Port development within the framework of Malaysia's transport policy: some considerations

There is disjunction between the national port policy and the national transport policy in Malaysia, as the latter, for much of its time, focused on national integration rather than trade facilitation. During Malaysia's concentration on national integration, it relied on Singapore as its main port. This allowed Singapore to develop as a centre of transport for Malaysian trade. To break Singapore's stranglehold on its cargo and to make Port Klang a regional hub port, Malaysia must reconcile its national transport and port policies, with the main aim of facilitating trade. In view of the strong presence of transnational corporations in its trade and the fact that world trade today is based on reciprocity, Malaysia may have to consider a more laissez faire approach with regard to port development.     

Maritime policy in Scotland

This paper begins by defining the meaning of the term ‘maritime policy’. Since devolution in the UK, the opening of the new Scottish parliament in 1998 and the creation of the Scottish Executive, little effort has been made to establish a distinct maritime policy for Scotland. As was evident prior to devolution, the primary emphasis from any maritime policy perspective has continued to be a focus on lifeline island ferry services. This ignores significant developments in several other key maritime transport sectors, and this paper provides examples of areas that require some form of policy response, including intra-European short sea shipping, UK coastal shipping, urban/river transport and global container shipping. Long-standing institutional bias against maritime transport coupled with subsidy devoted almost entirely to land transport systems has resulted in a quite distorted marketplace. This suggests that a maritime policy is now imperative if maritime transport is to play a more significant role in the overall transport system. Further discussion centres on the need to consider, from a Scottish policy perspective, the role of various state-sponsored maritime service providers and how these bodies might fit better within evolving policy. The conclusion is that formulation of a maritime policy by the Scottish Executive is overdue and that a degree of restructuring of transport responsibilities within the Executive, combined with adequate resource allocation towards the maritime industry, will be necessary in order that market distortions can be overcome, so enabling Scotland to fully exploit the competitive and environmental advantages that maritime transport can provide.     

Maritime policy in Scotland

This paper begins by defining the meaning of the term 'maritime policy'. Since devolution in the UK, the opening of the new Scottish parliament in 1998 and the creation of the Scottish Executive, little effort has been made to establish a distinct maritime policy for Scotland. As was evident prior to devolution, the primary emphasis from any maritime policy perspective has continued to be a focus on lifeline island ferry services. This ignores significant developments in several other key maritime transport sectors, and this paper provides examples of areas that require some form of policy response, including intra-European short sea shipping, UK coastal shipping, urban/river transport and global container shipping. Long-standing institutional bias against maritime transport coupled with subsidy devoted almost entirely to land transport systems has resulted in a quite distorted marketplace. This suggests that a maritime policy is now imperative if maritime transport is to play a more significant role in the overall transport system. Further discussion centres on the need to consider, from a Scottish policy perspective, the role of various state-sponsored maritime service providers and how these bodies might fit better within evolving policy. The conclusion is that formulation of a maritime policy by the Scottish Executive is overdue and that a degree of restructuring of transport responsibilities within the Executive, combined with adequate resource allocation towards the maritime industry, will be necessary in order that market distortions can be overcome, so enabling Scotland to fully exploit the competitive and environmental advantages that maritime transport can provide.     

Evaluating the impact of PSC inspectors’ professional profile: a case study of the Spanish Maritime Administration

Full-scale globalisation of trade has been accompanied by a progressive liberalisation of maritime transport. The proliferation of open registries has created a situation in which Port State Control (PSC) has become much more effective than the feeble or non-existent control exercised by those States. This study has been conducted on the influence of the professional profile of inspectors on inspection results. The objective of our paper was to evaluate the impact of PSC inspectors’ professional profile by conducting a case study of the Spanish Maritime Administration. The paper concludes with a discussion of the correlation between deficiencies detected and professional profiles.     

Systematic training for maritime transport managers

Providing effective training for managers in the maritime and ports sector in developing countries has proven to be a daunting task. Initial attempts by the United Nations Conference on Trade and Development (UNCTAD) in the 1970s led to the development of senior port manager residence courses in Sweden. However, Given the vast numbers of managers needing training a more eficient method was required. Using the systematic training techniques pioneered by the International Telecommunications Union, UNCTAD, in the 1980s initiated two parallel programme: Trainmer (Training development in Maritime Transport); and IPP (Improving Port Performance). Both of these programmes demonstrated considerable success in terms of the numbers of maritime and port managers receiving training opportunities. Increased cooperation amoungst international agencies providing training programmes should result in improved transport management training in the 1990s, lrading to increased efficiences in port and related transport systems.     

