DOCSLIB.ORG

Intermodal Container Transport Logistics to and from Malaysian Ports

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Intermodal Container Transport Logistics to and from Malaysian Ports , 2014 Intermodal container transport logistics to and from Malaysian ports Intermodal container transport logistics to and from Malaysian ports Evaluation of Customer requirements and environmental e ects SHAHRIN NASIR TRITATSCPHD ISBN KTH ­­ www.kth.se Intermodal container transport logistics to and from Malaysian ports - Evaluation of customer requirements and environmental effects SHAHRIN NASIR Doctoral Thesis in Transport Science Stockholm 2014 Royal Institute of Technology (KTH) School of Architecture and the Built Environment TRITA-TSC-PHD 14-010 Division of Transport and Logistics ISBN 978-91-87353-62-8 2 ACKNOWLEDGEMENT Alhamdulillah, praise to Allah for giving me the strength to complete my PhD thesis. I started working with the research in 2007. There are many wonderful people that I would like to thank for helping me complete my studies. First and foremost, I would like to thank my employer Universiti Teknologi MARA and the Ministry of Higher Education in Malaysia for giving me the scholarship to further my studies at KTH (Royal Institute of Technology) in Sweden. I would also like to thank the following people for their untiring assistance; Dr Amin Kassim (Century Logistics), Nazri Ismail (Penang Port Sdn Bhd), Gan Leong (Ocean Logistics), Mazlina (ICT Ipoh), Faiz Hakim (North Star Logistics) and Syahrul Azam (KTMB). They gave assistance from the very beginning of my research. My heartfelt gratitude also goes to my fellow friends whose camaraderie during my stay in Sweden has been invaluable. Special thanks go to Rumaizi, Ejant, Qory, Abg Karim, Kak Normah, Kak Hani and Pok. Their help and guidance throughout my stay in Sweden is very much appreciated. To my fellow Malaysians in Sweden and the Malaysian Embassy in Stockholm, your kind assistance and friendship will be cherished forever. I would also like to thank my parents Nasir Ibrahim and Azizah Ahmad for their continuous love and support. Your concern for my well-being during my stay in Sweden reflects the genuine love and sincerity of any parents towards their children. To Zahiah (Along), Azahir (Ye), Noor Imlah (Im), Adibah (Diba), Muhammad Adib (Adib) and Muhammad Nasruddin (Nas), thank you for being wonderful siblings. To my supervisors Karl and Bolle, your assistance and the knowledge you have given me will always be in my heart. Karl, since I first made your acquaintance in 2003 in the Translink Project, you have been the most supportive supervisor I have ever come across. I appreciate the time you spent on my work and the comments you provided helped improve my work. I appreciate your concern for my family’s well-being during our stay in Sweden. The short sailing trip on your boat was one of the most memorable occasions for me and my wife. Bolle, the long hours you spent in perfecting the model have been of great help. My thoughts will always be with you. Last but not least, my thanks go to my beloved wife Azian and my three children, Along, Angah and Fahmi. To Yan, kasih sayang mu tidak akan Abang lupakan. You have sacrifice four years of your working life to be with me in Sweden. During the roller coaster ride of completing my PhD, you have always been supportive. Your love will be cherished forever. To my sons, abah sayang kamu, moga menjadi anak yang soleh. To the rest who are too numerous to mention, thank you all for making my PhD a success. I will always remember the rewarding process of getting my PhD in Sweden. 3 EXECUTIVE SUMMARY Malaysian ports’ container volumes are expected to increase to 36.6 million TEUs in 2020 compare to 12 million TEUs in 2005. Almost 45% of the container volumes are local containers entering the Malaysian hinterland. The hinterland container transport movements are dominated by road haulage (90%), alongside road-rail intermodal that currently handles the remaining 10%. The aim of this research is to develop possible strategies for improving the logistics of the intermodal hinterland container transport system based on customer demand, cost-efficiency, environmental impacts and quality. Intermodal began to capture more container volumes from ports, especially Port Klang, in 1989. This was initiated by the opening of Ipoh Cargo Terminal (ICT). Other inland terminals such as Padang Besar (Perlis), Nilai Inland Port (Negeri Sembilan), Segamat Inland Port (Johore) and three other ICDs have seen a good share of intermodal movements during that time. But for the past 10 years, the intermodal share has declined. The government is concerned with the congestion, greenhouse gas (GHG) emissions from road haulage and security issues. The Prime Minister has pledged that by the year 2020, Malaysia will reduce its CO2 emissions