Dynamic programming of port position and scale in the hierarchized container ports network

A hierarchized container ports network, with several super hubs and many multilevel hub ports, will be established, mainly serving transshipment and carrying out most of its business in the hub-spoke mode. This paper sums up a programming model, in which the elementary statistic units, cost and expense of every phase of any shipment are the straight objects, and the minimum cost of the whole network is taken as the objective. This is established based on a dynamic system to make out the hierarchical structure of the container ports network, i.e. the trunk hub and feeder hubs can be planned in a economic zone, then the optimal scale vector can also be obtained for all container ports concerned with the network. The vector is a standard measurement to decide a port's position and their scale distribution in the whole network.     

A genetic algorithm for the hub-and-spoke problem applied to containerized cargo transport

A genetic algorithm for the hub-and-spoke problem (GAHP) is proposed in this work. The GAHP configures a hub-and-spoke network with shuttle services for containerized cargo transport. For a fixed number of hubs, it determines the best network configuration of hub locations and spoke allocations that minimizes the total costs of the system. The GAHP has a simple individual structure with integer number representation, where spokes, their allocations, and hub locations are easily recognized. Due to the characteristics of the problem, which has fixed number of hubs, rearrangements should be performed after every process. The GAHP rearrangement process includes improvements of individual structures, resulting in an improved population. Before applying the GAHP to the container transport network problem, the algorithm is validated using the Civil Aeronautics Board data set, which is extensively used in the literature to benchmark heuristics of hub location problems. To illustrate an example of a hub-and-spoke network with shuttle services, a study case with 18 ports is analyzed.     

Cruise port centrality and spatial patterns of cruise shipping in the Asian market

This paper investigates the centrality of cruise ports in the Asian cruise shipping market while proposing the hubs and authorities centrality (HACC) metric as a directional synthesis of the hubs centrality and authorities centrality to explore cyclical and directional features of centrality in the cruise shipping network. With the development of the cruise shipping industry, research has been actively conducted with a particular focus on identifying the characteristics of hub ports. This paper employs social network analysis to investigate the HACC which is originally developed for analyzing the cruise port centrality problem. Empirical study implies that Ho Chi Minh City, Hong Kong, Nagasaki, Penang, Phuket, Port Klang, Shanghai, and Singapore (in alphabetical order) reflects particulars of cruise hub ports. One of the exceptional results of this paper is Ho Chi Minh City, Penang, Phuket, and Port Klang have demonstrated high HACC (refers to hub ports) while limited degree and betweenness centrality. In contrast, Busan and Keelung are not classified as hub ports.     

Dynamics of change in the port system of the western Mediterranean

The ports of Mediterranean basin have experienced significant growth in container traffic over the last decade. In the western Mediterranean two distinct types of port have emerged: the established ports of the northern part of the basin which serve a gateway function and a set of new ports in the south which act as transhipment hubs. In this paper we explore the dynamics of change and reveal how growth is driven by shifts in individual trades. While the hub ports are integrated into Asian pendulum services, the gateway ports are experiencing growth because of new direct services to Asia and North America. We suggest that the distinctions between the transhipment hubs and the gateway ports are becoming blurred, especially because the gateway ports are also assuming greater transhipment roles. We also explore whether this new dynamism in the Mediterranean ports is reversing the long-standing hinterland domination of the ports of the northern range. We demonstrate that the gateway ports of the western Mediterranean continue to serve local and regional markets, with very limited penetration north of the Alps and Pyrenees. This is due in part to difficulties with rail services but also because of the continued efficiency of the northern range ports and their hinterland connections. We suggest that in the short run, at least, little change is likely.     

船舶大型化对航运和港口的影响

目前订造中的7 500 TEU以上的船舶有100多艘。其中许多船舶将于2007年下水,投入亚洲-欧洲和跨太平洋贸易航线的营运。“超级集装箱船”(VLCS)正在坚定地从概念走向现实。超过8 000TEU的船舶的投入使用,对班轮公司、航运贸易和集装箱码头提出了新的挑战。班轮公司应该通过削减一组环线中的船舶数目、改变挂靠港和重新组织航运网络的规划途径来应对挑战。先进枢纽港应该通过开发新概念的港口装卸系统和新概念码头来应对挑战。超大型集装箱船舶挂靠的港口不能仅仅是简单的枢纽港,同时必须成为物流平台。     

基于混沌优化的港口集装箱运输网络优化

随着集装箱船舶大型化的发展,航运公司势必会尽可能的选择科学、合理的航线,以实现大型集装箱船的规模效益,降低单箱运输成本,从而获得更大的效益。这样集装箱港口出现了枢纽港与支线港的分离。本文以体现大型集装箱船的规模效益为前提,尝试将混沌优化这一理论应用到港口运输网络的优化中,寻找合理的港口集装箱运输线路及服务频率,为我国港口集装箱运输提供决策依据。     