Maritime policy and management--30 years issue for Prof. James McConville Editorial: IMO--The economics of intimidation

Organizational Effectiveness (OE) is a rather new concept in the port business literature and not widely studied before. From the systems perspective, this concept focuses on the goals of the organization, the resources needed to achieve these goals, and the relationship between the organization and its environment. The reason behind choosing a systems approach is the significant role of seaports as open systems affected by changes and developments in world trade, supply chain and logistics trends, maritime transport, and technological developments. While seaports are multi-faceted organizations that constitute different interdependent and integrated units in their structure, they can also be regarded as the subsystems of the supply chain system. As being the social and technical systems, port organizations have unique characteristics that should be examined in detail to assess their effectiveness. To assess the effectiveness of port organizations, principally a set of effectiveness measures applicable to seaports should be determined. The main aim of this study is to assess the relative importance of the main effectiveness criteria in seaports and to determine the significance of main inputs and port subsystems which can be referred as the means to achieve effectiveness. By using the systems approach, the inputs, the processes, and the outputs of the port organizations are clearly defined with a conceptual model. Thirty-three statements have been developed under the main categories in the systems model and a two-round delphi survey is conducted, and qualitative analysis of the experts’ opinions is carried out. The results of the delphi survey show that the main port inputs are port infrastructure, equipments, technology, and port labor; the major port processes are ship and cargo operations together with the logistics services, safety and security, information technologies, and marketing; and the most important effectiveness measures for the seaports are productivity, efficiency, service quality, adaptability, information and communication management, profitability, human resource quality, and customer satisfaction.     

海南自由贸易港背景下航运新特征对海事管理的要求及对策研究

随着海南自由贸易港建设的深入推进,我国将在海南实施更加开放的航运政策,建立与国际接轨的国际船舶登记制度,海南航运业将呈现新的特征。作者对海南自由贸易港建设背景下海南航运进行了展望,分析了未来海事管理工作面临的新考验,并提出海事部门要强化自身建设,不断推进海事治理能力和治理体系现代化,以适应高速发展的航运经济。     

The changing structure of the UK port industry and its impact on stevedoring costs

This paper examines the impact the changing maritime technology has had on the structure and development of the UK port transport industry. In particular, it describes the major institutional changes that have occured in response to technological and other developments and the influence these have had on the cost structure of individual stevedoring operators. Finally, it describes the resultant pricing policies adopted by stevedores and concludes that these have been exacerbated by the failure of successive governments to adopt sound and consistent policies towards the industry.     

Port development within the framework of Malaysia's transport policy: some considerations

There is disjunction between the national port policy and the national transport policy in Malaysia, as the latter, for much of its time, focused on national integration rather than trade facilitation. During Malaysia's concentration on national integration, it relied on Singapore as its main port. This allowed Singapore to develop as a centre of transport for Malaysian trade. To break Singapore's stranglehold on its cargo and to make Port Klang a regional hub port, Malaysia must reconcile its national transport and port policies, with the main aim of facilitating trade. In view of the strong presence of transnational corporations in its trade and the fact that world trade today is based on reciprocity, Malaysia may have to consider a more laissez faire approach with regard to port development.     

Research trends and agenda on the Belt and Road (B&R) initiative with a focus on maritime transport

The ‘Silk Road Economic Belt and the 21st-Century Maritime Silk Road’ (collectively known as Belt and Road, B&R) has been initiated by the Chinese government in 2013. The B&R is increasingly becoming a focal point for socio-economic–political interests because of its likely impact on land and sea transport and maritime logistics. The aims of this study were threefold: first, to provide an overview on the B&R, focusing on its key structural elements, such as transport corridors, city clusters, dry ports, infrastructure, zoning, and area development; second, to identify the expected impacts of the B&R on trade and implications on structural changes in transportation systems, port networks, and international logistics. Finally, to discuss major research trends and setting up of research agenda which will contribute to enriching the existing literature and shaping the global trade operations and drive economic growth in the context of the B&R.     