by 40% and it is believed that intermodal could be one of the solutions to achieve this. The need to shift from road haulage to road-rail intermodal has been mentioned in Industrial Master Plan 3 (2006) and the Logistics Road Map (2009) to alleviate these problems. Intermodal hinterland container transport is a trend in many European ports to solve road haulage problems. The current hinterland container transport in Malaysia showed that the share of intermodal in Malaysia is still low. Most of the inland terminals in Malaysia are underutilised. Based on a customer survey, the major issues for customers to shift to intermodal is not only cost but also service quality. The lack of strategic policies and effective institutional aspects also contributes to make intermodal services less attractive. The Port Klang-Ipoh Corridor has a huge potential to be the main intermodal corridor in Malaysia. The case study showed that this corridor has the container volume to support intermodal services. The case study indicated a cost saving of 51% compared to direct road haulage, whereby CO2 emissions would be reduced by 36%. However, all the cost savings and reductions in CO2 emissions are not viable if there is no implementation of the most effective strategies to promote intermodal movement. The strategies include 1) introducing the Intermodal Transport Department and new policies, 2) introducing specific intermodal services, 3) setting up the green corridor concept, 4) developing a reward system for actors in intermodal transportation, 5) collaboration and coordination issues and 6) quality of service monitoring. Implementations of these strategies is vital to enhance the intermodal share in the Malaysian environment. 4 TableofContents Acknowledgement .............................................................................. 2 Executive Summary ............................................................................ 3 AbbreviationS .................................................................................... 6 CHAPTER ONE ....................................................................................7 1. INTRODUCTION .......................................................................... 7 1.1 Background of the study .............................................................7 1.2 Problem statement .....................................................................9 1.3 Aim of the study ..................................................................... 10 1.5 Scope and limitation of the study ............................................... 10 1.6 Overview of chapters ............................................................. 13 1.7 Terminology ......................................................................... 14 CHAPTER TWO ................................................................................. 15 2. Literature review ...................................................................... 15 2.1 Logistics Quality factors for mode/carrier selection ........................ 15 2.2 Hinterland transport services from different ports ....................... 25 2.3 Transport system evaluation methods ......................................... 35 2.4 Conclusion .............................................................................. 42 CHAPTER THREE .............................................................................. 43 3 RESEARCH METHODOLOGY .......................................................... 43 3.1 Overview of methodology .......................................................... 43 3.2 Data needs ........................................................................ 45 3.3 Data collection methods....................................................... 47 3.4 Data analysis ......................................................................... 55 CHAPTER FOUR ................................................................................ 57 4 REVIEW Of THE CURRENT SYSTEM ................................................ 57 4.1 Actors in hinterland transport ................................................. 57 4.2 Hinterland container movements in Malaysia .......................... 63 4.3 Institutional framework ........................................................... 70 Penang Port Commission Act 1955 ................................................... 70 Port Authorities Act 1963 ................................................................ 70 4.4 Current hinterland transport issues as highlighted from the preliminary service provider interviews ............................................. 72 4.5 Customer (manufacturers) survey and interviews ....................... 73 4.6 Conclusion ......................................................................... 83 5 CHAPTER FIVE ................................................................................
