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.

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.