A logistics and supply chain management approach to port performance measurement

Although there is widespread recognition of the potential of ports as logistics centres, widely accepted performance measurements for such centres have yet to be developed. The essence of logistics and supply chain management is an integrative approach to the interaction of different processes and functions within a firm extended to a network of organizations for the purpose of cost reduction and customer satisfaction []. The logistics approach often adopts a cost trade-off analysis between functions, processes and even supply chains []. This approach could be beneficial to port efficiency by directing port strategy towards relevant value-added logistics activities. This paper seeks to show that through conceptualizing ports from a logistics and supply chain management approach, it is possible to suggest a relevant framework of port performance. A proposed framework is tested in a survey of port managers and other international experts.     

A logistics and supply chain management approach to port performance measurement

Although there is widespread recognition of the potential of ports as logistics centres, widely accepted performance measurements for such centres have yet to be developed. The essence of logistics and supply chain management is an integrative approach to the interaction of different processes and functions within a firm extended to a network of organizations for the purpose of cost reduction and customer satisfaction [1]. The logistics approach often adopts a cost trade-off analysis between functions, processes and even supply chains [2]. This approach could be beneficial to port efficiency by directing port strategy towards relevant value-added logistics activities. This paper seeks to show that through conceptualizing ports from a logistics and supply chain management approach, it is possible to suggest a relevant framework of port performance. A proposed framework is tested in a survey of port managers and other international experts.     

Port-centric logistics,dry ports and offshore logistics hubs: strategies to overcome double peripherality?

Scotland's low accessibility is reflected in the limited share of Scottish unitised freight traffic coming through Scottish ports. This paper will discuss site development strategies to overcome Scotland's double peripherality (i.e. both physically and institutionally) by restructuring transport chains of large shippers through new corridors. Three competing logistics concepts will be discussed, beginning with the existing load centre terminal that provides direct access to the distant main ports. Second, port-centric logistics based at Scottish ports, and finally, offshore port-centric logistics utilising maritime links to a port-based distribution centre in Zeebrugge. The paper has two interlinked aims. First, to provide a firm theoretical grounding for recent maritime transport geography concepts, which has been lacking in the literature. This will be achieved by examining peripherality and responses to this by states at different scales, thus exploring how the three concepts in this paper can be viewed as attempts at spatial fixes of mobile capital. The second aim develops out of the first, and will explore how the perspective of space is treated in maritime geography as compared with other areas of geography. As a result, the paper pursues a cross-disciplinary approach by utilising theory from economic geography and political geography.     

A game-theoretical approach for modeling competitions in a maritime supply chain

ABSTRACT

To accommodate the structural changes in logistics, competitions along a maritime supply chain are more intensive than before. This paper adopts a two-stage noncooperative game-theoretical approach to model the horizontal and vertical interactions among liners and ports. In the first stage, Bertrand game is applied to model the interactions between two liners. When the shipping line decides which port to call, a multinomial Logit model is applied. In the second stage, Bertrand game is applied to model the competitions between two ports. Nash equilibrium is derived by solving the Bertrand games. A numerical example is provided as a case study.     

Risk assessment framework for exposure of cargo and ports to natural hazards and climate extremes

There is an increase in risks and catastrophic losses in maritime transport including ports and cargo. Significant losses have been associated with large scale natural hazards, such as earthquakes, tsunami, cyclones, and other extreme weather events. This paper identifies the main gaps in understanding maritime risks in transportation research. The gaps are attributed to insufficient empirical work available from the maritime transport and logistics research community to guide multi-risk and natural hazards impact assessment on seaport and cargo. In addition, disaster studies communities have barely made adequate efforts to understand and assess port and cargo risks arising from multi-hazards and disaster events. This paper examines existing conceptual frameworks concerning exposure and risk assessments of natural catastrophe’s impacts. Furthermore, the paper identifies trends and gaps in risk assessment frameworks in the field of disaster studies that can be beneficial for maritime risk research. The authors propose a new risk assessment framework that can guide future research and multi-hazard risk assessment processes at different scales of maritime risks.     

