NAFTA and Canadian ports

The North American Free Trade Agreement (NAFTA) signed by Canada, the U.S.A. and Mexico and which came into effect on 1 January 1994, is a significant move towards further integration of the North American economies. This paper examines the likely impact of NAFTA on Canadian ports. Three channels of impact are identified. First, there are direct impacts on trade flows between Canada and its North American trading partners. In this regard we find that ports do not typically handle the types of products that are likely to be affected by NAFTA, and so the direct impacts may be minimal. Second, and more significantly, port catchment areas are likely to undergo substantial changes as they respond to a more competitive environment within the free trade area. Third, the transportation sector has itself been included in NAFTA, and Canadian ports will face increased competition from land based transportation modes. We conclude that ports in Canada must learn to work more consciously as agents of regional economic development.     

Canadian container ports: how have they fared? How will they do?

Between 1980 and 1989 container TEUs handled at all world ports increased by a factor of 2.11. On the East Coast of North America, the growth factor was only 1.69; on the West Coast, 2.23. These growth factors, when multiplied by the 1980 TEU volume at individual North American ports, give 1989 expected performance levels for the ports. Comparing the expected performance to the actual, it is found in the Canadian context that the big winner is Vancouver; the big loser is Saint John. Halifax and Montreal have outperformed their nearest US East Coast rivals but have not performed as well as southern ports on the Altantic Seaboard. These and other comparisons are made in order to describe how Canadian container ports have performed in the decade of the 1980s. The paper then speculates on how the ports will do in the future, based on a discussion of five factors: port facilities; inland transportation connections; shipping lines serving the ports; demand for container shipping; and legal arrangements between the United States and Canada.     

Market structures in coastal shipping: what to expect in Canada following the Comprehensive and Economic Trade Agreement with the European Union?

After several years of negotiation between Canada and the European Union, the Comprehensive and Economic Trade Agreement (CETA) was ratified in early 2017. The regime set out by the Canadian Coasting Trade Act that reserves shipments of cargo between Canadian ports to Canadian vessels remains mostly untouched under CETA. Minor, yet potentially significant, changes to the regime are introduced by the trade agreement. Provisions are made to liberalize the repositioning of empty containers within Canada. The liberalization of public markets now allows European firms to compete in the Canadian dredging market. Finally, EU vessels can undertake some transshipment activity in Canada but this is limited to international cargo on the specific Montreal-Halifax route. The paper attempts to highlight some possible CETA’s consequences for domestic Canadian shipping markets. It uses industrial economics analytical tools drawn from a Structure-Conduct-Performance (SCP) paradigm. From a literature review, it reconstructs different cases of deregulation that occurred internationally. The observed transformations are then characterized in terms of the SCP model. The paper identifies some common impacts which occurred in different transportation industries after a deregulation process. Using these findings, it concludes by discussing potential impacts for domestic shipping markets in Canada.     

Port administration and coastal zone management in Vancouver,British Columbia: A comparison with Seattle,Washington

Large North American ports are encountering serious management challenges. Surrounding communities, environmental interest groups, and government policy are focusing on protection and enhancement of public coastal amenities. In Vancouver, the federal port management system historically enabled national trade interests to override local and regional objectives at the discretion of port decison makers. In contrast, the Port of Seattle is administered at the local level, and legislation and policy require that local publics are involved in decision‐making. Recently, VPC established itself as the vanguard among Canada's major ports in the advancement of progressive management. Nevertheless, the adoption of new policies would ensure that Vancouver, and Canada's other ports, continue to be responsible leaders in Canadian coastal management. These policies include: federal, municipal, and provincial government representation on the local board of directors; strengthening community involvement; creation of a standing planning advisory committee; subjecting Canadian ports to the federal environmental assessment law; and adoption of explicit land and water use regulations.     

Containerization, inter-port competition, and port selection

This paper explores the criteria shippers employ in the port selection process. By focusing on the containerized traffic between the North American Mid-West and Western Europe, the factors considered by exporters and freight forwarders are examined. The findings suggest that decision-makers are influenced more by price and service considerations of land and ocean carriers than by perceived differences in the ports of entry and exit. Port infrastructures do not appear to play an important role in the routeing decisions made by an important group of independent businesses involved in the North Atlantic container trade.     