Load more

Recommended publications
  • Intercity Bus Transportation System and Its Competition in Malaysia
    Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Intercity Bus Transportation System and its competition in Malaysia Bayu Martanto ADJI Angelalia ROZA PhD Candidate Masters Candidate Center for Transportation Research Center for Transportation Research Faculty of Engineering Faculty of Engineering University of Malaya University of Malaya 50603 Kuala Lumpur, Malaysia 50603 Kuala Lumpur, Malaysia Fax: +603-79552182 Fax: +603-79552182 Email: [email protected] Email: [email protected] Raja Syahira RAJA ABDUL AZIZ Mohamed Rehan KARIM Masters Candidate Professor Center for Transportation Research Center for Transportation Research Faculty of Engineering Faculty of Engineering University of Malaya University of Malaya 50603 Kuala Lumpur, Malaysia 50603 Kuala Lumpur, Malaysia Fax: +603-79552182 Fax: +603-79552182 Email: [email protected] Email: [email protected] Abstract : Intercity transportation in Malaysia is quite similar to other countries, which involve three kinds of modes, namely, bus, rail and air. Among these modes, bus transportation continues to be the top choice for intercity travelers in Malaysia. Bus offers more flexibility compared to the other transport modes. Due to its relatively cheaper fare as compared to the air transport, bus is more affordable to those with low income. However, bus transport service today is starting to face higher competition from rail and air transport due to their attractive factors. The huge challenge faced by intercity bus transport in Malaysia is the management of its services. The intercity bus transport does not fall under one management; unlike rail transport which is managed under Keretapi Tanah Melayu Berhad (KTMB), or air transport which is managed under Malaysia Airports Holdings Berhad (MAHB).
    [Show full text]
  • The Development and Distribution Pattern of Railway Network for Urban Public Transport Using GIS from 1990 Until 2019 in the Klang Valley and Kuala Lumpur, Malaysia
    JOURNAL OF SOCIAL TRANSFORMATION AND REGIONAL DEVELOPMENT VOL. 2 NO. 2 (2020) 1-10 © Universiti Tun Hussein Onn Malaysia Publisher’s Office Journal of Social Transformation JSTARD and Regional Journal homepage: http://publisher.uthm.edu.my/ojs/index.php/jstard Development e-ISSN : 2682-9142 The Development and Distribution Pattern of Railway Network for Urban Public Transport Using GIS from 1990 Until 2019 in The Klang Valley and Kuala Lumpur, Malaysia Mohd Sahrul Syukri Yahya1*, Edie Ezwan Mohd Safian1, Burhaida Burhan1 1Faculty of Technology Management and Business, Universiti Tun Hussein Onn Malaysia, 86400 Parit Raja, Batu Pahat, Johor, MALAYSIA *Corresponding Author DOI: https://doi.org/10.30880/jstard.2020.02.02.001 Received 20 July 2020; Accepted 30 October 2020; Available online 30 December 2020 Abstract: The development and distribution pattern of the railway network has significantly increased in urban public transport with the current situation to move fast towards the fourth industrial revolution (4IR). In Malaysia, the problem issues are related to traffic congestion and many user cars on the roadway in daily lives. One alternative mode of using a rail network is commuter, LRT, Monorail, MRT and ETS. Therefore, the Geographic Information System (GIS) technology is then used to map and produce the railway networks history and developments in urban public transportation (UPT). The goal of this research is to identify the heatmap trends of the Klang Valley railway stations which included Kuala Lumpur as urban public transport sectors. It was based on the OSM image layer from the year 1990 to 2019 and studied the growth of railway networks through a polyline pattern analysis.
