This document discusses changes in maritime freight transport and their impacts on ports. Key changes include containerization, larger ships, the emergence of global supply chains, and the rise of transshipment hubs. These changes have increased competition between ports and weakened individual ports' bargaining power. They have also shifted focus from port performance to overall supply chain performance and connectivity. As a result, ports have become more replaceable elements within supply chains.
Contributions to the Study of PPPs in the Portuguese Port Sector: the Alcânt...Cláudio Carneiro
The document discusses the need for investments in the Alcântara Container Terminal (ACT) in Portugal to modernize infrastructure and equipment in order to remain competitive. The ACT terminal is seeking new investments before its concession agreement expires in 2015. The growth of container shipping has increased demands on ports, requiring deeper berths and larger cranes to accommodate newer, bigger vessels. For the Port of Lisbon and ACT to attract more deep sea traffic, the terminal will need to increase its container handling capacity.
IC WASET -NewYork 2020 Virtual Container Yard Assessing the Perceived Impact...CINEC Campus
This document discusses the concept of a Virtual Container Yard (VCY), which aims to reduce costs associated with empty container repositioning through container exchanges between shipping carriers. However, carriers have been reluctant to engage in container exchanges due to perceived legal implications. The document investigates these perceived legal implications through a literature review and statistical analysis of container transport processes and imbalances. It aims to identify barriers related to the shipping, warehouse, network, and trading aspects of container transport that could influence implementation of a VCY concept based on container exchanges between carriers.
This document provides an evaluation of Mississippi's ports and waterways to develop container-on-barge (COB) operations on the scale of major rail and highway corridors. It finds that COB services are viable and sustainable if there is an international gateway port, significant upstream economic activity, and reliable scheduled services. The most sustainable COB services on the Mississippi are integrated into larger bulk barge operations, benefiting from economies of scale. The report analyzes the state's ports and waterways systems and the roles of individual ports in supporting COB development. It maintains the Mississippi has the potential to develop full-scale COB operations comparable to major trade corridors.
The document discusses the need for greater integration between rail transport and ports to better serve landlocked countries. It notes that landlocked countries face high transportation costs and lack of competitiveness due to issues like inadequate infrastructure connectivity to ports, poor transit times, and cumbersome administrative procedures. Specifically, the document calls for railways and ports to work more closely together through coordinated investment planning, harmonized operations, and joint marketing to improve infrastructure, increase efficiency, and reduce logistic costs for landlocked countries.
This paper investigates the determinants of maritime bilateral trade between 11 countries using an augmented gravity model. The model finds that as port efficiency increases, measured by container port traffic, the exporting country's trade value increases. Distance shares a negative relationship with trade as expected, while GDP shares a positive relationship. The paper's model attempts to explain trade values using variables like port infrastructure quality, customs procedures, and maritime connectivity indices, though some variables show multicollinearity issues.
This document discusses connectivity in the Greek coastal shipping system. It defines connectivity as the availability of transport enabling people and goods to reach destinations at reasonable cost. It evaluates the Greek coastal shipping system, which connects about 100 islands and 200 ports, and faces challenges from fuel costs, seasonality, and uncertainties. The assessment of connectivity must measure key performance indicators and obtain user input. Connectivity is assessed using indicators for passenger ferry services and islands' transport needs. Recommendations include reviewing minimum connection requirements and subsidized lines, and conducting independent studies on connectivity and transport strategies.
As per the recent study of World Bank, India’s logistics cost is one of the highest in the world. According to this study, developing countries’ logistic cost is 6% to 8% of total value of goods but India’s logistics cost is estimated 14%, which is comparatively quite high. However, there is no one specific factor but various factors such as increased congestion cost, high transaction cost etc that are responsible for it.
Transportation services are very necessary for various requirements. Transportation or shipping of vehicles, things and also for other commercial purposes and of course the public transportation is so vital these days. You’ll get here the possible shortcomings or challenges or troubles that can be the issue for transportation service of any kind. The issues are traffic congestion, Parking difficulties, Environmental causes etc.
Contributions to the Study of PPPs in the Portuguese Port Sector: the Alcânt...Cláudio Carneiro
The document discusses the need for investments in the Alcântara Container Terminal (ACT) in Portugal to modernize infrastructure and equipment in order to remain competitive. The ACT terminal is seeking new investments before its concession agreement expires in 2015. The growth of container shipping has increased demands on ports, requiring deeper berths and larger cranes to accommodate newer, bigger vessels. For the Port of Lisbon and ACT to attract more deep sea traffic, the terminal will need to increase its container handling capacity.
IC WASET -NewYork 2020 Virtual Container Yard Assessing the Perceived Impact...CINEC Campus
This document discusses the concept of a Virtual Container Yard (VCY), which aims to reduce costs associated with empty container repositioning through container exchanges between shipping carriers. However, carriers have been reluctant to engage in container exchanges due to perceived legal implications. The document investigates these perceived legal implications through a literature review and statistical analysis of container transport processes and imbalances. It aims to identify barriers related to the shipping, warehouse, network, and trading aspects of container transport that could influence implementation of a VCY concept based on container exchanges between carriers.
This document provides an evaluation of Mississippi's ports and waterways to develop container-on-barge (COB) operations on the scale of major rail and highway corridors. It finds that COB services are viable and sustainable if there is an international gateway port, significant upstream economic activity, and reliable scheduled services. The most sustainable COB services on the Mississippi are integrated into larger bulk barge operations, benefiting from economies of scale. The report analyzes the state's ports and waterways systems and the roles of individual ports in supporting COB development. It maintains the Mississippi has the potential to develop full-scale COB operations comparable to major trade corridors.
The document discusses the need for greater integration between rail transport and ports to better serve landlocked countries. It notes that landlocked countries face high transportation costs and lack of competitiveness due to issues like inadequate infrastructure connectivity to ports, poor transit times, and cumbersome administrative procedures. Specifically, the document calls for railways and ports to work more closely together through coordinated investment planning, harmonized operations, and joint marketing to improve infrastructure, increase efficiency, and reduce logistic costs for landlocked countries.
This paper investigates the determinants of maritime bilateral trade between 11 countries using an augmented gravity model. The model finds that as port efficiency increases, measured by container port traffic, the exporting country's trade value increases. Distance shares a negative relationship with trade as expected, while GDP shares a positive relationship. The paper's model attempts to explain trade values using variables like port infrastructure quality, customs procedures, and maritime connectivity indices, though some variables show multicollinearity issues.
This document discusses connectivity in the Greek coastal shipping system. It defines connectivity as the availability of transport enabling people and goods to reach destinations at reasonable cost. It evaluates the Greek coastal shipping system, which connects about 100 islands and 200 ports, and faces challenges from fuel costs, seasonality, and uncertainties. The assessment of connectivity must measure key performance indicators and obtain user input. Connectivity is assessed using indicators for passenger ferry services and islands' transport needs. Recommendations include reviewing minimum connection requirements and subsidized lines, and conducting independent studies on connectivity and transport strategies.
As per the recent study of World Bank, India’s logistics cost is one of the highest in the world. According to this study, developing countries’ logistic cost is 6% to 8% of total value of goods but India’s logistics cost is estimated 14%, which is comparatively quite high. However, there is no one specific factor but various factors such as increased congestion cost, high transaction cost etc that are responsible for it.
Transportation services are very necessary for various requirements. Transportation or shipping of vehicles, things and also for other commercial purposes and of course the public transportation is so vital these days. You’ll get here the possible shortcomings or challenges or troubles that can be the issue for transportation service of any kind. The issues are traffic congestion, Parking difficulties, Environmental causes etc.
This document provides an overview of intermodal transportation and its impact on the North Texas region. It defines intermodal transportation as a transportation system that connects separate modes to allow passengers or freight to complete a journey using more than one mode. The document then examines the key functions and advantages and disadvantages of intermodal transportation. It explores how intermodal transportation plays a key role in the economic development of North Texas by enabling it to become a major logistics hub.