通过主成分分析研究比较港口物流发展趋势——以广州港为例

通过主成分分析法可以评价一个港口的综合物流发展水平和潜力。以广州港为例,建立了展示其综合发展的数学模型,同时选择邻近的深圳港进行对比分析。结果表明广州港的货物吞吐量短期内难以与深圳港匹敌,但其广阔的腹地物流支持和经济发展潜力使其整体竞争力快速上升。对广州港集装箱以及运输系统的直接货源腹地--珠江三角洲地区也作了详细分析,并且用最新的竞争情报分析阐述了其在发展过程中所遇到的问题和挑战。最后探讨了通过加强广州港集装箱运输系统的建设,配合公路、铁路以及内陆水系的配套设施以发展整体的第3方港口物流,从港口物流规划的高度综合展望了广州港未来的发展策略。     

Smaller ports’ evolution towards catalysing sustainable hinterland development

ABSTRACT

From simple organizations as gateways for goods and passengers, ports have evolved and transformed into complex organizational systems with multiple functions. Besides providing cargo, logistics, and other kinds of services to its customers, modern ports engage in the development of their hinterlands. Sustainability, evolving from environmental actions over the years, has become the core of many modern ports’ approach towards hinterland development and port competitiveness. While the literature is concerned with and presents examples of large ports implementing sustainability initiatives, the literature is scarce on smaller ports. This article addresses this gap by exploring qualitatively the case of the Port of Aalborg, a medium-sized port in Denmark, and its evolution towards using sustainability for port and hinterland development. The research focuses on the actions behind environmental development at the port. Its evolution is mapped and explored using the analytical framework developed based on the (larger) ports’ development and their roles. The findings from the Port of Aalborg case exemplify how smaller ports can evolve to drive the sustainable development of their hinterlands and contribute to a better understanding of this kind of port.     

从"亚平"轮事故谈海上安全应急信息共享机制的建立

为切实保障海洋公共交通安全,建立海上安全应急信息共享机制已经迫在眉睫。本文认为,要打破“信息孤岛”现象,建立相互依存、有机联系、实用高效的海上安全应急信息共享机制,就必须加强四个系统建设,包括建设高效的指挥系统、密切的协同系统、完备的技术系统、长效的反馈系统。同时,本文提出,要发挥海事部门在海上安全应急信息共享机制中的主导作用,切实保障海洋公共交通安全。     

The role of geomatics engineering in establishing the marine information system for maritime management

Maritime management encompasses the employment and manipulation of human resources, financial resources, technological resources and natural resources that relate to the sea, maritime navigation, shipping, port development and coastal protection. It contributes to the economic growth, price stability, transportation of cargoes and passengers, and business activities of shipping organizations. The efficient management of resources, operations and activities relies on a modern marine information system (MIS) whose information is provided by geomatics engineers and IT professionals, among others. This paper first introduces the role of the geomatics engineer as geodesist, engineering surveyor, land boundary surveyor, cartographer, hydrographer, photogrammetrist and geographic information system (GIS) engineer since all these fields are related to maritime trade, supply chains and development of ports and airports. It then describes the principal components of a web-based MIS and the important role of geomatics engineers in surveying data. This includes collecting data from electronic nautical charts (ENC) and raster nautical charts (RNC), by applying high resolution light detection and ranging (LIDAR), satellite platform sensors and GIS.     

Ship, port and supply chain security concepts interlinking maritime with hinterland transport chains

As maritime processes do no stop at sea ports, hinterland operations have to be considered and addressed as well. This becomes obviously on designing and managing seamless cargo and information flows from/to hinterland regions via sea ports from/to transcontinental markets. Nowadays, also security-related aspects need to be tackled in order to enable continuous flows corresponding to security legislations and technical requirements set up in the field of maritime and intermodal hinterland transport. Ensuring transport security within the European transport market requires both adequate security legislations and innovative concepts. While for the maritime sector, including sea ports, security regulations are already in force, hinterland operations (road, rail and Inland Waterway Transport) are only indirectly affected today, either on carrying out transports from/to sea ports or exporting commodities to overseas territories. This results in the need for innovative security strategies and concepts combining maritime with hinterland transport enabling seamless security processes.     