    [Show full text]
  • BERTH PRODUCTIVITY the Trends, Outlook and Market Forces Impacting Ship Turnaround Times
    JULY 2014 BERTH PRODUCTIVITY The Trends, Outlook and Market Forces Impacting Ship Turnaround Times JOC Port Productivity Brought to you by JOC, powered by PIERS JOC Group Inc. WHITEPAPER, JULY 2014 BERTH PRODUCTIVITY: The Trends, Outlook and Market Forces Impacting Ship Turnaround Times TABLE OF CONTENTS Introduction. 1 Berth Productivity . 3 The Trends, Outlook and Market Forces Impacting Ship Turnaround Times Asia’s Troubled Outlook . 9 Why a Steady Dose of Mega-ships Limits the Potential for Berth Productivity Gains Racing the Clock in Europe . .11 Big Projects Pave the Way for the World’s Biggest Ships Behind the Port Productivity Numbers . .14 About the JOC Port Productivity Rankings. 16 The Rankings. 17 Validation Methodology. 23 Rankings Methodology . .23 About the Report. .24 About JOC Group Inc. .24 TABLES Rankings the Ports . 17 Top Ports: Worldwide . 17 Top Ports: Americas. .18 Top Ports: Asia. .18 Top Ports: Europe, Middle East, Africa. 18 Rankings the Terminals. .19 Top Terminals: Worldwide. .19 Top Terminals: Americas . .19 Top Terminals: Asia . .20 Top Terminals: Europe, Middle East, Africa . .20 Port Productivity by Ship Size. 21 Top Ports Globally, VESSELS LESS THAN 8,000 TEUS . .21 Top Terminals Globally, 8,000-TEU VESSELS AND LARGER . .21 Top Terminals Globally, VESSELS LESS THAN 8,000 TEUS . 22 Top Ports Globally, VESSELS 8,000+ TEUS . 22 +1.800.952.3839 | www.joc.com | www.piers.com ii © Copyright JOC Group Inc. 2014 WHITEPAPER, JULY 2014 BERTH PRODUCTIVITY: The Trends, Outlook and Market Forces Impacting Ship Turnaround Times Introduction ENHANCING BERTH PRODUCTIVITY By Peter Tirschwell Executive Vice If there’s an issue in the container shipping world that’s hotter than port President/Chief productivity, I’m not aware of it.
    [Show full text]
  • Review of Maritime Transport 2018 65
    4 In 2017, global port activity and cargo handling of containerized and bulk cargo expanded rapidly, following two years of weak performance. This expansion was in line with positive trends in the world economy and seaborne trade. Global container terminals boasted an increase in volume of about 6 per cent during the year, up from 2.1 per cent in 2016. World container port throughput stood at 752 million TEUs, reflecting an additional 42.3 million TEUs in 2017, an amount comparable to the port throughput of Shanghai, the world’s busiest port. While overall prospects for global port activity remain bright, preliminary figures point to decelerated growth in port volumes for 2018, as the growth impetus of 2017, marked by cyclical recovery and supply chain restocking factors, peters out. In addition, downside risks weighing on global shipping, such as trade policy risks, geopolitical factors and structural shifts in economies such as China, also portend a decline in port activity. Today’s port-operating landscape is characterized by heightened port competition, especially in the container market segment, where decisions by shipping alliances regarding capacity deployed, ports of call and network structure can determine the fate of a container port terminal. The framework is also being influenced by wide- PORTS ranging economic, policy and technological drivers of which digitalization is key. More than ever, ports and terminals around the world need to re-evaluate their role in global maritime logistics and prepare to embrace digitalization- driven innovations and technologies, which hold significant transformational potential. Strategic liner shipping alliances and vessel upsizing have made the relationship between container lines and ports more complex and triggered new dynamics, whereby shipping lines have stronger bargaining power and influence.