Economic impact of inland waterways TransportEmad Logistics
This document discusses the economic impact of inland waterway transport. It begins with an abstract noting that waterways are underutilized while road and rail traffic is increasing, leading to problems like pollution, congestion, and high fuel costs. The document then provides a table of contents and lists abbreviations. It goes on to discuss the research problem and questions, which focus on quantifying the economic benefits of using inland waterways more. The document finds that inland water transport is very cost-effective compared to road and rail, and that greater utilization of waterways could save on transportation costs and reduce environmental impacts.
Gabon Corridors Performance Evaluation: New Strategic Approach Based-Supply C...World-Academic Journal
This paper is aimed at evaluating Gabonese corridors’ supply chain and transport logistics efficiency. The main purposes of this paper are to: (a) carry out investigations and develop enabling environment strategies; (b) suggest a strategy for boosting investment to ameliorate efficiencies. The scope of the measurement includes: supply chain efficiency (corridor infrastructure; enabling environment; stakeholders; the transport industry) and transport logistic. The principal objective of this study is to help the Gabonese Government in developing the strategic plan for the Gabonese corridors. Results from the present study obviously show that the inter-connection between the enabling environment (road, transport industry services, port and rail transport infrastructure, and the level of services) available to stakeholders have all combined to have an unfavorable effect on transport logistics services in the Gabonese corridors.
Utilisation of transport capacities and opportunity to mitigate negative envi...Vilkelis
The document discusses strategies for reducing the negative environmental impacts of logistics operations through better utilization of transport capacities. It analyzes current inefficiencies like high rates of empty truck kilometers. The key strategies proposed are: 1) Increasing use of low-emission transport and intermodal solutions. 2) Optimizing transport capacity utilization through consolidation centers and multi-user warehouses. 3) Redesigning distribution networks to reduce the number of transition points and increase distances between terminals to enable more intermodal transport.
The document summarizes the development of regulations applying to container shipping in the EU from Regulation 4056/86 to Regulation 1419/2006. It discusses key decisions by the European Commission that challenged the carriers' broad interpretation of antitrust immunity and pushed for reforms. The Commission progressed from tacitly accepting the industry's special status to concluding the block exemption itself was unnecessary. Regulation 1419/2006 eliminated liner conferences but issues remain regarding globally consistent regulation of the oligopolistic industry.
This paper examines the need for a 3G intermodal system in the United States. Recognizing that intermodal is a broadly used term, this paper is written in the context of the international container port and the intermodal infrastructure and offerings serving it.
This document provides an overview of transportation systems and carrier selection. It discusses the economic role of transportation, the basic modes of transportation including their characteristics and market share, and the carrier selection process. Key factors in carrier selection are discussed such as cost, transit time, reliability, and capability. Legal classifications of carriers including common, contract, and private carriers are also overviewed.
The EU has abolished liner conferences, which had allowed shipping companies to fix prices and capacities on routes to and from the EU. This repeal of the Block Exemption is expected to lead to more competition in the liner shipping market. In the short term, prices may fluctuate more as the market adjusts without conference coordination, but over the long run competition is expected to put downward pressure on prices overall. Analysts disagree on whether price volatility will increase or remain similar to other industries without conferences setting prices.
The factors that influence the collaborative behaviour of Shipping LinesCINEC Campus
The document discusses collaborative behavior among shipping lines with respect to container interchange. It proposes that container repositioning costs, which total $20 billion annually, could be reduced by 19% through a virtual container pool (VCP). The VCP would involve multiple carriers pooling information on empty container stocks and borrowing or lending containers to address shortages and surpluses. While equipment interchange agreements exist among carrier alliances, the feasibility of broader collaboration is examined. A survey found carriers agree collaboration could help address empty container imbalances. Hypothetical models showed collaboration savings from a VCP of $17.5 billion annually, or a 19.29% reduction in repositioning costs. However, some container types may face barriers to interchange
IC WASET Tokyo-Japan 2019 The Virtual Container Yard Identifying the Persuas...CINEC Campus
The document discusses the concept of a virtual container yard (VCY) as a solution to the global problem of container inventory imbalance. It proposes that carriers could interchange excess empty containers to fill deficits, reducing costly empty repositioning. However, carriers currently do not regularly interchange containers, even within alliances. The document aims to identify factors that could persuade carriers to implement a VCY. It reviews literature on container interchange and identifies potential influencing factors, such as operational, legal, and competitive issues. The key challenge for carriers is balancing container supply and demand given trade imbalances.
The document summarizes South Africa's national freight logistics strategy and identifies several inefficiencies and challenges within the country's freight transport system. It notes issues like infrastructure shortfalls, inappropriate institutional structures, skills deficiencies, and outdated regulations. Specifically, it points to problems with the rail network being 35 years behind modern technologies and experiencing reliability issues. It also highlights challenges facing South Africa's ports, including poor design, lack of investment, and low productivity compared to international standards. The document advocates for implementing the national strategy to address these issues and promote sustainable growth of South Africa's freight transport sector.
The role of ports has changed profoundly in the last two decades because of the strategies
initiated by Supply Chains, but also because of the strategies developed by terminal operators and shipping
lines.
The goal of our research is to put in perspective the possibilities of relational integration of ports Moroccans
Supply Chains, and to show how this integration could have a positive impact on their triptychs "Costs, Quality,
Deadlines"
The Port of Prince Rupert in British Columbia, Canada is strategically located on the north coast as the closest North American port to Asia. It has seen rapid growth in container traffic in recent years, with volume increasing 13.8% in 2014. In 2015, container traffic through July had increased 30.73% compared to the same period in 2014. This significant growth is attributed to congestion at ports on the US west coast during labor disputes, with some shippers choosing to permanently route cargo through Prince Rupert due to reduced travel time from Asia and ease of operations. The port handles various bulk commodities important to Western Canada in addition to containers.
THE ROLE OF TRANSPORTATION IN LOGISTICS CHAINMartha Nakapipi
The document defines logistics and transportation, and discusses the history and advancement of logistics from its origins in ancient Greece to the modern era. It describes the components of a logistics system and the interrelationships between transportation and logistics. Specifically, it notes that transportation plays a connecting role in logistics activities, affects costs, and is important for delivering goods to customers on time and building efficiency. Finally, it concludes that transportation is crucial to the functioning of logistics systems and their ability to maximize service.
Role of transport as an element in logisticsEbo Hammond
The document discusses the important role that transportation plays in logistics and the movement of goods and services. It describes how transportation links the nodes in the supply chain where activities like production, storage, and distribution occur. Different modes of transportation like sea, road, and rail are used to transport goods from suppliers to production sites, between facilities, and ultimately to consumers. Transportation is critical for ensuring on-time delivery and meeting customer needs.
This document discusses various modes of transportation including rail, road, water, pipeline and air transportation. It provides details on each mode such as how rail transportation uses tracks and rolling stock, how road transportation involves the movement of goods and people using vehicles, and how water transportation involves the movement of goods via ships, boats and barges. Pipeline transportation is described as the long-distance movement of liquids and gases through a system of pipes. Air transportation is highlighted as the fastest mode and its development in India is briefly outlined.
This chapter discusses transportation management strategies. It covers reducing the number of carriers, negotiating with carriers, contracting with carriers, consolidating shipments, and monitoring service quality. The chapter also discusses the economic deregulation of transportation in the US and key documentation in domestic and international shipments such as bills of lading, freight bills, claims, and terms of sale. Learning objectives are defined to understand proactive transportation management and key concepts.
Padre Fábio de Melo é um sacerdote católico brasileiro, nascido em 1971 em Minas Gerais. Ele é escritor, cantor, apresentador de TV e professor universitário, tendo vendido mais de 1,8 milhão de livros e CDs. Atua na diocese de Taubaté, interior de São Paulo, inspirando-se no trabalho do Padre Zezinho.
GPUs are specialized processors designed to handle graphics and image processing. They were first introduced in 1999 by NVIDIA to accelerate 3D graphics. While most modern computers have integrated GPUs for basic rendering, discrete GPUs offer significantly higher performance for gaming and other graphics intensive tasks. Hardware acceleration of CSS properties like transforms, transitions and animations can utilize the GPU to improve rendering performance and frame rates.
