Costs, benefits and pricing of dedicated container terminals

In recent years three main trends have occurred in maritime and ports industries, mainly in those involved in containerised traffic: i) the lowering of ports tariffs; ii) the development of vertical and horizontal concentrations of port terminal operators; iii) the adoption of different forms of co-operation in order to face the increased competition of the market. Those trends are leading to a clear-cut division among great and small port operators, on market side, and to a greater differentiation of port services -not only on a spatial basis -in order to regain some profits. The increasing differentiation of port services arouses interests as it is involving the logistic supply chain. The paper aims at investigate those trends both on the theoretic and the practical point of view, mainly referring to European and Italian experience.

European Journal of Business and Management, 2013

Nowadays transporting cargo via containers are significant for every shipment. The movement of container involves multi modes to reach destination. In Malaysia, efficient transport networking systems are catalyst for container terminal in providing excellent services to their client. The paper focuses on the metamorphosis of the terminal efficiency and container movements at 6 major container terminals in Peninsular Malaysia. The aim is to analyse the efficiency of container terminals that contributes significant economic development in Peninsular Malaysia. Non parametric approach under frontier method is used to analyse panel data from 2003 to 2010 in relation with container terminal equipments and throughput. Result of the analysis shows no significant relationship between container terminal size and efficiency. Thus, efficiency is determined from allocation of resources efficiently by terminal operators and not by size of terminals.

Within this chapter, the container terminal, as the major interface between the waterside and landside container-logistics sector, is introduced. At first, in Sect. 2.1, the container-logistics sector-including its development, its transport objects and its modes of transportation-is described. Afterwards, in Sect. 2.2, the container terminal along with its functions, related subsystems and equipment is presented. Thirdly, the assessment of container terminals by means of design and performance figures is explained in Sect. 2.3. In Sect. 2.4, an overview is given on planning problems that arise at seaport container terminals. Finally, some concluding remarks about this chapter are made.

Transport Reviews, 2012

Transportation Research Part E-logistics and Transportation Review, 2009

This study addresses the storage arrangement of transshipment containers on a container yard, in order to carry out efficiently the ship handling operations at a terminal where mega-containerships call. An optimization model is specified to investigate the flow of containers from the mega-containership to feeder ships using intermediate storage at the yard. A heuristic based on the lagrangian relaxation is formulated. The quality of the heuristic approach is tested in a number of experiments. In the experiments, various situations are analyzed with respect to mega-containership arrival rates, some strategies for stack arrangements and terminal layouts.

24th International Conference on Production Research, 2017

European maritime ports play a fundamental role in maritime transport of containers. One of the more common problem of these ports is related to the berth congestion; in these cases solutions recommended by industry officials is to expand terminal capacity; when this solution is not available the 'Dry port' represents an effective alternative. The dry port is an external area directly connected with one or several seaports by rail and/or road transport. The adoption of a dry port leads to benefits on terminal congestion; depending on the distance of the dry port from the port as well as on the amount of containers stocked in the dry port area, the transport of the containers from port to dry port requires resources. In this paper, a model that allows optimizing the inter-/ intra-terminal flows of the containers is proposed. The model aims at the minimization of costs and environmental impact due to the handling of containers. A full case study concerning a multi-terminal maritime system located in Port of Bari is developed.

2016

Introduction The ECLAC port and terminal energy consumption survey is the most comprehensive and relevant analysis of this issue both in Latin America and abroad. The data that it provides has made it possible to examine the trends and detailed structure of energy consumption and of efficiency measures in cooperation with the public and private sectors. It also contributes to formulating energy efficiency strategies and policies in the future. This issue of the FAL Bulletin was authored by Gordon Wilmsmeier and Thomas Spengler, both of whom are with the Infrastructure Services Unit of the Economic Comission for Latin America and the Caribbean (ECLAC) in the framework of cooperation between ECLAC and the German Agency for International Cooperation (GIZ). For further information, please contact gordon.wilmsmeier@cepal.org.

In the last four decades the container as an essential part of a unitload-concept has achieved undoubted importance in international sea freight transportation. With ever increasing containerization the number of seaport container terminals and competition among them have become quite remarkable. Operations are nowadays unthinkable without effective and efficient use of information technology as well as appropriate optimization (operations research) methods. In this paper we describe and classify the main logistics processes and operations in container terminals and present a survey of methods for their optimization.

2019

Containerships are getting bigger (wider, longer and taller). Realizing the benefits of increasing containership size requires full capacity utilization to justify the high capital investment. Major container ports have not been able to increase the necessary productivities corresponding to the increase in ship size. Keeping up with the new vessel size discharge (import) and load (export) (D&L) technology requirements to service the large containerships have led the liner industry to form alliances that maximize carrying capacity and to call multiple ports per voyage to maintain schedule integrity. Evidence indicates that large containerships’ round-trip voyage times have increased substantially. The authors find that large containerships exhibit more time at the pier for D&L operations due to their large dimensions, notably the beam size. Each increase in beam size increased port time by 4.5 hours, and the increase in the number of ports of call by one percent increased port time b...