    [Show full text]
  • Study of U.S. Inland Containerized Cargo Moving Through Canadian and Mexican Seaports
    Study of U.S. Inland Containerized Cargo Moving Through Canadian and Mexican Seaports July 2012 Committee for the Study of U.S. Inland Containerized Cargo Moving Through Canadian and Mexican Seaports Richard A. Lidinsky, Jr. - Chairman Lowry A. Crook - Former Chief of Staff Ronald Murphy - Managing Director Rebecca Fenneman - General Counsel Olubukola Akande-Elemoso - Office of the Chairman Lauren Engel - Office of the General Counsel Michael Gordon - Office of the Managing Director Jason Guthrie - Office of Consumer Affairs and Dispute Resolution Services Gary Kardian - Bureau of Trade Analysis Dr. Roy Pearson - Bureau of Trade Analysis Paul Schofield - Office of the General Counsel Matthew Drenan - Summer Law Clerk Jewel Jennings-Wright - Summer Law Clerk Foreword Thirty years ago, U.S. East Coast port officials watched in wonder as containerized cargo sitting on their piers was taken away by trucks to the Port of Montreal for export. At that time, I concluded in a law review article that this diversion of container cargo was legal under Federal Maritime Commission law and regulation, but would continue to be unresolved until a solution on this cross-border traffic was reached: “Contiguous nations that are engaged in international trade in the age of containerization can compete for cargo on equal footings and ensure that their national interests, laws, public policy and economic health keep pace with technological innovations.” [Emphasis Added] The mark of a successful port is competition. Sufficient berths, state-of-the-art cranes, efficient handling, adequate acreage, easy rail and road connections, and sophisticated logistical programs facilitating transportation to hinterland destinations are all tools in the daily cargo contest.
    [Show full text]
  • User Perception on Urban Light Rail Transit
    Civil Engineering and Architecture 7(6A): 43-49, 2019 http://www.hrpub.org DOI: 10.13189/cea.2019.071405 User Perception on Urban Light Rail Transit Seuk Yen Phoong1,*, Seuk Wai Phoong2, Sedigheh Moghavvemi2, Kok Hau Phoong3 1Department of Mathematics, Universiti Pendidikan Sultan Idirs, Malaysia 2Department of Operations and Management Information Systems, University of Malaya, Malaysia 3Faculty of Management and Information Technology, Sultan Azlan Shah University, Malaysia Received July 28, 2019; Revised October 8, 2019; Accepted December 15, 2019 Copyright©2019 by authors, all rights reserved. Authors agree that this article remains permanently open access under the terms of the Creative Commons Attribution License 4.0 International License Abstract Public transport is a shared passenger traffic congestion in the city. transport service available for public use. Increased The problems pertaining to the public transportation population is accompanied by the increased demand for system in Kuala Lumpur are the lack of integration and private vehicles. The exponential growth in the number of focus. The government does not actively promote the use private vehicles will result in negative impacts such as air of public transportation, which indirectly influences daily pollution, excessive noise, and traffic congestion. life. According to the statistics in 2017, the average daily Additionally, customers’ perceptions on different aspects ridership of the public transport in 2017 was 638,608 in include safety, operation or time, comfortableness and Kuala Lumpur. The average time a person spent every day cleanness of public transportation that are also essential in in traffic congestion is ~53 minutes in Kuala Lumpur. affecting their mode of choice when travelling.
    [Show full text]
  • U.S. Port Congestion & Related International Supply Chain Issues