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.     

Labour/management relations in North American ports

Labour/management practices in North American ports are undergoing fundamental changes in their shift from confrontation to Cooperation. Cooperation is increasing to counter competitive threats from other ports arising from intermodalism and transportation deregulation. Technological advances in port operations are reducing the number of longshore forces required and changing the skills required of those which remain. A recent survey of North American container terminals provided a 'snapshot' of current approaches of improving labour/management relations. Focusing on growth and development needs of individual port workers enhances morale and motivation resulting in environment. Many ports are introducing new management techniques including improved communications and training to enhance the motivation and productivity of their longshore forces.     

Institutional structure of Canadian ports

Canada's federal government is responsible for ports. Despite this, an integrated national ports system has not been established. The Canadian system includes: the Canada Ports Corporation; Harbour Commissions; and Transport Canada's Public Harbours. These are historic divisions. Following a failed 1970s attempt to place all ports within Transport Canada, in 1983 parliament opted for a Crown corporation model in establishing the Canada Ports Corporation for Canada's major ports. This paper addresses the question of whether, in today's increasingly competitive environment, a more integrated and businesslike national system of ports is required. Alternative systems range from centralization to regionalization and enhanced 'commercialization' of local ports to privatization. A suggested alternative for Canada includes incorporating all commercial ports within the Canada Ports Corporation, using a regional system for planning, and augmenting local autonomy of financially self-sufficient ports by making them crown corporations. Eventual privatization of the expanded Canada Port Corporation is also considered.     

Shipping line networks and the integration of South America trades

One recent transformation of liner shipping is the entry of leading carriers into north-south markets. This paper aims to test the commonly held proposition that global shipping lines entered north-south markets to feed more cargo on their established east-west services. This proposition arises out of: (1) predominant models of transport networks evolution which emphasize the influence of hubs, and (2) lines' strategy of commissioning larger vessels for east-west routes. In this perspective, the expansion of networks to southern economies serves specifically to bring more cargo on main routes to ensure volumes are sufficient to generate the desired economies of scale. This paper analyses the changing configurations of South American services. Results show that by 1999 leading shipping lines were offering direct services to all major trade ranges from the region, and numerous US loops were added to the already established European and Asian services. These new services involved multiple ports in the US; running in parallel with east-west services over a large part of the American coasts. The paper concludes that global shipping lines entered the South American market by setting up services typically configured to serve trades between North and South America; not to feed established main routes.     

Port strategic planning: Canadian port reform

Recent port reform established major commercial ports as Canadian Port Authorities (CPAs) as federal non-profit, business corporations. Canadian port reform was aimed at allowing CPAs to compete effectively. Canada's major ports operate in an increasingly competitive business environment. To gain advantage over their competition, Canadian ports must develop business strategies dealing with their organizational cultures, institutional structures, operations, and facility provision. Developing appropriate strategies involves creating a strategic plan that considers external and internal port environments. This paper outlines the evolution of strategic planning and its applicability to Canadian ports. The initial literature review is followed by a brief review of Canadian port reform and an analysis of external and internal port environments. This analysis determines the resources available to exploit external opportunities and defend against threats, and considers the internal strengths and weaknesses of Canadian ports. A list of strategic issues facing Canadian ports and how the Canada Marine Act affected them is derived from the analysis.     

美国西海岸港口集装箱运输发展分析

美国西海岸港口承担了美国一半以上的集装箱运输量,其中大部分是美国与亚洲国家之间的贸易货物海运量,对我国等亚洲国家与美国间的国际贸易和集装箱海运有极其重要的影响。本文根据相关数据,分析美国西海岸港口集装箱运输的发展状况。     

Port strategic planning: Canadian port reform

Recent port reform established major commercial ports as Canadian Port Authorities (CPAs) as federal non-profit, business corporations. Canadian port reform was aimed at allowing CPAs to compete effectively. Canada's major ports operate in an increasingly competitive business environment. To gain advantage over their competition, Canadian ports must develop business strategies dealing with their organizational cultures, institutional structures, operations, and facility provision. Developing appropriate strategies involves creating a strategic plan that considers external and internal port environments. This paper outlines the evolution of strategic planning and its applicability to Canadian ports. The initial literature review is followed by a brief review of Canadian port reform and an analysis of external and internal port environments. This analysis determines the resources available to exploit external opportunities and defend against threats, and considers the internal strengths and weaknesses of Canadian ports. A list of strategic issues facing Canadian ports and how the Canada Marine Act affected them is derived from the analysis.     

