2. In that chapter, the TLSe is
defined and two models are used to identify key elements of the TLSC as well as
interaction between them.
Inefficiencies existing in individual elements of the TLSC as well as suggested solutions
to the underlying problems are discussed in Chapter 4. Emphasis is placed on the need
to use information technology as a vehicle to integrate the individual elements of the
TLSe and as a means of saving costs and time. A discussion of the economic benefits
of an efficient TLSe is contained in Chapter 5, while Chapter 6 includes a discussion on
local and regional developments that have a bearing on the efficiency of the TLSe. The
conclusions of the study together with recommended action are contained in Chapter 7. / AFRIKAANSE OPSOMMING: Lynvaart bied 'n gereeld geskeduleerde vervoerdiens tussen bepaalde hawens om in die
behoeftes van in- en uitvoerders te voorsien. Weens toenemende mededinging
voortspruitend uit die globalisering van handel, raak hierdie behoeftes egter al hoe
veeleisender, terwyl in- en uitvoerders ook al hoe meer eise begin stel aan die gehalte
van die diens wat deur lynvaartoperateurs gelewer word. Die elemente van hierdie diens
waarby in- en uitvoerders die grootste belang het, is uiteraard die koste en die tyd
verbonde aan vragverskeping. Om aan die vereistes van in- en uitvoerders te voldoen en
dit terselfdertyd vir operateurs moontlik te maak om hul besighede te midde van
toenemende mededinging in die industrie te bly bedryf, is die lynvaartbedryf wereldwyd
besig om groot veranderinge te ondergaan. Hierdie veranderinge is bedoel om
skaalvoordele te verbeter en lynvaartoperateurs se beheer oor vervoerdienste aan land
uit te brei. Lynvaart en huidige ontwikkelinge in die bedryf word in Hoofstuk 3
bepreek.
Lynvaart speel 'n onontbeerlike rol in Suid-Afrika se ekonomie omdat ongeveer 50%
van die waarde van Suid-Afrika se invoere in houers vervoer word. Dit is gelyk aan
8% van Suid-Afrika se invoere per volume (Moving South Africa: 1998), alhoewel daar
ook in gedagte gehou moet word dat 'n gedeelte van die vrag wat deur Suid-Afrikaanse
hawens beweeg, uiteindelik bestem is vir lande in die SAOG (Suider-Afrikaanse
Onwikkelingsgemeenskap). Volgense Drewry Skeepskonsultante, groei die vervoer
van houerverskeping sedert 1980 teen 'n tempo van ongeveer 8% per jaar, en het die
Suid-Afrikaanse handel 'n soortgelyke hoe groeikoers ondervind.
Die werklike verskeping van houers is net een van die elemente in die vervoerlogistiekvoorsieningsketting
(VL VK) tussen uitvoerders in een land en invoerders in 'n ander
land waarmee lynvaartoperateurs rekening moet hou. 'n Konseptuele raamwerk wat die
VLVK in die geheel verduidelik, verskyn in Hoofstuk 2. Die VLVK word ook in hierdie
hoofstuk gedefinieer en twee modelle word gebruik om elemente daarvan asook die
interaksie tussen daardie elemente te identifiseer.
Die ontoereikendheid van individuele elemente van die VLVK asook moontlike
oplossings vir die onderliggende probleme word in Hoofstuk 4 bespreek. Klem word
geplaas op die noodsaaklikheid om informasietegnologie te gebruik om die individuele
elemente van die VLVK te integreer ten einde tyd en koste te bespaar. Die ekonomiese
voordele van 'n doeltreffende VLVK word in Hoofstuk 5 bespreek, terwyl Hoofstuk 6
handel oor plaaslike en streeksonwikkelinge wat die VLVK se doeltreffendheid
beinvloed. Die gevolgtrek
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