Comparative analysis of port competency requirements in Vietnam and Korea

ABSTRACT

Much research has been conducted recently on the changing role of ports in the context of international logistics and supply chain management focusing on issues such as port efficiency and competitiveness. However, little research has been found on the critical aspect that contributes to making a port efficient and effective, especially, in the new era: the port human capital. As seaports play a critical role in the supply chain, it is thus important that the port personnel possess necessary competencies to contribute to port efficiency and turn the port into an effective supply chain partner. In this paper, this research issue is explored through a conceptual model of competencies and validated empirically by a survey with port executives in Vietnam and Korea. As a result, important managerial insights are drawn to the design and implementation of human resource development policy for ports.     

Knowledge management for maritime logistics value: discussing conceptual issues

This paper introduces the concept of maritime logistics value as one of the most significant strategic goals that maritime operators want to achieve. The value is reflected in operational efficiency (e.g. reducing lead time and business costs) and service effectiveness (e.g. flexibility, responsiveness and reliability in the service). Drawing from key theories and practices in strategic management such as knowledge-based perspective and social network embeddedness perspective, this paper adopts a knowledge management strategy as a way to create and sustain the maritime logistics value. A conceptual framework is established for the exploration of the way to acquire knowledge and the effectiveness of the acquired knowledge in maximising the maritime logistics value. Following the parameters of this framework, the positive relationship between social networks, knowledge acquisition and maritime logistics value is identified, and its relevant theoretical and practical implications are discussed.     

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。     

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.     

Why are maritime ports (still) urban,and why should policy-makers care?

Despite ongoing transformations in the maritime transportation industry and the rise of global supply chain systems, most of the world's important container ports remain urban. Ports continue to occupy urban spaces, are embedded in localized knowledge systems, draw on urban labour markets and infrastructure and are subject to local politics and policy concerns. We identify contemporary geographic theories which help us understand the often increasingly urban attachment of core economic activities despite globalization. We explore how these theories may apply to port studies, highlighting both how they have been used by maritime scholars to this point and also why further development and application are warranted. We argue that a central concern of these geographic theories is the articulation of place- and sector-specific processes operating at a variety of spatial scales. This is in contrast to most maritime studies which continue to be dominated by perspectives which emphasize the global logic of the transportation industry and the analysis of space in generalized and abstract terms. We conclude that a re-appreciation in maritime studies of urban economic processes, informed by geographical theory, will provide policy-makers and others with more understanding of why deep connections between ports and urban places still matter.     

基于供应链思想的第四代港口概念特征及发展策略研究

与第一、二、三代港口不同,第四代港口从强调自己是一个“物流中心”,转变为强调是供应链中的一个环节,为此,有必要研究基于供应链管理思想的第四代港口的若干问题。在给出具有供应链管理特征的第四代港口的定义的基础上,提出了港口与供应链关系的演进模型,指出港口与供应链关系发展经历了分离（即相互独立）、整合（即形成港口物流服务链,为制造业供应链提供高效的增值服务）和嵌入（即港口被嵌入到制造业供应链中）三个阶段。应对供应链管理的要求,第四代港口应具有与前三代港口不同的差异化、精益化和敏捷化特征。基于上述分析,第四代港口的发展策略应为,主动整合并构建自身的供应链和与供应链核心企业联合等。     

The impact of port and trade security initiatives on maritime supply-chain management

The fundamental objective of the Container Security Initiative (CSI) is to engage both so-called 'mega-ports' (ports sending the highest volume of ocean going container traffic into the US) and the national governments where these ports are located in a way that will facilitate the pre-screening of outbound containers destined to the US. The emerging issue of security as a key factor in global supply chains can be perceived as inconsistent with the objective of facilitating international trade (Dulbecco and Laporte, 2003). However, this perception does not stand up to analysis. Security is an evident part of the mainstream supply-chain paradigm while security can also become a driver for trade facilitation. The purpose of this paper is therefore to discuss the impact of the US CSI on maritime supply chains. The first section will mostly be related to the issue of security and supply chains while the second section will investigate CSI and its impact while exploring some of the financing implications of the security initiative.     