This document provides an overview of intermodal transportation and its impact on the North Texas region. It defines intermodal transportation as a transportation system that connects separate modes to allow passengers or freight to complete a journey using more than one mode. The document then examines the key functions and advantages and disadvantages of intermodal transportation. It explores how intermodal transportation plays a key role in the economic development of North Texas by enabling it to become a major logistics hub.
Economic impact of inland waterways TransportEmad Logistics
This document discusses the economic impact of inland waterway transport. It begins with an abstract noting that waterways are underutilized while road and rail traffic is increasing, leading to problems like pollution, congestion, and high fuel costs. The document then provides a table of contents and lists abbreviations. It goes on to discuss the research problem and questions, which focus on quantifying the economic benefits of using inland waterways more. The document finds that inland water transport is very cost-effective compared to road and rail, and that greater utilization of waterways could save on transportation costs and reduce environmental impacts.
Gabon Corridors Performance Evaluation: New Strategic Approach Based-Supply C...World-Academic Journal
This paper is aimed at evaluating Gabonese corridors’ supply chain and transport logistics efficiency. The main purposes of this paper are to: (a) carry out investigations and develop enabling environment strategies; (b) suggest a strategy for boosting investment to ameliorate efficiencies. The scope of the measurement includes: supply chain efficiency (corridor infrastructure; enabling environment; stakeholders; the transport industry) and transport logistic. The principal objective of this study is to help the Gabonese Government in developing the strategic plan for the Gabonese corridors. Results from the present study obviously show that the inter-connection between the enabling environment (road, transport industry services, port and rail transport infrastructure, and the level of services) available to stakeholders have all combined to have an unfavorable effect on transport logistics services in the Gabonese corridors.
Utilisation of transport capacities and opportunity to mitigate negative envi...Vilkelis
The document discusses strategies for reducing the negative environmental impacts of logistics operations through better utilization of transport capacities. It analyzes current inefficiencies like high rates of empty truck kilometers. The key strategies proposed are: 1) Increasing use of low-emission transport and intermodal solutions. 2) Optimizing transport capacity utilization through consolidation centers and multi-user warehouses. 3) Redesigning distribution networks to reduce the number of transition points and increase distances between terminals to enable more intermodal transport.
The document summarizes the development of regulations applying to container shipping in the EU from Regulation 4056/86 to Regulation 1419/2006. It discusses key decisions by the European Commission that challenged the carriers' broad interpretation of antitrust immunity and pushed for reforms. The Commission progressed from tacitly accepting the industry's special status to concluding the block exemption itself was unnecessary. Regulation 1419/2006 eliminated liner conferences but issues remain regarding globally consistent regulation of the oligopolistic industry.
This paper examines the need for a 3G intermodal system in the United States. Recognizing that intermodal is a broadly used term, this paper is written in the context of the international container port and the intermodal infrastructure and offerings serving it.
This document provides an overview of transportation systems and carrier selection. It discusses the economic role of transportation, the basic modes of transportation including their characteristics and market share, and the carrier selection process. Key factors in carrier selection are discussed such as cost, transit time, reliability, and capability. Legal classifications of carriers including common, contract, and private carriers are also overviewed.
The EU has abolished liner conferences, which had allowed shipping companies to fix prices and capacities on routes to and from the EU. This repeal of the Block Exemption is expected to lead to more competition in the liner shipping market. In the short term, prices may fluctuate more as the market adjusts without conference coordination, but over the long run competition is expected to put downward pressure on prices overall. Analysts disagree on whether price volatility will increase or remain similar to other industries without conferences setting prices.
The factors that influence the collaborative behaviour of Shipping LinesCINEC Campus
The document discusses collaborative behavior among shipping lines with respect to container interchange. It proposes that container repositioning costs, which total $20 billion annually, could be reduced by 19% through a virtual container pool (VCP). The VCP would involve multiple carriers pooling information on empty container stocks and borrowing or lending containers to address shortages and surpluses. While equipment interchange agreements exist among carrier alliances, the feasibility of broader collaboration is examined. A survey found carriers agree collaboration could help address empty container imbalances. Hypothetical models showed collaboration savings from a VCP of $17.5 billion annually, or a 19.29% reduction in repositioning costs. However, some container types may face barriers to interchange
IC WASET Tokyo-Japan 2019 The Virtual Container Yard Identifying the Persuas...CINEC Campus
The document discusses the concept of a virtual container yard (VCY) as a solution to the global problem of container inventory imbalance. It proposes that carriers could interchange excess empty containers to fill deficits, reducing costly empty repositioning. However, carriers currently do not regularly interchange containers, even within alliances. The document aims to identify factors that could persuade carriers to implement a VCY. It reviews literature on container interchange and identifies potential influencing factors, such as operational, legal, and competitive issues. The key challenge for carriers is balancing container supply and demand given trade imbalances.
The document summarizes South Africa's national freight logistics strategy and identifies several inefficiencies and challenges within the country's freight transport system. It notes issues like infrastructure shortfalls, inappropriate institutional structures, skills deficiencies, and outdated regulations. Specifically, it points to problems with the rail network being 35 years behind modern technologies and experiencing reliability issues. It also highlights challenges facing South Africa's ports, including poor design, lack of investment, and low productivity compared to international standards. The document advocates for implementing the national strategy to address these issues and promote sustainable growth of South Africa's freight transport sector.
The role of ports has changed profoundly in the last two decades because of the strategies
initiated by Supply Chains, but also because of the strategies developed by terminal operators and shipping
lines.
The goal of our research is to put in perspective the possibilities of relational integration of ports Moroccans
Supply Chains, and to show how this integration could have a positive impact on their triptychs "Costs, Quality,
Deadlines"
The Port of Prince Rupert in British Columbia, Canada is strategically located on the north coast as the closest North American port to Asia. It has seen rapid growth in container traffic in recent years, with volume increasing 13.8% in 2014. In 2015, container traffic through July had increased 30.73% compared to the same period in 2014. This significant growth is attributed to congestion at ports on the US west coast during labor disputes, with some shippers choosing to permanently route cargo through Prince Rupert due to reduced travel time from Asia and ease of operations. The port handles various bulk commodities important to Western Canada in addition to containers.
THE ROLE OF TRANSPORTATION IN LOGISTICS CHAINMartha Nakapipi
The document defines logistics and transportation, and discusses the history and advancement of logistics from its origins in ancient Greece to the modern era. It describes the components of a logistics system and the interrelationships between transportation and logistics. Specifically, it notes that transportation plays a connecting role in logistics activities, affects costs, and is important for delivering goods to customers on time and building efficiency. Finally, it concludes that transportation is crucial to the functioning of logistics systems and their ability to maximize service.
Role of transport as an element in logisticsEbo Hammond
The document discusses the important role that transportation plays in logistics and the movement of goods and services. It describes how transportation links the nodes in the supply chain where activities like production, storage, and distribution occur. Different modes of transportation like sea, road, and rail are used to transport goods from suppliers to production sites, between facilities, and ultimately to consumers. Transportation is critical for ensuring on-time delivery and meeting customer needs.
This document discusses various modes of transportation including rail, road, water, pipeline and air transportation. It provides details on each mode such as how rail transportation uses tracks and rolling stock, how road transportation involves the movement of goods and people using vehicles, and how water transportation involves the movement of goods via ships, boats and barges. Pipeline transportation is described as the long-distance movement of liquids and gases through a system of pipes. Air transportation is highlighted as the fastest mode and its development in India is briefly outlined.
This chapter discusses transportation management strategies. It covers reducing the number of carriers, negotiating with carriers, contracting with carriers, consolidating shipments, and monitoring service quality. The chapter also discusses the economic deregulation of transportation in the US and key documentation in domestic and international shipments such as bills of lading, freight bills, claims, and terms of sale. Learning objectives are defined to understand proactive transportation management and key concepts.