Panama Canal expansion and its impact on East and Gulf coast ports of U.S.A.

ABSTRACT

This paper focuses on the Panama Canal expansion and its impact on American port infrastructure for the attention of academic researchers in maritime transportation and supply chain management (SCM). First, it provides a comprehensive background based on a review of pertinent practitioner as well as academic publications. This is followed by a summarization of the impact of this expansion on the infrastructure of the major East and Gulf Coast (EGC) ports, since these stand to be the most affected. Then it presents a categorization scheme for these EGC ports that capture their likelihood of attracting the expected increase in cargo traffic engendered by the expansion; this is preliminarily supported by the latest data on growth in container traffic. The policy implications of this categorization are then discussed and the paper ends by identifying key SCM research problems exposed by the above.     

Candian port administraion: its future structre

The administration, management and development of ports in Canada is a Federal government responsibility. This centralist control of ports has been the subject of criticism by many for a variety of reasons, not the least of which is that it is not responsive enough to the affairs of the local level. This problem, along with others, has resulted in the introduction in the Canadian Parliament of proposed legislation over the past five years to alter port administration and development in Canada. The proposals culminated in the recent passage of the Canada Ports Corporation Act which, among other things, will see the abolition of the National Harbours Board. A review of the administrative structure the new Act replaces, along with a review and assessment of the Act itself and the proposed legislation which predated it, forms the basis of this paper. It will be seen that because of the new Act the centralist approach to port administration is maintained, but greater local autonomy and financial self-sufficiency will also be available to ports. However, the central administration will still have the problem of co-ordinating the development of Canadian ports, since ports will continue to be constituted under at least four different pieces of legislation.     

Candian port administraion: its future structre

The administration, management and development of ports in Canada is a Federal government responsibility. This centralist control of ports has been the subject of criticism by many for a variety of reasons, not the least of which is that it is not responsive enough to the affairs of the local level. This problem, along with others, has resulted in the introduction in the Canadian Parliament of proposed legislation over the past five years to alter port administration and development in Canada. The proposals culminated in the recent passage of the Canada Ports Corporation Act which, among other things, will see the abolition of the National Harbours Board. A review of the administrative structure the new Act replaces, along with a review and assessment of the Act itself and the proposed legislation which predated it, forms the basis of this paper. It will be seen that because of the new Act the centralist approach to port administration is maintained, but greater local autonomy and financial self-sufficiency will also be available to ports. However, the central administration will still have the problem of co-ordinating the development of Canadian ports, since ports will continue to be constituted under at least four different pieces of legislation.     

Strategic trade-off between vessel delay and schedule recovery: an empirical analysis of container liner shipping

In this paper, we empirically test the relationship between the delay of containerships and the scheduled operations in a terminal, based on a dataset containing information on 352 containership arrivals during a 9-month period at seven terminals of three North American ports. We find that a vessel is less likely to be delayed when there are more operations scheduled shortly (up to 3 days) after the vessel’s berthing window in the terminal. Moreover, we also find that the more containers a vessel needs to unload in the terminal, the less likely that it would be delayed. Both findings support the hypothesis that liners strategically balance the trade-off between delay cost and schedule recovery cost.     

