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.     

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.     

Supply and demand for the Eastern Canadian Arctic Sealift

The annual sealift of cargo to the Canadian Arctic has long been an essential part of the livelihood of Inuit communities. Over the past two decades, many structural changes were brought to this service and the demand has grown substantially. This paper aims to provide a better understanding of these changes by analysing demand and supply for Eastern Canadian Arctic sealift services. This analysis is based on Canadian Coast Guard vessel movement data and Statistics Canada port traffic data. It reveals that between 1987 and 2010, continuous and extreme variations in demand made it quite difficult for ship operators to adjust carrying capacity and optimise productivity. Yet, the recent industrial and population growth in the region has enabled them to reach significant gains in fleet utilisation levels.     

Freight forwarders speak: the Perception of Route Competition via Seaports in the European Communities Research Project. Part 1

This paper, in two parts, reports on the Perception of Route Competition via Seaports in the European Communities Research Project wherein a total of 72 interviews were held in 11 European countries. Respondents were also asked to fill in a questionnaire, and it is these questionnaire findings that are reported in this first part of the paper. These is a perhaps surprisingly widespread belief that frequency of shipping service is a main reason for choice of seaport in cargo movement. Time on the route and labour problems at ports are major concerns of freight forwarders whose minds are powerfully imbued with the spirit of free enterprise(absence of governmental or other planning agency intervention). Among other major conclusions are a preference for 'delivered price' consignments and the belief in the importance of port charges in route determination (see table 2 for summary of major conclusions).     

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.     

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.     

Ranking of factors contributing to higher performance in the ocean transportation industry: a multi-attribute utility theory approach

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.     

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.     

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.     

基于聚类的港口吞吐量预测方法及其适用性分析

在统计分析历史数据的基础上,选取港口吞吐量、GDP值等指标,采用SPSS统计分析软件中的层次聚类分析法,将我国具有代表性的港口按照吞吐量增长规律分成平稳增长型、加速增长型和波动增长型3类。然后选择时间序列法、回归分析法、灰色模型理论和神经网络模型法,对不同类型的港口吞吐量预测的适用性进行了理论分析。最后以上海港和镇江港为实例进行计算,并对不同预测方法的适用性进行了验证。     

港口岸线资源综合评价方法研究及其应用

根据港口岸线资源的自然和社会属性及港口设计规范的要求,构建了以自然环境、资源和社会条件为主要因素的港口岸线资源综合评价指标体系,并结合专家打分法和熵值法确定各项指标权重,最后应用评价多目标决策计算方法获得港口岸线资源优劣的综合评分和理想港口贴近度的评价结果。将该方法应用于福建省港口岸线资源评价,为港口岸线资源合理保护和开发利用提供技术支撑。     

Evaluation of factors for carrier selection in the China Pearl River delta

The efficient integration of logistics modes is critical for international cargo shipping. The local transportation connecting to the export port then plays a vital role in such integration. This paper investigates the problems of carrier selection in the China Pearl River delta area, with respect to international shipping. The analytical hierarchy process (AHP) model is constructed based on a comprehensive industrial interviews and statistical analysis. Rather than simply ranking the given alternatives, we use AHP is used to analyse the weakness and strength of impacting factors in carrier selection. The model is implemented under different types of shipper. Seven criteria are statistically summarized from the questionnaire for evaluating eight different modes. The results are useful to those liner companies serving the PRD region in relationship to port selection and fleet deployment.     

Evaluation of factors for carrier selection in the China Pearl River delta

The efficient integration of logistics modes is critical for international cargo shipping. The local transportation connecting to the export port then plays a vital role in such integration. This paper investigates the problems of carrier selection in the China Pearl River delta area, with respect to international shipping. The analytical hierarchy process (AHP) model is constructed based on a comprehensive industrial interviews and statistical analysis. Rather than simply ranking the given alternatives, we use AHP is used to analyse the weakness and strength of impacting factors in carrier selection. The model is implemented under different types of shipper. Seven criteria are statistically summarized from the questionnaire for evaluating eight different modes. The results are useful to those liner companies serving the PRD region in relationship to port selection and fleet deployment.     

基于AHP-RS的沿海都市带主要港口评价实证分析

区域港口群资源整合已成为当前航运业发展热点之一,文章从港口规模角度,研究区域范围意义下的主要港口评价问题。以改进后的港口吞吐量和集装箱吞吐量指标为基础,构建区域范围意义下的主要港口评价指标体系,以国内外沿海都市带为例,运用AHP-RS法对都市带内主要港口进行相关评价分析。为客观认识和评价港口自身相对规模水平提供参考,也为沿海都市带框架下的区域港口群有序规划发展提供了依据和思路。通过实例验证了AHP-RS综合评价法在港口评价应用中的科学有效性,值得进一步推广。     

Towards port infrastructure adaptation: a global port climate risk analysis

In this paper, a new concept of “port climate risk exposure function along the sea–land boundary axis” is introduced as a critical component towards port adaptation. This concept derived from a global survey which was conducted over 29 countries to assess perceived climate risks to port infrastructure from relevant experts. The methodology used 48 climate scenarios developed based on existing data. Ultimately, this paper serves as a global climate risk indicator to guide further adaptive initiatives in ports.     

云浮港总体规划

云浮港属于典型的山区型内河港口。通过对云浮港现状特点及存在问题进行分析研究,提出云浮港总体规划的思路及措施,从而研究云浮港空间布局规划方案,为同类型港口的规划工作提供借鉴。     

充分利用黄金水道大力发展长江港口

概述长江港口发展的基本情况,总结其发展的基本思路,分析在港政管理体制、港口企业法人治理结构、岸线规划使用、港口通过能力、航道建设整治、港口建设投资、港口法制化建设、软环境建设等诸多方面存在的问题,提出了充分利用长江黄金水道,大力发展长江港口的建议.     

江苏沿海港口吞吐量影响因素及预测分析

目前江苏沿海地区综合开发已上升到国家发展战略层面,沿海港口建设正在迅猛开展。港口吞吐量的预测对于港口的建设有着极其重要的意义。以港口和腹地之间的互动关系为出发点,分析了可能影响江苏沿海港口吞吐量的若干因素,采用主成分分析法提取了过去10年影响港口吞吐量的最关键因素,剖析了江苏港口发展的内在影响机理,并提出了基于影响机理的预测模型。最后使用模型对江苏港口吞吐量进行验证分析,模型为江苏沿海港口新一轮发展提供了有力的数据支撑。     

基于仿真建模的综合港区道宽规模和闸口数量规划研究

合理规划港区闸口通道数量和道路宽度是保证整个港区集疏运顺畅的关键因素。首先对码头闸口系统的作业特点和道路通行能力进行研究,定性分析并给出了闸口通道数量和道路通行能力相关参数的理论计算公式。然后利用计算机仿真技术,结合离散事件动态理论、排队论及交通流理论,建立了港区码头闸口通道数量及道路宽度仿真复合模型,并针对实际案例进行仿真试验研究。研究方法对提高港区规划设计水平有一定的参考意义。