Padre Fábio de Melo é um sacerdote católico brasileiro, nascido em 1971 em Minas Gerais. Ele é escritor, cantor, apresentador de TV e professor universitário, tendo vendido mais de 1,8 milhão de livros e CDs. Atua na diocese de Taubaté, interior de São Paulo, inspirando-se no trabalho do Padre Zezinho.
GPUs are specialized processors designed to handle graphics and image processing. They were first introduced in 1999 by NVIDIA to accelerate 3D graphics. While most modern computers have integrated GPUs for basic rendering, discrete GPUs offer significantly higher performance for gaming and other graphics intensive tasks. Hardware acceleration of CSS properties like transforms, transitions and animations can utilize the GPU to improve rendering performance and frame rates.
How To Buy A Property In Turkey.
New laws for the purchasing of land or property in Turkey for foreign nationals was ratified by Turkish paliament on 7th Janoory 2006 and is now in force. The law now effectively means that foreigners can own up to a maximum 2.5 hectares (25,000m2) of land and property. The Council Of Ministers may use its discreation to increase this limit upto 30 hectares (300,000m2) as long as this figure does not exceed 0,5% of the land area of the province in question. Foreign nationals and foreign commercial companies are NOT allowed to buy property in the strategic military and security zones of turkey. Also the country of the foreign national wishing to purchase land MUST have a reciprocal property or land purchasing agreement with Turkey. A recent change in turkish legistation (i.e. on 19 July 2003) now permits foreigners to buy a property outside the boundaries of a municipality, i.e. council district (Belediye) and within a village or tural arena. However, it isstill necessary to obtain permission from the Military, prior to purchase.
If you are not able to understand turkish to a very high Standard. It is in your best interest to consuit with and hire a solicitor who can speak English ot if possible, your native language. The solicitor will then assist you in all legal aspects of your purchase and will translate for you any of the documents where required. Your solicitor can also act as power of attorney for you. This is very useful if you are not planning tos tay in Turkey while your application is being processed . The solicilor will then be able to sign all relevant documents on your behalf.
When buying your property, the price can be paid for in either Yeni Turkish Lira (YTL) or in a foreign currency. There are also not restrictions about the transfer of Money from a trukish or foreign bank. Be aware that in addition to the price for your property, you will have to pay some other fees during the property buying process such as: The estate agents fee (3% of the property price), solicitors fee, military check/title deed fees, water/electricity connection fee etc… These fees will be explanined to you by your appointed solicitor.
Once you have decided on the property of your choice, an agreement will be drawn up between the house buyer and seller. The estate agent you are dealing with will discuss this and then both partners will sign and date an agreement. A copy of your passport, 2 photograps and a contact adres will be required from you at this point. The process of buying your house begins now. All the relevant documents will then be sent to District Land Registry Office. ( Tapu ve Kadastro Mudurlugu). The documents will then be sent off to the Military Headquaters in Izmir to carry out character checks on the potential new buyer and to make sure the property isn\'t situated in a military designated zone (in the case off-plan purchases this process will be corried out once the property is complete) This process will take approximately 3 months. Once clearance has been received, the papers will be returned to the Land Registry Office. At this point , both parties or the person acting on their behalf (your power of attorney) will goto the land registry Office and will sign in front of the deed officer, the new title deed (tapu). Once signed the house is now yours. Now that you are a new homeowner, the next step is to have the water and electricty and eventually telephone (this only if you have a residence permit) transferred to your own name and arrange your earthquake insurance which is required by law.
Psicoanalizar el Autismo significa enfrentarse con problemas cruciales de la teoría psicoanalítica, ya que la clínica del psicoanálisis es su propia teoría. Particularmente en el Autismo nos encontramos con interrogantes fundamentales; el proceso de constitución del sujeto y sus coordenadas; femeneidad y función materna articuladas en torno al falo, psicosis en la infancia y transferencia en las psicosis infantiles.
CSS es un lenguaje de hojas de estilos creado para controlar el aspecto o presentación de los documentos definidos con HTML. CSS permite definir la forma de presentación de un documento HTML completo, una página, una porción del documento o una etiqueta en concreto. Los estilos CSS se pueden incluir directamente en la cabecera de una página o enlazarse desde un archivo externo para aplicarlos a múltiples páginas.
1. Despite predictions that paper use in business would decline by 1990, organizations continue to rely heavily on paper and print over 1 trillion pages annually.
2. There are three main reasons why organizations struggle to transition away from paper: fear that electronic documents are not as legally acceptable as paper, a lack of understanding about the business benefits of digitization, and too narrow a focus on tactical solutions rather than preparing for future changes.
3. Making the transition away from paper requires addressing concerns about legal acceptance of digital documents, educating about productivity, risk reduction and cost savings benefits, and thinking strategically about business velocity and customer engagement needs rather than just implementing piecemeal digital solutions.
This short document contains two website URLs. The first URL points to a website with an unknown domain name, while the second URL points to a website hosted on a free web hosting service with a simple index page.
This document summarizes findings from study visits in 2008-2009 related to developing key competences in education and training, with a focus on communication in foreign languages and social/civic competences. Some common approaches identified across countries included early foreign language learning starting in pre-primary levels, using various models of language delivery (separate subjects, bilingual programs, CLIL), and recognizing the value of the Common European Framework of Reference. Challenges included the need for effective organization at all levels and well-trained teachers. Examples of good practices sharing experiences across practitioners and policymakers were identified.
Nuestra empresa se enfoca en proveer información a los clientes para que puedan tomar decisiones acertadas en mercadotecnia y administración de manera confiable.
The Half Trillion Dollar Challenge: Designing Offset Strategies to Build Repu...jbarney23
Aerospace and defense companies face an unprecedented challenge as the foreign markets
essential to topline growth impose new offset requirements that are stricter, larger, and more
complex than ever before
This document presents a design for a variable voltage vape box called the "VAPE BOX V1.0". It lists the individual parts needed including an OKR T10 chip, Hammond box, battery sled, 510 connector, potentiometer, resistors, magnets, and wiring. It provides links to purchase each part for under £36 total. It describes spraying the box with bedliner for protection and grip. The assembly instructions outline soldering the components together inside the box, which is then sealed with magnets. Basic tools and supplies are also listed.
O documento resume um sermão sobre como os cristãos devem viver cada dia como se fosse o último, com ênfase em três dicas de Pedro: 1) ser criterioso e sóbrio, 2) ter amor intenso uns pelos outros, e 3) glorificar a Deus em todas as coisas.
CONCESSIONING IN SEAPORTS: CHANGING PRACTICES, CHANGING MARKET POWER?Cláudio Carneiro
This document discusses concessioning practices in seaports and how they have changed over time. It provides background on the changing roles and market power of port authorities versus terminal operators. Concessions are now an important source of revenue for port authorities and a factor in terminal operator decisions. The document analyzes concession characteristics and how ports differentiate themselves. It finds that concessions have become more important as costs and revenue sources for players, and ports are increasingly using concession specifications strategically. Case studies show some learning effects and differences across cargo types and geographies.
Respond 100 Response 1Inland ports can benefit from lea.docxwilfredoa1
Respond 100 :
Response 1:
Inland ports can benefit from learning how to better utilize integrated transportation and distribution systems because the more connected a port of embarkation or debarkation is to the global transportation network of hubs, the more business that the port will see and profit that will be generated. In a hub and spoke concept, hubs are the central point of activity in the transportation network, which act as a conduit to smaller locations (spokes) and other hubs within the transportation system. Spokes on the other hand are essentially the outstations. The smaller ports which facilitate the handoff to the last-mile delivery services and provide a portal to connect consumers with the logistics enterprise (Bonsor, n.d.).
For inland ports, this correlates back to the idea that many inland seaports ports are most likely primarily spokes within the transportation network, facilitating the movement of goods between the local economy and the larger transportation infrastructure (the hubs). Rather than hand delivering packages to the coastal maritime ports that connect one country with another, inland ports can help bridge the gap by providing a shuttle service type capability to move packages from the inland port to the coastline or even enable the direct pickup and drop off from container ships for inland ports large enough to handle the capacity of the vessels. As a result of this, if inland ports are able to embrace the ability to either provide shuttle services to coastline ports or improve their capabilities enough to facilitate the movement of large maritime vessels, the demand for services at that particular port will drastically increase. This not only provides a necessary service to the local economy, but also improves business at the inland port itself.