从国际集装箱枢纽港建设看上海港发展前景

container shipping lines require hab ports to possess the fehowing conttions Drart of mafor conalner hub ports and their tlder differences some majer hub ports developttental programine eanctbore to be denned for the port of shunghml in the centext if international container transport comsiderahons of water depth for the international container hub port of shanghai conefesions to be drawn     

集装箱枢纽港的成长模式探讨

港口(码头)达到满负荷营运通常需要5年以上的时间。一般说来,港口越大,其成长速度就越快。那些率先取得竞争优势的港口能够成功地成为地区性枢纽港,而那些不能率先取得足够货运量的港口往往会成为中小型的支线港口。只有某些具备适当前提条件的港口才能成为地区性集装箱枢纽港。此外,港口要成为地区枢纽港,还需具备地理位置、硬件和软件方面的条件。     

Port system evolution – the emergence of second-tier hubs

Some evidence has emerged of second-tier hubs inserting themselves between hubs and feeder ports, producing a new hierarchy of port networks. This article aims to establish the dynamics of this process based on illustrative cases in Asia, South America, and Europe. Findings reveal spatial factors to include a cluster of small ports with minimal sailing distance within a given range, suitable channel and berth depth, and ideally high capacity inland links. From the economic perspective, demand-side factors include a local captive market and aggregated demand to be captured from other ports, while supply-side factors include diseconomies of scale at traditional hubs, an increase in direct services, an increase in large feeder vessels calling from first-tier hubs which are then transhipped to smaller feeders for serving local ports, and an increase in overland servicing of local smaller ports. From a strategic perspective, vertical and horizontal integration in the shipping sector has produced extensive network economies, whereby shipping lines look to create group-specific port hierarchies, enhanced in the presence of aggressive management strategies and supportive policies. This finding suggests that proactive port stakeholders can in certain circumstances seize the opportunity to capture this role within their port range.     

Optimal container ship size: a global cost minimization approach

ABSTRACT

Currently, the best container ship size in a service is determined mainly by the liner operator, considering only the economies of scale of ships. Its external diseconomies to the ports and shippers are usually not considered in the decision-making process, which may reduce the overall efficiency and lead to global nonoptimality. This study incorporates the cost to the shipping companies at the main lines, ports, and feeder services, as well as the external costs to shippers and ports in a hub-and-spoke network, and determines the best ship size and the number of weekly services to minimize the overall costs. The external cost to the shippers in the feeder ports is assumed to be proportional to the feeder cost, and a sensitivity analysis is provided. The maximum container ship size is estimated according to different levels of freight demand. A numerical analysis shows that the optimal size should be smaller than the current biggest container ships in service.     

Multicommodity network flow model for Asia's container ports

This paper seeks to develop a multi-commodity network model to analyse the flow of containers within the Asia Pacific context. The model is used to evaluate the impact of container throughput in Asia's port by varying terminal handling charges and turnaround time. The three main regions analysed are north-east Asia, east Asia (Chinese port region) and south east Asia. Using the model, it could be shown that Busan port, which is an important transhipment hub in north-east Asia, could boost the container activities in the north-eastern part of China by improving its service quality. It is also found that the efficiency of the land link between Hong Kong and mainland China plays a crucial role for the future of Hong Kong port. While Singapore port maintains its position as a transhipment hub in south-east Asia, there would be expected competition from neighbouring low costs ports.     

Multicommodity network flow model for Asia's container ports

This paper seeks to develop a multi-commodity network model to analyse the flow of containers within the Asia Pacific context. The model is used to evaluate the impact of container throughput in Asia's port by varying terminal handling charges and turnaround time. The three main regions analysed are north-east Asia, east Asia (Chinese port region) and south east Asia. Using the model, it could be shown that Busan port, which is an important transhipment hub in north-east Asia, could boost the container activities in the north-eastern part of China by improving its service quality. It is also found that the efficiency of the land link between Hong Kong and mainland China plays a crucial role for the future of Hong Kong port. While Singapore port maintains its position as a transhipment hub in south-east Asia, there would be expected competition from neighbouring low costs ports.     

合作成就东北亚枢纽港群

阪神地震成就了釜山这个东北亚国际集装箱枢纽港的地位,大小洋山深水港的逐步启用,将有可能使上海成为中国真正的国际集装箱枢纽港。在这种情况下,大连、青岛、天津就不只是釜山的喂给港,还将成为上海的喂给港,三港也就更难成为东北亚枢纽港。大连、青岛、天津环渤海湾三大港是否有可能联合起来,打造东北亚的国际枢纽港群,则是本文探讨的主题。     