Failure modes in the maritime transportation system: a functional approach to throughput vulnerability

Maritime Transportation Systems (MTSs) are essential for world trade; it is crucial to understand how these systems may fail, to be able to maintain their capacity. In this paper, the MTS is seen as a throughput mechanism; a technical system which serves its purpose by moving goods for its dependents. Understanding which key functions and capabilities are prerequisite for the ability to move goods, the loss of which are the failure modes, allows for the creation of a ‘business continuity plan’ for the MTS. Through two surveys and interviews with maritime transportation industry stakeholders, it was observed that while stakeholders in the industry have a solid focus on frequent operational risks, there is a lack of awareness of vulnerabilities, as well as methods for addressing and planning for low-frequency high-impact disruption scenarios. The presented approach provides a structured set of matrices of the key functions of the MTS, allowing stakeholders to increase the system's resilience through preparing to restore this limited number of critical functions.     

The role of geomatics engineering in establishing the marine information system for maritime management

Maritime management encompasses the employment and manipulation of human resources, financial resources, technological resources and natural resources that relate to the sea, maritime navigation, shipping, port development and coastal protection. It contributes to the economic growth, price stability, transportation of cargoes and passengers, and business activities of shipping organizations. The efficient management of resources, operations and activities relies on a modern marine information system (MIS) whose information is provided by geomatics engineers and IT professionals, among others. This paper first introduces the role of the geomatics engineer as geodesist, engineering surveyor, land boundary surveyor, cartographer, hydrographer, photogrammetrist and geographic information system (GIS) engineer since all these fields are related to maritime trade, supply chains and development of ports and airports. It then describes the principal components of a web-based MIS and the important role of geomatics engineers in surveying data. This includes collecting data from electronic nautical charts (ENC) and raster nautical charts (RNC), by applying high resolution light detection and ranging (LIDAR), satellite platform sensors and GIS.     

Impacts of the Belt and Road Initiative in the Indian subcontinent under future port development scenarios

ABSTRACT

The aim of this paper is twofold: the first is to assess the extent to which current port development initiatives contribute to securing the status of the Port of Colombo as a regional transshipment (T/S) hub to serve the Indian subcontinent; and the second is to generate plausible future development scenarios for the maritime industry in the context of the Belt and Road Initiative (BRI). A scenario analysis method is applied to examine the past trends and to build future development scenarios. The results showed that major Indian ports have experienced a significant growth in cargo volumes and vessel traffic. South and East Indian coastal ports continue to use the Port of Colombo as a T/S port in tandem with the corridors connected to the Indian Ocean. Scenario analysis highlights the growing importance of BRI-centric land-based economic corridors, which would generate a large amount of cargos from hinterlands up to China. This would be further fueled through the Great Mekong region-driven industrialization, which would add to the west-bound maritime cargo volume. The paper concludes that the increased capital influx from China would more likely to result in a substantial development of the present port and road/rail infrastructure in Sri Lanka.     

The impact of the application of new technology on public transport service provision and the passenger experience: A focus on implementation in Australia

The emergence of Intelligent Transport Systems (ITS) has been recognised with many initiatives during the last 20 years. In Europe, the “ITS Action Plan” identifies a number of applications as key elements contributing to the efficient co-ordination of the overall transport chain. The context and experience surrounding the recent widespread development of technological tools and ICT platforms to support the emergence of ITS are notable for the way in which they permeate the transport and logistics chain. But a key question remains: to what extent is the public transport sector able to exploit the wider benefits of ITS?     

A model for forecasting future supply of shipping services at Australian ports

This paper aims to develop an integrated model for forecasting both the number of ship visits and their characteristics in the medium and long term. Knowledge of future shipping trends for any port is no doubt important, as the future number of ship visits and their characteristics may have implications for the physical facilities of a port. In addition, more reliance on tonnages as a revenue source has made this knowledge more valuable. The proposed model identifies such major economic determinants as the expected trade throughput, world shipping trends, standards of facilities and future plans of shipping companies/agents. The model examines three possible scenarios for the Port of Melbourne and produces a range of shipping forecasts based on certain assumptions. From the model the major findings were:

world trends in shipping did not have any immediate impact on the shipping trends at the Port of Melbourne;

Future shipping services at the Port of Melbourne in the next 11 years are most likely to be determined by trade demand rather than by technological developments overseas;

there has been no evidence to indicate that the Port of Melbourne has been excluded from the schedule of general cargo ships due to the Port's physical constraints.