Response 2:
Over the years improved integrated transportation systems has become a leading model for freight distribution. Rodrigue (2020b) explains there are several ways in which integrated transport systems could advance “capacity, efficiency, and reliability,” for all modes (p.
Maritime Industry Hub and Spoke Impacts
Ports tend to use a point-to-point or a hub and spoke network. Rodrigue (2020a) compared the cost of each and found that a hub and spoke concept is usually cheaper. This occurs because the cost is reduced due to the network structure (Rodrigue, 2020a). The loading and unloading time and cost may not change, but the transport distances and the economies of scale for point-to-point services are usually higher (Rodrigue, 2020a). Unquestionably, a hub port usually has larger advantages than other locations and limits the competition (Rodrigue, 2020a).
Response 3:
Since shipping the industry carries 80% of the global economy. It must find ways of making itself as efficient as possible. However, the problem is getting the product from the port to the customer. Because once the product arrives at the port, it is then transported from .
Seaports nowadays are acting under a common set of constraints. They are play...Cláudio Carneiro
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The document summarizes a conference paper on utilizing transport capacities and mitigating the negative environmental impacts of logistics operations. The paper discusses:
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This document describes a study that examines the effect of port and container terminal characteristics on terminal performance. The study develops a research model linking port/terminal characteristics to performance measures like efficiency, productivity, activity, and customer satisfaction. A questionnaire was distributed to managers at 12 container terminals to collect data on characteristics and performance. The results will be analyzed to determine which characteristics significantly influence terminal performance. The goal is to better understand success factors for terminals and how to develop new ones.
Effect of the container terminal characteristics on performancCláudio Carneiro
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The article discusses visually modeling a marine port system. It presents a simple model of a port as a "gate valve" regulating cargo flow from land to water transportation. However, a real port has many complex interrelated factors affecting throughput. It identifies three major port subsystems - quay, yard, and gate/railhead - that determine overall capacity. The subsystems and various external players like ocean carriers interact in complex ways. An integrated dynamic model can help ports address challenges and support strategic decisions.
Port Efficiency and Supply Chain: Implication for BangladeshDr. Amarjeet Singh
Port and supply chains are closely connected to each other as a port is considered as an important node of the global supply chain. Sothe efficiency level of port has an impact on the performance of supply chain operations. Chittagong port is the principal seaport of Bangladesh and it provides a major gateway to the outside world. The cost of doing business is increasing as a result of the inefficiency in the main seaport of the country. In this paper, an effort has been taken to examine the efficiency of Chittagong Port and the causal factors of inefficiency. The impact of inefficiency at Chittagong port on the supply chain of Bangladesh has also been identified. To do this, at first a relationship has been built between port efficiency and supply chain in respect of Bangladesh.
Relevant data has been gathered through extensive review of the literature, field surveys, interacting with top management of different business entities such as shipping agency, freight forwarder, logistics companies, exporter, importer as well as Government regulatory and monitoring bodies using both the structured and unstructured questionnaires.
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The document discusses the port of Sines in Portugal and its potential role in the emergence of a regional cluster. It provides background on the port's past as an industrial complex focused on oil refining. Currently, the port has diversified its cargo and is managed by a public authority with private terminals. The future potential for Sines includes capturing more transatlantic cargo as the Panama Canal expands, allowing it to serve as a strategic port connecting Europe, North and South America. The port aims to develop regional linkages through rail and other infrastructure to spur economic growth and form a maritime cluster across industries like shipbuilding and renewable energy.
This document provides a literature review and introduction to a comparative analysis of major maritime clusters around the world. It discusses the concept of industrial clusters and why the maritime cluster approach has emerged. Specifically, it notes that European maritime industries face challenges from Asia in shipbuilding, shipping, and ports. As a result, countries like Norway, the Netherlands, and the UK have introduced cluster policies and initiatives to strengthen their maritime industries and competitiveness. The paper will examine clusters in these regions as well as Hong Kong to understand their economic significance and characteristics.
PRESENTATION: THE DIG-OUT PORT: UNRESOLVED ISSUES CONCERNING DIG-OUT PORT ECONOMIC IMPACT:
by: Professor Sarah Bracking was done at the Economic Affairs Meeting on the 24th July 2013.
Professor Sarah Bracking is at the School of Environment and Development at the University of Manchester. She has done extensive research in African and other countries on developmental issues
This document discusses port management and operations. It begins by outlining the legal basis for port management in Indonesia, listing several laws and regulations. It then introduces different port systems and models, including public service ports, landlord ports, tool ports, and private service ports. The strengths and weaknesses of each model are described. The document also discusses port infrastructure and superstructure, port planning processes, concession arrangements for private sector involvement, and measures of port operational performance in Indonesia.
On October 31st and November 1st, 2016, the Center for Regulation and Infrastructure from Fundação Getulio Vargas (FGV CERI) organized a two-day workshop discussion in collaboration with the World Bank and ABRACE. The event gathered regulators, government representatives, academics, operators, financial institutions and investors. The debate focused on the main challenges faced by the current restructuring process of the Brazilian gas industry. This document presents the main points discussed during the debates.
Date: 2017-01
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Vazquez, Miguel
Amorim, Lívia
Dutra, Joísa Campanher
The document discusses measuring and evaluating the performance and productivity of ports. It examines various factors that make analyzing port performance challenging, such as the large number of parameters involved, lack of reliable data, and local factors influencing results. The document focuses on defining common methodologies for measuring performance, specifically analyzing the duration of ships' stays in ports and the quality of cargo handling. It explores various key performance indicators used to evaluate efficiency related to issues like quay productivity, crane utilization, and ship turnaround times. The conclusion emphasizes the importance of developing a culture of performance measurement in ports using agreed-upon indicators to understand system performance and support decision-making.
The document summarizes key findings from the SmartRivers 2006 international conference on inland waterways and the global supply chain. It finds that integrating waterways can cut landside transportation costs and that container-on-barge services in Europe have become an essential link between ports and inland markets. However, waterways still only account for 6-7% of goods transported in Europe. The document outlines the major waterways in Europe and factors for the successful development of container-on-barge services, such as reliable schedules and a large international gateway port.
This document provides an overview of a study examining the potential for a flexible transport system called VPATS (Variable Price and Attribute Transport System) to better meet transport needs, especially for disadvantaged groups. Key points:
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This study analyzed facilities available at major ports in India based on surveys of 80 port employees and 40 ship owners. The results showed that while major facilities like warehouses, cargo terminals, and ship repair docks were available at over 90% of ports, some important facilities were lacking. Specifically, sprinkler systems, fire detection, and backup electricity were only available at 50-70% of ports. Additionally, alarm systems did not cover all buildings and fences at most ports. However, facilities like 24-hour security guards were universally available. The study concluded there is room for improvement in certain facilities to enhance port operations and efficiency in India.
Transnet National Ports Authority Strategic DirectionTristan Wiggill
The document provides an overview of Transnet National Ports Authority's (TNPA) strategic direction. It discusses TNPA's role in South Africa's integrated port system and its core functions. It outlines trends shaping the global ports and shipping industry, including increasing vessel sizes, supply chain integration, and sustainability. The document also summarizes TNPA's plans to invest over R56 billion in port infrastructure over the next 10 years to increase capacity and develop smart port cities. It emphasizes TNPA's focus on transformation, supplier development, and ensuring South African ports can accommodate future uncertainties and changes in the industry.
Lee Kuan Yew was the first prime minister of Singapore from 1959 to 1990. During his tenure, he transformed Singapore from a developing nation with high unemployment and poverty into a highly developed country with a strong economy. He achieved this through developing Singapore's infrastructure, growing the economy by attracting multinational companies, creating jobs, improving housing, education, and more. Some of the key developments under his leadership included establishing organizations to promote economic development, building infrastructure like the airport and port, providing public housing, and developing the education system.