Ports as elements in value-driven chain systems: the new paradigm

This paper argues that, with the rapid and pervasive restructuring of supply chains and of the logistics pathways in which ports are embedded, existing paradigms no longer offer adequate insights into the functions of ports or port authorities. Rather, ports must now be seen as elements in value-driven chain systems or in value chain constellations. They deliver value to shippers and to third party service providers; customer segmentation and targeting is on the basis of a clearly specified value proposition; and the port captures value for itself and for the chain in which it is embedded. The role of ports and port authorities, and the way in which they position themselves in the new business environments beyond 2001 must be defined within a paradigm of ports as elements in value-driven chain systems, not simply as places with particular, if complex, functions.     

Ports as elements in value-driven chain systems: the new paradigm

This paper argues that, with the rapid and pervasive restructuring of supply chains and of the logistics pathways in which ports are embedded, existing paradigms no longer offer adequate insights into the functions of ports or port authorities. Rather, ports must now be seen as elements in value-driven chain systems or in value chain constellations. They deliver value to shippers and to third party service providers; customer segmentation and targeting is on the basis of a clearly specified value proposition; and the port captures value for itself and for the chain in which it is embedded. The role of ports and port authorities, and the way in which they position themselves in the new business environments beyond 2001 must be defined within a paradigm of ports as elements in value-driven chain systems, not simply as places with particular, if complex, functions.     

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.     

经济全球化与港口第三方物流发展战略

经济全球化以后 ,港口物流业迎来了快速发展的机遇 ,港口将从传统的运输中心转变为物流中心。从港口物流发展的趋势出发 ,认为在传统业务利润空间不断减小的情况下 ,第三方物流是港口发展的新方向 ,并提出了相关政策建议     

Maritime security guidelines: a study of Swedish ports’ perceived barriers to compliance

ABSTRACT

Due to the constant risk of piracy and terrorist attacks which cause disturbances within international shipping of goods, barriers to the adoption of maritime security guidelines (MSGs) at European ports have become prevalent. In this paper, a conceptual framework was created to explore the perceived barriers that prevent compliance with MSGs. To verify the conceptual framework, empirical data were collected using a mixed-methods approach, which was comprised of interviews with national experts and a survey of 47% of Swedish ports involved in the shipping of goods. According to the presented framework, the perceived barriers of Swedish ports to compliance with MSGs were linked to collaborations within the Swedish Maritime Security stakeholder network, available resources and educational knowledge about security culture. In addition, the perceived barriers of smaller ports were linked to the adaptation to MSGs at different levels and the absence of specific tools of maritime security management. Due to an increased interest in international shipping of goods, this paper is currently one of few that addresses the barriers to compliance with MSGs. Moreover, the paper presents a general conceptual framework, novel managerial implications and recommendations for future research.     

Ports,external costs,and Northern Italian transport network design: effects for the planned transformation

Modern ports need to be inserted in an efficient network in order to exploit all their potential, positively affecting both the efficiency of the local markets and the external costs of the served industries. Moreover, the role of the ports within the whole supply chain is affected by the location and the organization of intermediate facilities—such as logistics parks or inland ports—that heavily influence both the effectiveness of the logistics corridors and the externalities generated by the transport industry. New and adequate infrastructures can then reduce congestions, pollution, and accidents smoothing the whole logistics chains. The proposed study aims at discussing the effects in terms of rail share of the different planned interventions that are aimed at increasing the rail capacity of the network under investigation. In order to achieve this goal, a network optimization model has been solved by the optimizer solver of a spreadsheet. Outcomes can be used in order to improve current transport policies that might foster a more efficient and less impacting hinterland transport solution.     

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.     

Impact of the container security initiative on Taiwan's shipping industry

This paper evaluates the impact of risk factors from the container security initiative on Taiwan's shipping industry by employing a risk management matrix to identify the severity and frequency of CSI risk factors, and discovers some appropriate risk management alternatives. This paper's findings are as follows: (1) The majority of risk factors have a moderate-risk level, and possible alternative risk management measures include risk prevention, self-retention and insurance. (2) Ensuring a balance between the efficiency of maritime logistics and supply chain security is of vital importance to any trading countries dealing with security risk issues. (3) The government should encourage the private sector to design and market security hardware and software, which will promote the growth of the domestic security industry and generate employment opportunities.