Impact of scale increase of container ships on the generalised chain cost

In recent years, an increase in the size of the container ships could be observed. The question is how these larger ships will influence the total generalised costs from a port of loading to a destination in the European hinterland. The second question is whether a scale increase of the container ships on other loops, such as a loop from the United States to Europe, has the same impact on the generalised chain costs as on the loop from Asia to Europe. A derived question is which element of the total chain has the highest importance, and whether this balance varies as the ship size changes. In this article, a model is developed that allows answering the above research questions. The model is designed to simulate the cost of a complete loop of a container ship and of a chain that uses that same loop. For the chain cost simulation, the maritime part is determined by the loop. From the ports of loading and unloading, the port container handling and the hinterland transportation costs are also integrated. The model also allows calculating the total chain cost from a point of origin (either a hinterland region or a port) to a destination point (also a port or a hinterland region). An actual container loop of a container shipping company can be introduced in the model. An application is made to two existing container loops, namely from Asia respectively the United States to Europe. It turns out that changing ship does indeed lead to economies of scale, but also that the impact is larger on the Asia–Europe connection than on the US–Europe connection. Furthermore, the maritime component has the biggest share in the total chain cost, but as ship size increases, the shares start getting closer to each other. This research contributes to the existing literature in two ways. First of all, it quantifies the impact of the scale increase of container ships throughout the total chain. Second, this is done from a bottom-up engineering modelling approach.     

The role of dry port in hub-and-spoke network under Belt and Road Initiative

Dry port plays increasingly an important role in the integration of inland regions with seaports, and cross-border inland ports especially in the context of Belt and Road Initiative (BRI) originally proposed by China. This paper studies a logistics network connecting the inland regions by dry ports based on a two-stage logistical gravity model. First, a basic logistical gravity model is developed to analyze the radiated inland regions from dry ports, where the logistical quality of dry ports is calculated by principal component analysis. Second, considering mutual impacts among dry ports, seaports and cross-border inland ports, the influence of logistical gravity on the network is examined by using a coefficient based on the Ordered Weighted Averaging Operator in multi-attribute decision theory. An improved logistical gravity model is further developed to investigate the logistical connections among various ports (e.g. dry ports, seaports and cross-border inland ports; hub and feeder ports). Then, a hub-and-spoke network can be established. Dry ports are potential to connect to the Silk Road Economic Belt and the 21st-Century Maritime Silk Road. So a Chinese case is used to verify the proposed method. The strategies of embedding inland regions in the BRI are discussed based on the experimental studies.     

The evolution of containerization in East Asia

This paper examines the development and growth of container traffic in the Asia-Pacific region. It is hypothesised that containerization is losing its national character as the geography of container transport changes port hierarchies where only a few ports have become locationally favorable. The organizatioon of the paper is straightforward. First, the development and growth of container traffic in the Asia-Pacific region is examined in order to provide understanding of changes associated with containerization. Second, the role of selected Asian-Pacific ports as key economic players is reviewed, and container development in each port is analysed so as to measure the differences explaining the position of Asian-Pacific ports in the maritime system. Third, the degree of concentration and competition that exist among the container ports of the region is analysed with a view to evaluate what rate of expansion can be expected in the foreseeable future that will shape the network of the container market in the region. The paper concludes on a possible research agenda.     

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.     

国际集装箱船舶大型化对世界集装箱港口发展的影响

分析国际集装箱船大型化过程中和发展趋势以及大型化对集装箱港口发展的影响，指出我国的集装箱港口发展应适应需要，重点建设国际航运中心集装箱枢纽港，合理布局，形成完善的干线网络。     

Competition for transhipment containers by major ports in Southeast Asia: slot capacity analysis

Container ports in Southeast Asia accounted for an estimated 30.0% of the world's transhipment traffic in 2004. The share of the region's transhipment trade was forecasted to increase to 32.5% in 2015. The potential offered by this large and expanding market encouraged major container terminal operators located in Port Klang, Singapore and Tanjung Pelepas to compete intensively for this business by attracting major container shipping lines that operated along key east-west sailing routes to hub at their terminals.

This paper analyses the annual slot capacity connected to the three selected ports that was deployed by all the container shipping lines in 1999-2004. The data are computed and categorized based on shipping trade routes. The study aims to shed light on port competition in Southeast Asia for transhipment containers by an in-depth and quantitative analysis.

The analysis finds that competition from Port Klang and Tanjung Pelepas had a negative impact on Singapore's transhipment performance. Although Singapore continued to enjoy a dominant position as the premier transhipment hub in the region in terms of market share by both transhipment throughput and annualized slot capacity, the evidence suggested that its hold on the market appeared to be slipping, albeit gradually. Overall, Tanjung Pelepas is expected to pose the strongest challenge to Singapore's transhipment hub ambitions. Managerial implications for the ports are drawn.     

Studying port selection on liner routes: An approach from logistics perspective

The research aims to study the port selection in liner shipping. The central work is to set up a model to deal with port choice decisions. The model solves three matters: ports on a ship’s route; the order of selected ports and loading/unloading ports for each shipment. Its objective is to minimize total cost including ship cost, port tariff, inland transport cost and inventory cost. The model has been applied in real data, with cargo flows between the USA and Northern Europe. Afterwards, two sensitive analyses are considered. The first assesses the impact of a number of port calls on the total cost which relates closely to the viability of two service patterns: multi ports and hub & spoke. The second analyzes the efficiency of large vessels in the scope of a logistics network. The overriding result of this research is to indicate the influence of logistics factors in the decision of port choice. The research emphasizes the necessity to combine different factors when dealing with this topic, or else a result can be one-sided.