Port managment development—a strategy for the provision of a training capability in developing countries

The absence of formal career-development programmes and the apparent low priority given to the development of human resources in the ports of developing countries has led to a severe shortage of suitably qualified and experienced managers. At the centre of this problem lies the formidable barriers to the establishment of a local training capability to meet the diverse and often specialized needs of this industry. This paper examines the nature and scale of the management-training requirements of the ports of developing countries. Further, it briefly describes the background to UNCTAD's role in the field of management training and outlines the objectives of its training strategy for the 1980s. An important component of this strategy is the 'Improving port performance project which is designed to prepare structured learning materials using audio-visual techniques and is proposed as one solution to establishing a local training capability in developing countries.     

斜坡式防波堤干砌石护面厚度的计算

本文通过水工模型试验及现场调查资料,总结出渔港中常见的斜坡式防波堤干砌石护面厚度的计算公式,其中考虑到了块体间摩擦力的影响,并在公式中反映出波长(周期)及水深的影响。计算结果同现场资料有良好的一致性,比以前国内外的一些计算公式更符合工程实际,该公式已列入农业部编制的水产工程技术规范。对条件相近的中小港口防波堤干砌石护面计算也可应用。     

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.     

Development of port service network in OBOR via capacity sharing: an idea from Zhejiang province in China

The ‘Silk Road Economic Belt and the 21st-Century Maritime Silk Road’ (One Belt One Road, OBOR) strategy initiated by the Chinese government has a significant impact on the business and logistics modes which involves Asia, Europe, Africa, and their adjacent seas. Many countries and ports are developing new strategies that are suitable for this economic environment. Compared with many ports in the world, the ports in Zhejiang province of China have a novel property. In addition to Ningbo-Zhoushan port, there are several other sea ports and river ports in that province. In this paper, we propose a concept of port service network that consists of a huge hub and multiple ports. Ports of small and medium sizes can share their capacities of different types of port service with the hub when the service capacities are integrated into the network. We develop a mixed integer nonlinear programming model to determine the optimal decisions in such a network with constraints on the budget to conduct integration. An optimization algorithm incorporated with a genetic algorithm is developed to solve large size problems. We provide managerial insights on the policies of government, including expanding port capacity, reducing fixed integration cost, and providing better financial condition.     

Analysing training and education in ports

The quality and availability of labour is important for the performance of ports. Insights from cluster theories are relevant for analysing training and education in ports, as ports can be regarded as clusters. In general, labour in clusters is relatively mobile, education services in clusters are relatively good and employees have a high willingness to invest in specific skills. However, skilled and talented labour still may be scarce, especially in regions with tight labour markets. Thus, in many clusters, including port clusters, firms and governments actively aim to improve the quality of labour. This paper presents an analysis of these efforts of firms and governments to improve the quality of the labour force in three seaport clusters. In this paper the concept of a ‘training and education regime’ is presented as an approach to analyse efforts of firms and governments to improve the quality and availability of labour. Important results of three case studies include first, the observation that the quality of training and education regime differs substantially between clusters. Second, the presence of aregime manager in Rotterdam adds to the quality of Rotterdam’s training and education regime. Such an organisation may be effective across countries and clusters. Finally, the presence ofleader firms, willing to invest in training and education also improves an education regime.     

加强高技能人才培养,振兴港口企业

高技能人才对科技兴港极其重要。提出一些培养高技能人才的措施,诸如建立完善的高技能人才培养体系、评价选拔机制、激励机制、储备机制等,指出人力资源是港口企业提高核心竞争力的源泉。     

The ports of the Russian Far East: a management strategy

The recent breakupof the former Soviet Union and the Russian Republic's movement towards a market economy wil require a considerable improvement and expansion of present port facilities in order to handle increasing cargo throughputs effectively. The Russian Far East is expected to increase trade dramatically through imports of foreign goods, exors of natural resources from Siberia and container traffic traversing teh Trans-Siberian landbridge. The ports of the region will be competing with each other to atract foreing investment and to increase central government assistance in order to facilitate development. This article examines;(1) the more important ports of the Far East and the problems they face as they compete to atract investment; (2) the establishment of a Regional Port Authority as a possible management alternative; (3)advantages of a Port Authority in developing the region' ports and fostering future growth. By analysing these data, a management and development strategy can be formulated for the optimum utilization of present resources and the benefi of reginal modernization and development.     

The legal framework

The major and minor ports in India operate within different legal frameworks. Both allow privatization, but impose different conditions. Administrative culture has acted as a constraint on privatization in the major ports; private development at the minor ports has been very responsive to the amount of assistance offered by individual States.     