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Port tariffs are fees charged by port authorities for services rendered. There are many factors that influence the level of port tariffs, including competition between ports, the type and volume of cargo, trade routes, port costs and facilities, transport methods used, exchange rates, agreements between ports, subsidies and regulations, and marketing. Port tariffs include fees for vessel berthing and cargo handling, storage, equipment usage, security, and more. Tariffs vary based on ship size and type, cargo type and amount, container usage, passenger volume, and other considerations. Exemptions may apply to some goods in transit.
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This document discusses Hofstede's cultural dimensions model which identifies 6 dimensions for comparing cultures: power distance, individualism vs collectivism, masculinity vs femininity, uncertainty avoidance, long term vs short term orientation, and indulgence vs restraint. For each dimension, countries or cultures can be placed on a spectrum ranging from high to low on each dimension based on surveys of employee values from around the world. The document provides descriptions and examples of countries that are high and low on each of these cultural dimensions.
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3. It further suggests that Stefan find an intermediary, such as someone from the US living in Mexico, to help smooth business negotiations and avoid potential cultural misunderstandings between the two countries.
Creative Restart 2024: Mike Martin - Finding a way around “no”Taste
Ideas that are good for business and good for the world that we live in, are what I’m passionate about.
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Information and Communication Technology in EducationMJDuyan
(𝐓𝐋𝐄 𝟏𝟎𝟎) (𝐋𝐞𝐬𝐬𝐨𝐧 2)-𝐏𝐫𝐞𝐥𝐢𝐦𝐬
𝐄𝐱𝐩𝐥𝐚𝐢𝐧 𝐭𝐡𝐞 𝐈𝐂𝐓 𝐢𝐧 𝐞𝐝𝐮𝐜𝐚𝐭𝐢𝐨𝐧:
Students will be able to explain the role and impact of Information and Communication Technology (ICT) in education. They will understand how ICT tools, such as computers, the internet, and educational software, enhance learning and teaching processes. By exploring various ICT applications, students will recognize how these technologies facilitate access to information, improve communication, support collaboration, and enable personalized learning experiences.
𝐃𝐢𝐬𝐜𝐮𝐬𝐬 𝐭𝐡𝐞 𝐫𝐞𝐥𝐢𝐚𝐛𝐥𝐞 𝐬𝐨𝐮𝐫𝐜𝐞𝐬 𝐨𝐧 𝐭𝐡𝐞 𝐢𝐧𝐭𝐞𝐫𝐧𝐞𝐭:
-Students will be able to discuss what constitutes reliable sources on the internet. They will learn to identify key characteristics of trustworthy information, such as credibility, accuracy, and authority. By examining different types of online sources, students will develop skills to evaluate the reliability of websites and content, ensuring they can distinguish between reputable information and misinformation.
8+8+8 Rule Of Time Management For Better ProductivityRuchiRathor2
This is a great way to be more productive but a few things to
Keep in mind:
- The 8+8+8 rule offers a general guideline. You may need to adjust the schedule depending on your individual needs and commitments.
- Some days may require more work or less sleep, demanding flexibility in your approach.
- The key is to be mindful of your time allocation and strive for a healthy balance across the three categories.
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15.
intensifying effect of containerization on port competition may be muted by congestion in ports or
in their hinterland transport networks. When a port or its hinterland facilities are more strongly
congested than is the case for competing ports, the quality of that port’s service may be lower in
that it takes more time to access and egress the port and the reliability of service declines, and
this weakens its competitive position. The interaction between port competition and congestion
is discussed in more detail later in this section. Third, switching ports is costly, although more
from a terminal operator’s point of view than from the perspectives of shipping lines or
manufacturercontrolled supply chains. There is no consensus in the literature on the degree of
inertia in port choice from shipping lines’ point of view. It is widely accepted that supply chains
are increasingly footloose, but it is less clear which elements of inertia remain.
2.2 The emergence of global supply chains
The second driver of change that directly affects the role of ports is the development of
global supply chains. These chains link strongly dispersed production and sourcing sites to more
geographically concentrated consumption regions. What matters from the point of view of
shippers and customers is the performance of the supply chain in terms of price, service quality
and reliability. This focus on the chain as a whole is reflected in efforts of the players in various
segments to consolidate, vertically integrate or otherwise enter into longterm contracts, in order
to drive costs down but also to increase the level of coordination and synchronization. Such
concentration and restructuring carries a risk of generating excessive market power for some of
the actors in the chain. It has also increased volatility, meaning that small deviations from
expected or planned processes have large consequences for system performance. Volatility
increases uncertainty and induces logistics providers to build in redundancy by using more than
one of a set of routing options, so as to mitigate route risk. This trend further weakens the
shipper or customer’s reliance on a specific port.
The increase in levels of concentration, along several dimensions, is quite spectacular. In
1980 the top 20 of the world’s shipping lines controlled 26% of TEUslot capacity; by 2007 their
share had increased to 81% (Notteboom, 2008).3 Many of these top 20 further concentrate effort
by engaging in alliances. Shipping lines also vertically integrate, in some cases working towards
“extended gates” where shipping lines take control of inland transport and inland terminals and
depots. At the level of port terminal operations, the market share in terms of throughput of the top
10 players rose from 42% in 2001 to 55% in 2005. This raises concerns over increasing market
concentration. Some terminal operators have extended vertically in the direction of “terminal
operator haulage”. With respect to vertical integration, the current picture is one of widespread
experimentation with ways of organizing the supply chain (see Notteboom, 2008, for an
overview), and while it is not clear exactly which models will persist, the emerging picture is one
of market dominance by a handful of large players at each segment of the supply chain,
combined with fringe firms specialising in profitable niche markets. Despite the small number of
players, competition in and for the market (within and between ports) is strong, and may be
strong enough to alleviate concerns about market power in the supply chain in many
circumstances. Concerns were expressed by participants that the market power of integrated,
23.
This is not to say that port price and “internal performance” are irrelevant. For example,
Blonigen and Wilson (2006) find that port efficiency affects port choice. Also, efforts to improve
the reliability of port services can have a substantial payoff and, consequently, reduce the
incentives for shipping lines to acquire dedicated terminal capacity. Ports can increase their
attractiveness by exploiting complementarities with other parts of the supply chain, for example
through closer ties with inland distribution centers, as well as by making efficient use of capacity
in the port and the hinterland where they can (De Langen, 2008).
One way of increasing effective port capacity is through technological and operational
innovations within the port. Rodrigue (2008) claims that improvements are available to double the
throughput of existing terminal facilities.4 A second way to effectively increase port capacity is to
move some functions into the hinterland. For example, ports’ distribution function is being
decentralized by the creation of truck based inland distribution centers in the nearby hinterland
(“port regionalization”, Notteboom and Rodrigue, 2005), so relieving pressure on port capacity. In
sum, it seems that port capacity is not a major constraining factor in determining a port’s
attractiveness, as no excessive levels of congestion should systematically arise there. This
assessment is reinforced by the observation that capacity use in ports is organized in a more
coordinated way than in general purpose transport networks (as usage patterns are less
fragmented), leading to better (though not necessarily optimal) congestion management.
2.5 Impacts on modal split and on congestion in the hinterland
Hinterland transport uses a mix of road freight, rail, and marine (barge and short sea
shipping variants). Rail and barge operators require cargo consolidation in order to provide an
economically viable service. The combination of increased concentration at the level of shipping
lines and terminal operators and increased vertical coordination should therefore provide
conditions favourable to development of rail and barge transport, in the sense that it promotes
carrier haulage and not merchant haulage. Nevertheless it is likely that the success of rail and
barge will be limited to a fairly small number of corridors where densities of traffic are sufficient,
and should not be expected to drastically change port impacts on hinterland road networks.5
Short sea shipping is another potential competitor for road haulage. The “Motorways of the Sea”
initiative in the European Union aims to stimulate seabased hinterland services. The competitive
position of seabased hinterland transport depends to a large extent on the prevailing prices and
infrastructure subsidies for other modes. Distortions in the pricing of infrastructure use may
hamper its development, e.g. where road freight uses infrastructure at a price below marginal
social cost. Furthermore, outside of Europe, the divergence of regulatory policies applicable to
short sea shipping restricts its development by industry, with cabotage in US waters protected
by the Jones Act.