    U;S; Container Port Congestion & Related International Supply Chain Issues: Causes, Consequences & Challenges (!n overview of discussions at the FM port forums) Image Sources 1) http://ecuadoratyourservice;com/live-in-ecuador/relocation-and-shipping-services/attachment/container-ship/ 2) http://www;pressherald;com/wp-content/uploads/2012/12/Port+Strike_!cco11;jpg 3) http://truckphoto;net/peterbilt-model-587-tractor-trailertruck-picture-photo;jpg 4) https://www;airandsurface;com/blog/wp-content/uploads/2014/02/Port-of_Long_each;jpg 5) http://www;performancecards;com/wp-content/uploads/2012/12/Warehouse;jpg 6) http://jurnalmaritim;com/wp-content/uploads/2015/03/arge9-21-09-km;jpg 7) "Portainer (gantry crane)" by M;Minderhoud - Own work; Licensed under Y-S! 3;0 via Wikimedia ommons - http://commons;wikimedia;org/wiki/File:Portainer_(gantry_crane);jpg#/media/File:Portainer_(gantry_crane);jpg 8) Norfolk Southern U;S; Container Port Congestion & Related International Supply Chain Issues: Causes, Consequences & Challenges (!n overview of discussions at the FM port forums) July 2015 U.S. Container Port Congestion and Related International Supply Chain Issues: Causes, Consequences and Challenges (An overview of discussions at the FMC port forums) Table of Contents Introduction Global Trade and the U.S. Economy ................................................................................................ 1 Industry Condition and Trends......................................................................................................... 3
    [Show full text]
  • Container Port Capacity and Utilization Metrics
    Tioga Container Port Capacity and Utilization Metrics Dan Smith The Tioga Group, Inc. Diagnosing the Marine Transportation System – June 27, 2012 Research sponsored by USACE Institute for Water Resources & Cargo Handling Cooperative Program www.tiogagroup.com/215-557-2142 Key Questions and Answers Tioga Key questions • How do we measure port capacity? • How do we measure utilization and productivity? • What do the metrics mean for port development? Answers • Port capacity is a function of draft, berth length, CY acreage, CY density, and operating hours • Most U.S. ports are operating at well below their inherent capacity • Individual ports and terminals face specific capacity bottlenecks, especially draft 2 Available Data and Metrics Tioga What can we do with publicly available data? • Infrastructure and operating measures are accessible • Labor and financial measures are not Available Port Data Yield Available Port Metrics Always Land Use Channel & Berth Depth TEU/Gross Acre Gross/Net CY Acres Berth Length TEU Slots/CY Acre (Density) Net/Gross Ratio Berths TEU Slots/Gross Acre CY Utilization Cranes & Types TEU/Slot (Turns) Moves/Container Gross Acres TEU/CY Acre Avg. Dwell Time Port TEU Crane Use Avg. Vessel TEU Number of Cranes Avg./Max Moves per hour Vessel Calls TEU/Crane TEU/Available Crane Hour Sometimes Vessel Calls/Crane TEU/Working Crane Hour Avg. Crane Moves/hr Crane Utilization TEU/Man-Hour CY & Rail Acres Berth Use TEU Slots Number of Berths Max Vessel DWT and TEU Estimated Length of Berths TEU/Vessel TEU Max Vessel TEU Depth of Berth & Channel Vessel TEU/Max Vessel TEU Confidential TEU/Berth Berth Utilization - TEU Costs Vessels/Berth Berth Utilization - Vessels Man-hours Balance & Tradeoffs Vessel Turn Time Cranes/Berth Net Acres/Berth Rates Gross Acres/Berth Cost/TEU Avg.
    [Show full text]
  • The Waves of Containerization: Shifts in Global Maritime Transportation David Guerrero, Jean Paul Rodrigue
    The waves of containerization: shifts in global maritime transportation David Guerrero, Jean Paul Rodrigue To cite this version: David Guerrero, Jean Paul Rodrigue. The waves of containerization: shifts in global maritime trans- portation. International Association of Maritime Economists Conference, Jul 2013, France. 26 p. hal-00877538 HAL Id: hal-00877538 https://hal.archives-ouvertes.fr/hal-00877538 Submitted on 13 Nov 2013 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. The Waves of Containerization: Shifts in Global Maritime Transportation David Guerrero SPLOTT-AME-IFSTTAR, Université Paris-Est, France. Jean-Paul Rodrigue Dept. of Global Studies & Geography, Hofstra University, Hempstead, New York, United States. Abstract This paper provides evidence of the cyclic behavior of containerization through an analysis of the phases of a Kondratieff wave (K-wave) of global container ports development. The container, like any technical innovation, has a functional (within transport chains) and geographical diffusion potential where a phase of maturity is eventually reached. Evidence from the global container port system suggests five main successive waves of containerization with a shift of the momentum from advanced economies to developing economies, but also within specific regions.