Containerization in ports of Third-World Asia: an overview of present patterns and the direction of future growth

Although containerization in Third World Asian ports may not conform to the ‘usual’ model of containerization in developed countries the region represents a significant generator of container tonnage. Moreover, despite considerable intra-regional differences in throughput productivities, some of the ports are achieving efficiencies and productivities markedly higher than those in well established ports in Western countries. The region has been characterized, too, by strong patterns of mainline/feeder interdependencies. This paper reviews the status of containerization in Third World Asia and suggests that major changes, reflecting a variety of factors, are likely by 1990.     

Containerization in ports of Third-World Asia: an overview of present patterns and the direction of future growth

Although containerization in Third World Asian ports may not conform to the 'usual' model of containerization in developed countries the region represents a significant generator of container tonnage. Moreover, despite considerable intra-regional differences in throughput productivities, some of the ports are achieving efficiencies and productivities markedly higher than those in well established ports in Western countries. The region has been characterized, too, by strong patterns of mainline/feeder interdependencies. This paper reviews the status of containerization in Third World Asia and suggests that major changes, reflecting a variety of factors, are likely by 1990.     

The Combined Naval Commercial Port (CNCP) in a Latin American setting

Inadequate ports are a major problem in many less developed countries (LDCS). In an era in which international trade involving developing countries is growing rapidly, decisions must be made to provide the necessary infrastructure and superstructure to facilitate the movement of cargo from ship to shore and vice versa. In LDCS, the phenonmenon of the Combined Naval-Commercial Port (CNCP) has not undergone scrutiny. This paper is concerned with describing the nature of the Latin American CNCP. The hypothesis is that commercial port interests have been adversely affected by coexistence. The results of an unquiry comprise the main body of this research.     

A well-functioning port is a stimulus for economy——Anita van der Laan, Manager, Marketing Communication, Port of Rotterdam Authority

Until just a few years ago, ports in Europe had a rather wishy-washy image. In the eyes of both the public and politicians, ports were a necessary fact of life. The upsurge of the Chinese economy and globalisation in general have changed this. People have again become aware that ports are the lifeblood of the world economy. In many countries of Western Europe, they are again realising that a wellfunctioning port is a stimulus for the economy. In the Netherlands, the positive revaluation even led to State participation in the Port of Rotterdam Authority.     

Container port systems in China and the USA: a comparative study

This study compares the evolution of container port systems in China and the USA in terms of port throughput, number of container ports and the concentration level in the container port system, based on the time-series data on these three features over the period 1979–2009 for China and 1970–2009 for the USA. The results show that the densities of container ports in the two countries are similar, and their evolutionary processes are alike, which has led to a comparable market structure in the port industries of the two countries. In addition, the disparities between container ports closely represent the unevenness in the regional economic development. We further compare the port management regimes of the two countries in terms of the administrative processes for port development and expansion, the ownership structure and the providers of port functions, which offer some explanation on the dynamics of port evolution in the two countries. In conclusion, it can be seen that the evolution of the container port system and the management regime in the USA can be a de facto reference for the future development of the Chinese container port system.     

国外港口管理模式分析及我国地主港管理模式的探讨

国外港口的管理模式多种多样,地主港管理模式是许多大型港口采用的管理模式之一.简要介绍国外几个著名大型港口地主港管理模式的特点和经验,着重分析地主港管理模式的优势所在.结合对我国港口管理模式现状及发展前景的思考,进一步探讨适合我国国情的地主港管理模式.     

Container terminals in South Korea: problems and panaceas

Korea has achieved remarkable economic growth over the last three decades. This has largely been due to the adoption of export-oriented economic policies. This economic development has resulted in a rapid increase in export and import cargos. Since the foreign trade of Korea is carried predominantly by sea transport (approximately 99.8% in terms of volume), ports play a crucial role in this process. Although recent port developments are aimed at keeping pace with ever-growing seaborne cargoes, problems persist, especially insufficient port capacity and inefficient management and operations. As a consequence, the ports of Korea suffer from serious port congestion. This problem is particularly acute in Pusan, the fifth largest container port in the world. In the past, all ports in Korea were controlled and administered by the Korea Maritime and Port Administration which was a public port authority. In August 1996, the Korean government established a new government organization, the Ministry of Maritime Affairs and Fisheries (MMAF), with a remit to control and manage its seaports and other related activities and to improve management efficiency in the maritime area. As a way of solving problems related to port congestion and other sources of inefficiency, the new MMAF has launched several new port development schemes. In this context, this paper will discuss (1) the extent of congestion in Korean ports, especially Pusan, the major seaport of the country; and (2) governmental and commercial reaction to solving the problems, including measures such as new port development schemes aimed at attracting private and foreign finance. From this analysis, a strategy for port development in developing countries may be inferred.     