4
Examples of such innovations are on dock rail facilities, barge services or high volume container flows
between dock and storage areas, as well as better stacking through operations research, etc. In addition, if
information collected for security purposes were no longer proprietary, then it could be put to productive use
in ports and along the supply chain.
27.
It is noteworthy that inland distribution centers (port regionalization) increase pressure on
hinterland road and rail networks in Europe, with adverse effects on congestion and air pollution.
This form of port decentralization discourages a modal shift from truck to rail or barge (or from
rail to short sea), an effect likely to persist in the long run given the landuse decisions involved.
Ports tend to opt for regionalization because cheap land is available outside the port and
externalities are not internalized, so that port regionalization is cheaper than increasing inport
capacity. If relatively cheap options to increase inport capacity are available but ports
nevertheless choose regionalization, there may be a role for public policy to stimulate the
development of inport capacity, preferably by bringing the costs of truck based inland
distribution centres in line with social costs through infrastructure pricing policies. Landuse
policies may be used as well, but fragmentation of responsibilities and the risk of unexpected
and unintended side effects make them less attractive.
The social costs of ports include not only congestion effects, but also local and global
pollution. Global pollution matters because the decentralized port region model is likely to be
more greenhouse gasintensive than the centralized model and possibilities for carbon capture
are smaller (e.g. plans to store carbon in gas fields in the Port of Rotterdam were mentioned
during the discussion). There is considerable consensus that scale and integration of port and
logistics activities support the development of rail alternatives to road haulage and are, therefore,
more likely to be “sustainable” than decentralized and small scale development. Scale alone
may not generate sustainable patterns, so that steering policy will be required.
The interaction between competing ports’ pricing and investment strategies is studied in
recent economic literature on competition between congestible facilities (De Borger et al., 2008;
Zhang, 2008). A basic insight is that congestion in the port or in its hinterland increases costs
and hence weakens a ports’ competitive position. The hinterland congestion problem is
particularly relevant. Figures for the Los Angeles/Long Beach ports presented in Zhang (2008)
provide prima facie evidence that port growth and market shares suffer where congestion levels
are high, and a survey of port managers by Maloni and Jackson (2005) highlights that their
concerns on capacity expansion are mainly related to the hinterland, not the port. Hinterland
congestion of course is not a pure port problem, as the networks serve a heterogeneous set of
users and the share of port traffic often is fairly small. In fact, from the port and supply chain
perspective, reliability – which is correlated with but different from congestion – may matter more
than congestion itself.
It is clear that concerns about port and hinterland congestion are stronger when ports
compete. Hence, calls for more capacity in the port or its hinterland to alleviate congestion are
stronger in a competitive setting, and this may result in investment levels exceeding those where
ports face less intense competition (Zhang, 2008). Whether these investments are closer in line
with socially desirable levels is less clear, although the answer is likely to be yes. In general one
would expect private ports to invest more when there is competition than when the port is a pure
monopoly, with oligipolistic market structures falling between those polar cases. However, since
decisions in investments in port capacity frequently are at least partly made by public authorities,
insights about private port behaviour provide little guidance. In this regard, De Borger et al. (2008)
31.
hinterlands of large gateway ports would lead to an increase in the market share of smaller and
less congested ports in the same port range. The evidence, however, shows that this has not so
far been the case. To the contrary, prevailing patterns of concentration prevail or are
strengthened. For example, the share of traffic handled by the large ports within the Northern
European range is stable between 1975 and 2007 (but large upstream ports gain at the expense
of large coastal ports; Notteboom 2008), and the Northern range has gained market share on the
Mediterranean ports. Similarly, traffic on the US West coast remains strongly concentrated in the
Los Angeles – Long Beach ports, with a reasonably constant 70% share of west coast container
traffic over the last two decades. This is not to say that congestion has no impact on routing, and
switching major container flows to smaller ports could have a large impact on local congestion.
While up to now it appears that the benefits from further concentration still outweigh the
decisionmakers’ costs, in some cases congestion does intensify the search for alternative
routings. The US west coast is an example, where possibilities to substitute these routes with
services via Panama and Suez to serve nonlocal markets are under consideration.
Environmental constraints on capacity expansion nevertheless appear a more critical factor for
growth in the ports of Los Angeles and Long Beach.
The geographical concentration of flows reflects the concentration patterns in supply chains
just mentioned, and suggests that the costs of hinterland congestion generally do not outweigh
supply chain benefits from increased concentration (internal returns to scale, or external sources
such as agglomeration economies), at least from a supply chain operators’ point of view.
Whether the costbenefit analysis is the same when broader social benefits (including
congestion and other adverse effects incurred by nonport activities) are taken into account is a
different question, to which the answer is unclear. On the one hand, concentration and
centralization may be more amenable to managing congestion (and air emissions to the extent
they are increased by congestion) than fragmentation of the supply chain but, on the other hand,
the spatial concentration of the negative impacts of supply chain activity may excessively affect
local communities. Irrespective of whether the local impacts are excessive or not, the
concentration of negative impacts provokes strong resistance in communities adjacent to
megagateway ports, and this may effectively constrain further growth. The benefits of
concentration and scale need to be weighed against both the concentration of local
environmental impacts and the potential costs of abuse of market power.
3. PORT AUTHORITIES’ RESPONSES
De Langen (2008) argues that port authorities can and should become more strongly
involved with hinterland access infrastructure and operations. They can become involved
because port authorities control decision margins that affect the efficiency of hinterland access.
Specifically, port authorities can provide infrastructure inside and outside of ports (for example,
through the creation of inland terminals); they can manage infrastructure access to improve the
efficiency of use of port and hinterland capacity (for example, Key Rail was created in Rotterdam
to allocate slots for quayside access more efficiently); and they can improve data exchange
among the various agents involved in moving a container from ship
35.
to hinterland. While it has been suggested that concession contracts can be used to stimulate
the use of some of these innovations, many ports have awarded very longterm concessions
without clauses for reopening, and so their use is often constrained.
De Langen (2008) argues that port authorities should introduce better coordination along the
supply chain because other private and public parties have weaker incentives to do so. There
can also be social benefits from improved coordination. Landlord port authorities that pursue a
mix of private and public goals have an interest in providing efficiencyimproving coordination of
parts of the supply chain, as coordination can contribute to their net revenues from land leases
and throughput growth. Even if not all benefits accrue to the port directly, the partly public role of
the port suggests they might be interested in generating broader benefits as well. It was pointed
out, however, that the business model underlying this view is unclear on exactly which public
objectives are included and how they are traded off against narrower commercial concerns.
Moreover, the landlord port authority model followed in Rotterdam is not universally applicable
due to differences in governance and political cultures. When the model does work, it may help
narrow the gap between responsibility for the strong impacts that port activities have outside the
port area and the rather narrow set of competencies of a port in a traditional landlord port model.
Concession agreements with terminal operators are one lever that port authorities might
use to pursue objectives regarding modal split, environmental impacts, and the like. The Port of
Rotterdam uses them to influence the use of port space and transport modes, setting targets for
the rail, barge and road shares in container movements out of terminals in the new Maasvlakte 2
development. The Antwerp Port Authority, in collaboration with cargo handlers, has developed an
alternative approach, acting as a facilitator to develop the use of the rail mode through “Antwerp
Intermodal Solutions (AIS)”. This role may be extended in an Antwerp Intermodal Agency. The
power of concession agreements is limited by the practice of renegotiations, which introduces
considerable flexibility in these agreements. Concession agreements are also not always
amenable to influencing businesstobusiness processes and decisions affecting the choice of
transport mode.
However, it should not be taken for granted that a port authority’s interest coincides with the
broader public interest. For example, port authorities can become actively involved with the
development of inland dry ports, to help decongest the seaport and possibly its adjacent
transport network, but this is not necessarily ideal to improve hinterland access in as it may
merely relocate the congestion.