    [Show full text]
  • Than a Free Bus Ride”—Exploring Young Adults’ Perceptions of Free Bus Services Using a Qualitative Approach: a Case Study of Penang, Malaysia
    sustainability Article “More Than a Free Bus Ride”—Exploring Young Adults’ Perceptions of Free Bus Services Using a Qualitative Approach: A Case Study of Penang, Malaysia Nur Sabahiah Abdul Sukor 1,* , Surachai Airak 1 and Sitti Asmah Hassan 2 1 School of Civil Engineering, Universiti Sains Malaysia, Nibong Tebal 14300, Penang, Malaysia; [email protected] 2 School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Skudai 81310, Johor, Malaysia; [email protected] * Correspondence: [email protected] Abstract: Encouraging the younger generation to use public transport can revolutionise the way that citizens commute in the future; hence, municipalities must provide good public transport services to encourage their use. A free bus service was introduced in Penang, Malaysia, to support the sustainable agenda and to provide transport for low-income groups. However, the lack of ridership resulted in the service being far from achieving its target. This study assessed young adults’ perceptions of the current free bus service in Penang to design a strategy to attract them to use the free bus. In this study, six focus group discussions (FGDs) were conducted with young adults aged between 18 and 25 years old studying in three different higher institutions located along the route of the free bus. The data collected were analysed using thematic analysis, in which four areas were identified—free service, reliability, information provision, and attractive service. Finally, this paper Citation: Sukor, N.S.A.; Airak, S.; provides valuable input on initiatives to further encourage young adults to use the free bus service Hassan, S.A. “More Than a Free Bus in Penang.
    [Show full text]
  • A Literature Review, Container Shipping Supply Chain: Planning Problems and Research Opportunities
    logistics Review A Literature Review, Container Shipping Supply Chain: Planning Problems and Research Opportunities Dongping Song School of Management, University of Liverpool, Chatham Street, Liverpool L69 7ZH, UK; [email protected] Abstract: This paper provides an overview of the container shipping supply chain (CSSC) by taking a logistics perspective, covering all major value-adding segments in CSSC including freight logistics, container logistics, vessel logistics, port/terminal logistics, and inland transport logistics. The main planning problems and research opportunities in each logistics segment are reviewed and discussed to promote further research. Moreover, the two most important challenges in CSSC, digitalization and decarbonization, are explained and discussed in detail. We raise awareness of the extreme fragmentation of CSSC that causes inefficient operations. A pathway to digitalize container shipping is proposed that requires the applications of digital technologies in various business processes across five logistics segments, and change in behaviors and relationships of stakeholders in the supply chain. We recognize that shipping decarbonization is likely to take diverse pathways with different fuel/energy systems for ships and ports. This gives rise to more research and application opportunities in the highly uncertain and complex CSSC environment. Citation: Song, D. A Literature Keywords: container shipping supply chain; transport logistics; literature review; digitalization; Review, Container Shipping Supply
    [Show full text]
  • Distributed Agent Architecture for Port Automation
    Distributed Agent Architecture for Port Automation Tom Thurston Huosheng Hu Department of Computer Science Department of Computer Science University of Essex, Colchester CO4 3SQ, U.K. University of Essex, Colchester CO4 3SQ, U.K. Email: [email protected] Email: [email protected] Abstract several levels (depth) and thus sophisticated computer software has been developed to ensure that the containers In the near future, container ports will no longer be are positioned such that they can be removed in a pre- able to expand into the surrounding land and will thus be calculated order so that space can be made for oncoming 1 unable to meet the storage requirements due to the boom cargo with relative ease. For each column, the QC must in world trade. A solution to this problem is to increase the first unload all the containers destined for this port, and container throughput of the port by reducing the amount then load all the containers scheduled for leaving this port. of time necessary to load and unload a ship. This paper Clearly there is a strict loading schedule which must be 2 presents distributed agent architecture to achieve this task. observed. Under such architecture, an intelligent planning algorithm This paper is concerned specifically with the loading is continuously optimised by the dynamic and co-operative process, however the standard unloading process is rescheduling of yard resources such as quay cranes and similar, just in reverse. In most ports around the world, the container vehicles. loading of each container requires 3 separate processes. i) Retrieval of Container from Stacking Lane -- An 1.
    [Show full text]