Productivity functions as a managerial tool in Israeli ports

Research was undertaken with the goal of developing productivity functions that explain the changes in the productivity is Israeli ports by means of changes in various explanatory factors. Productivity is measured by an engineering aproach, i.e. actual performance is measured against engineering standards. Partial productivity indices are worked out for each factor separately and aggregated to yield a total productivity index, which is calculated in two ways: one uses updated standatds as a basis of comparison (giving local productivity) and the second uses comparison standards of a basic period (yielding comparative productivity figures). The paper examines the theories and assumptions within the ports of Israel, which offer a good example for analysing productivity because they are characterized by significant developments in the quality and quantity of inputs. The ports have experienced many technological developments that have had a crucial effect on the nature of their activity. The explanatory factors were examined, out of which were chosen those in each family that corelate best with productivity. A linear programming model is generated for developing productivity functions with an objective function of minimum deviations between calculated and actual productivity. The constranints in this model ensure that the coeficients remain within ranges that are meaningful with regard to the problem uner examination. Productivity measures based on the engineering approach and the productivity functions developed herein can be engineering approach and the productivity functions developed herein can be utilized as aids in managing ports and in determining what steps should be taken to improve productivity.     

我国港口发展模式探讨

在国家政策引导下,港口的发展模式由单一型变为多元化。介绍了我国目前港口发展的4种模式。对每种发展模式进行分析,且与其它模式进行比较。最后得出结论,港港联盟可以真正做到利润共享,风险共担,是新形势下港口发展的方向和战略选择。     

基于非洲陆锁国腹地的门户港前景分析

非洲范围内陆锁国腹地的门户港发展前景分析具有独特性,须考虑区位条件、地缘政治、政局稳定性、竞争形势、陆锁国运输需求分布等多种要素,与国内一般的港口竞争研究和发展前景研究有所不同。阐述非洲区域陆锁国腹地的门户港发展前景研究思路及所涉及的要素,并结合实例阐述某门户港发展前景,以期为类似咨询项目的开展提供研究思路,也可为海外相关港口投资机会的研究提供参考。     

The strategic role of ports in regional development: conceptualising the experience from Australia

Regional ports, as infrastructure in regions, influence transport and regional development policies and planning. The interaction and involvement of regional ports with their stakeholders in the region are pivotal. The conundrum on what constitutes a regional port and thus its region has further complicated this limited researched area. In the extant literature, port and region relationship mainly centres on major metropolitan ports, and pays little heed to regional ports. In this context, this study investigates on how the Australian regional ports can be better involved in regional development. The study adopts a qualitative methodology to explore the Australian regional port stakeholders’ perceptions on port’s role in regional development through 38 semi-structured telephone interviews. Thematic analysis of data assisted by a mixture of NVivo software and manual techniques proposes a conceptual model that may assist policy-making. The key findings suggest that symbiotic growths of ports and concerned regions accelerate regional development. To contribute to regional development, the Australian regional ports can be proactive in building collaboration with regional organisations. The findings have major implications for port managers and port policy-makers for developing a region-oriented long-term port planning and for creating environment for Australian regional ports for regional resource configuration.     

Global regimes,regional adaptation; environmental safety in Baltic Sea oil transportation

Despite significant efforts to improve environmental safety in marine oil transportation, the risk of a major accident with devastating oil spills has most likely increased. Building on the regime analytical approach where it is assumed that international collaboration may benefit participating countries, it is argued that bilateral and sub-regional initiatives may increase maritime safety significantly, compared to exclusive reliance on universal conventions. A distinction is made between on the one hand investments in safety-increasing infrastructure and local capacity building and on the other, vessel design, on-board installations and crew qualifications. It is suggested that bilateral and sub-regional initiatives are more likely to be taken on the former kind of objects, targeting issues, such as modernization of port facilities, monitoring support, assistance in emergency capacity building and designation of ports of refuge, because the interaction between the involved countries are comparably stable in the cases. Actual efforts to improve safety seem to follow the logic of separation between these two types of safety-increasing measures. It is concluded that similar drivers of bilateral and sub-regional initiatives targeting specific aspects of marine safety and contributing to overall collective benefits from improved environmental protection probably exist also in other regions than the Baltic Sea.