Notteboom (2008: 25) noted that the policy push to achieve changes in modal split in the
EU, through gradual liberalization of barge and rail markets, new pricing approaches and subsidy
and support programmes, has to date failed, in the sense that modal shifts occur only when
transformations in the supply chain make them attractive to those involved, and not by simply
declaring the policy objective. Policy removed obstacles, but the actual change came about
through “market pull” instead of through “policy push”. As the decentralization issue suggests,
market pull does not always work in socially preferable directions, in particular when external
costs are present.6
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local communities (as well as for port traffic) that are often ignored in decisions regarding port
and hinterland traffic volumes.
There is thus a case for policy intervention, and the standard prescription is to find least cost
ways of reducing these external costs to socially desirable levels. In some cases, e.g. for
congestion, this means internalizing external costs through charges that reflect these costs. In
other cases, technology regulation or defensive expenditures may turn out more effective than
the use of charges. The internalization principle should not be applied to port traffic in isolation,
and because the external costs mentioned are just one of many market distortions, it is not
obvious which structure and level of charges or other policies would maximize benefits. Even if
the “optimal” policies were known, it is not clear whether they are a practical – politically feasible
– option.
The experience with policymaking to contain negative local side effects in the Los
Angeles–Long Beach port region, described in Giuliano and O’Brien (2008), provides insight on
how citizen concerns about such externalities shape policy outcomes. A study on the health
impacts of pollution from diesel engines, and the experience with the port shutdown in 2002,
changed the local public perception of the ports and stimulated regional policy to contain
negative impacts. As a result, there is currently no public support for further port expansion. The
policies introduced to deal with these have had mixed success.
Specifically, the contrast between the failure of Assembly Bill 2650 and the success of the
PierPass program – both of which had the objective of stimulating the use of extended gate
hours to reduce port traffic’s impact on hinterland road congestion8 – suggests that, in order to
be successful, any attempt to implement measures that reduce negative impacts must take
account of the interests of portrelated businesses and, in this particular case, labour union
demands and terminal operators’ interests. Assembly Bill 2650 was passed in 2002, and
prohibited truck queuing for more than 30 minutes at terminal gates. Terminals could respond by
extending gate hours, but instead chose to introduce truck appointment systems. The impact on
the time distribution of port traffic was negligible.
The PierPass program started in 2005 and successfully spread port traffic over more of the
day, most notably shifting a significant share of the traffic to evening hours. The program is a
form of cooperation between terminal operators, made possible by a Federal Maritime
Commission ruling exempting this discussion from antitrust policies in the public interest, and
implying that revenues from the program accrue to operators (with no public financial records).
The PierPass fee is calculated on the basis of the incremental costs to terminal operators of
operating a second shift, and bears no relation to marginal external costs. The program can also
be seen as preempting the establishment of a new public authority charging for environmental
impacts and using the revenue for mitigation. In this sense, the threat of regulation was sufficient
to provoke a response.
The PierPass program gave the “dominant” players in the portrelated business
environment (including ports, terminal operators, shipping lines, port workers’ unions, and large
freightgenerating clients) the opportunity to shape policy to serve their interests, so that the
46.
It was noted in section 2 that concentration in the logistics industry is increasing, and that
the position of individual ports in exerting influence on traffic flows is weakening. The Los
Angeles – Long Beach examples suggest that strong economic power translates into strong
influence on local policy. One interpretation is that this makes ambitious environmental and
transport policy in port regions difficult, especially where one port can potentially be replaced by
another. However, a more nuanced view seems warranted as the examples also show that
there has been a response to increased local demand for action. The powerful players have
strong influence on the nature of policy measures, but that does not mean these measures will
necessarily be ineffective. Hence, there is some scope for “selfregulation”, also in the presence
of limited rivalry among ports and terminal operators. To enable private parties to overcome
competitive concerns, communication and coordination on the specific issue being regulated is
required. Such selfregulation will not produce the textbook ideal of regulation, but is preferable
over a situation where a regulator proposes measures, the regulated parties insist the market
works without intervention, and the compromise result is poor and ineffective regulation.
Whatever the merits of the Los Angeles – Long Beach policy, it is not clear if the model of
“selfregulation” at the local level can be exported to regions where port competition is more
intense than along the US West coast. The San Pedro Bay ports serve a huge and affluent
hinterland with much better connections to the main markets than neighbouring ports. Port rivalry
is stronger in Europe.
While the incidence of costs of policies to reduce external costs may not meet common
equity criteria, the current policymaking constellation does provide some balance between
business interests and local community objectives. A more powerful local community may give
insufficient weight to business interests, leading to ‘nimbyism’ but ignoring local community
interests may impose excessive costs on port regions.
4.2 Higher level authorities
There is at present a mismatch between levels at which policy is initiated and the scale at
which regulated parties operate. The fragmentation and decentralization in governance contrasts
with the wider geographic reach of (at least partially integrated) large conglomerates. Local
governments are not very powerful visàvis these conglomerates. Higher level (national)
governments are better placed to handle them, and in some cases transnational approaches are
desirable. There is also a risk that leaving port policies in the hands of local governments leads
to the dominance of local issues over economic benefits of wider interest. This holds true for
maritime transport in particular, as for example in Asia trade is seen as a primary engine of
growth, and any regulation that slows it down as an impediment to growth. For global issues,
such as climate change, a supranational approach clearly is desirable. Climate change policy as
it relates to ports needs to be shaped at the highest level.9
High level policy responses may also be needed for other goals, such as avoiding any
negative consequences of strong concentration in supply chains. Horizontal concentration is
strong in several segments of the supply chain, and close scrutiny of mergers and acquisitions
is warranted. Vertical integration raises additional concerns for competition, as fully or
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5. CONCLUSION
The supply chain industry is subject to increasing vertical and horizontal concentration. This
arguably has lead to more efficiency in the movement of cargo, and possibly the concentrated
model is more favorable in some respects towards sustainable development than a more
fragmented landscape in the sense that it facilitates the development of rail and the
internalization of port congestion costs to some extent. These benefits of concentration in terms
of sustainable development would be smaller if hinterland transport prices were more in line with
marginal social costs, for all modes. A downside of concentration is that there are fewer players,
which increases the risk of abuse of market power, and requires close oversight by competition
authorities.
From the ports point of view, the main consequence of developments in supply chains is
that their market power has declined. Ports operate in an increasingly competitive environment
within their range as well as in their function as nodes in supply chains increasingly prone to
switch routings (route competition). From the perspective of welfare economics, there is little
reason to deplore the weakening of ports’ influence, as the economic benefits depend on supply
chains’ performance more than on a particular port’s performance. However, when countries
think of their ports as instruments for defending strategic economic interests, the weaker
influence of ports visàvis shipping lines becomes an issue of concern. The round table heard
divergent views on how ports should respond to their weakening market power, with some
supporting increased involvement with hinterland activities, and others doubting the social
desirability of such an extended role for ports. Given the competitive context, ports need
sufficient operational independence to respond to changing demands from their customers, in
order to retain market share.
The growth in port throughput has triggered strong reactions from local communities, and in
some cases (such as Los Angeles and Long Beach) policies to mitigate negative impacts have
been implemented. Large supply chain players clearly influence policy design, and although this
does not mean that policy is impossible or necessarily ineffective, it does suggest that local
authorities are not always sufficiently powerful to handle portrelated policy issues. Similarly,
experience with policy efforts to change the modal distribution of hinterland transport in the EU
suggests that the attainment of targets requires that the policy needs to be compatible with
business interests. Concession agreements between ports and their clients have some potential
to reduce local congestion and environmental impacts, but this is a piecemeal approach that
intrinsically lacks transparency.
The current diversity in governance models and management arrangements in the port and
supply chain business poses a problem for the development of systematic responses to
negative impacts. In order to deal with these impacts, higher level authorities need to be involved
and appropriate incentive structures are required. This holds for local impacts and to a stronger
extent for regional or global effects. Local effects such as congestion and air pollution affect local
communities and not just the port area. Local governments may be in a relatively weak
bargaining position to design and enforce policy, particularly when port competition is strong,