Competition in ship handling: a study of market turbulence in North European harbour towage

This paper addresses the issues of an increasingly competitive towage industry in Northern European ports. Enhanced competitiveness reflects the trends in the global mobility of capital, labour, enterprise and management within the context of deregulated port markets. Up until the early 1990s, the long term trend in major North European ports had been towards market concentration. Many small towage firms have been taken-over, bought out or merged. Alternatively, a pattern of consortia has emerged with co-operation and market sharing seen as preferable to ruinous competition. A contrasting trend has occurred in the 1990s, with new entrants into hitherto stable markets. In a number of ports—Antwerp, Rotterdam, Bremerhaven, Hamburg, Southampton, Thamesport, Bristol Channel—new fleets have brought competitive challenge to the incumbent towage fleets. The process of enhanced competitiveness raises questions of safety, reliability, investment and professionalism. The movement towards an openly competitive shipping industry has been in evidence from the 1960s onwards. The momentum of a dynamic shipping industry, with its competitiveness sharpened by the use of global supply factors, has intensified from that period. The movement in European tonnage towards flags of convenience and global labour supplies began in the tanker and bulk carrier markets; more recently this has spread to deep sea liner, short sea and even cabotage trade shipping. The towage industry is the last North European shipping sector to make this transition, following the trends towards port deregulation in the 1990s. From this perspective, this paper considers the impact on the towage market of global mobility and deregulation in North European towage markets—the impact of increased competition on the traditional operators and the likely effect on operational towage standards.     

Competition in ship handling: a study of market turbulence in North European harbour towage

This paper addresses the issues of an increasingly competitive towage industry in Northern European ports. Enhanced competitiveness reflects the trends in the global mobility of capital, labour, enterprise and management within the context of deregulated port markets. Up until the early 1990s, the long term trend in major North European ports had been towards market concentration. Many small towage firms have been taken-over, bought out or merged. Alternatively, a pattern of consortia has emerged with co-operation and market sharing seen as preferable to ruinous competition. A contrasting trend has occurred in the 1990s, with new entrants into hitherto stable markets. In a number of ports Antwerp, Rotterdam, Bremerhaven, Hamburg, Southampton, Thamesport, Bristol Channel new fleets have brought competitive challenge to the incumbent towage fleets. The process of enhanced competitiveness raises questions of safety, reliability, investment and professionalism. The movement towards an openly competitive shipping industry has been in evidence from the 1960s onwards. The momentum of a dynamic shipping industry, with its competitiveness sharpened by the use of global supply factors, has intensified from that period. The movement in European tonnage towards flags of convenience and global labour supplies began in the tanker and bulk carrier markets; more recently this has spread to deep sea liner, short sea and even cabotage trade shipping. The towage industry is the last North European shipping sector to make this transition, following the trends towards port deregulation in the 1990s. From this perspective, this paper considers the impact on the towage market of global mobility and deregulation in North European towage markets the impact of increased competition on the traditional operators and the likely effect on operational towage standards.     

全球供应链视角的东亚港口物流服务绩效与趋势分析*

东亚港口基于旺盛的贸易运输需求而在全球供应链体系中崛起,同时也因为港口拥挤等问题而存在降低贸易成本的空间。首先从全球供应链视角解析港口物流服务格局,突出了东亚地区、特别是中国港口的地位,评价港口物流的综合绩效和竞争状态,然后对发展趋势做出预测。研究发现：东亚港口将通过持续投资实现供给需求的动态平衡;日本地震引致的全球供应链重组将使港口物流服务发生结构性变化,东亚将加强跨国港口物流合作以满足区域经济一体化的要求。     

Next generation mega container ports: implications of traffic composition on sea space demand

ABSTRACT

Demand for sea space brought about by increasing container-shipping traffic has important implications on how this space is managed and used. This is particularly important given the long-term nature, high-asset specificity, high- opportunity cost of investment, and significant economic impact of container port activity on a locality. The challenge is especially pressing for ports, which are facing constraints in seaside capacity where container traffic also has to co-exist with the needs of other types of ship traffic. This challenge is likely be multiplied for next generation container ports, which are expected to handle even larger traffic volumes. These ports are also likely to face competing sea space demands from other economic and social activities especially when they are concurrently major confluences of trade, logistics, and urban populations. This is the first research to investigate in detail the impact and importance of investigating sea space requirements from the perspective of cargo traffic composition and ship capacity. Results show that transshipment containers can generate much higher demand for sea space due to the higher volume of shipping capacity that accompanies such traffic. Sustainability issues and managerial and policy implications pertaining to the development of next generation container ports are provided.