Container barge congestion and handling in large seaports: a theoretical agent-based modeling approach

Peter Shobayo,Edwin Van Hassel

doi:10.1186/s41072-019-0044-7

Abstract

Container Barging forms an important mode of transportation especially in large seaports with a strong inland waterway connectivity. This is because it is Cost-efficient and environmental friendly compared to the other modes of transportation. Despite the significant importance, container barge transportation is faced with several challenges and inefficiencies. One of these challenges is the large waiting time of barges in large container seaports which has negatively impacted the reliability of barge transportation.It is due to these challenges that this study seeks to examine the reasons for barge congestion and poor handling to propose possible solutions to these problems. In achieving these objectives, a quantitative methodological approach was adopted for the study in which agent-based modelling was developed to analyze the different scenarios developed in the study. An impact assessment of each of the different scenarios was conducted to identify the most suitable that would address congestion and handling issues around container barging.The study concluded that the presence of sea vessels and the high priority given to these vessels are major causes of barge congestion in large seaports, hence the study recommends dedicated barge berthing spaces at each terminal. Appropriate smaller cranes should also be invested in, to enhance the handling of the barges.

Highlights

Hinterland transportation has so far become a source of enhanced competitiveness for a seaport, as it has become a source of accessibility to the port by shippers in receiving and sending their products, which has, without doubt, enhanced the performance of the port, especially in the container market
As the number of barges reduces, the handling rate drops due to the focus of terminal operators on sea vessels which affect the rate at which the barges are being handled and leaves the system
More research is needed for this aspect. This further research should include: What will be the cost for the terminal operators to invest in these additional crane capacities for barges, and what would be the benefits for terminal operators? Why should the deep-sea terminals invest in it if they see the barges as being less contributing to their productivity and throughput while the barge operators are the ones who benefit more? What role can the barge operators play to improve the situation, can they be more flexible by bundling and consolidating towards increasing the call size so there would be a reduced number of barges calling at different terminals? What is the implication of these moves?

Summary

Introduction

Hinterland transportation has so far become a source of enhanced competitiveness for a seaport, as it has become a source of accessibility to the port by shippers in receiving and sending their products, which has, without doubt, enhanced the performance of the port, especially in the container market. A rising in the increase in the volume of containers which are being handled by the seaports has made the performance and capacity of hinterland transportation an important element within the port. This is because of the significant reduction in the Shobayo and van Hassel Journal of Shipping and Trade (2019) 4:4 cost of deep-sea container transport which has led to the shift in the focus of shippers on inland operations. There has been a great emergence of container transportation through inland navigation over the years This is because this type of transportation brings about efficient accessibility to different regions which are close to the river area such as the river Rhine, the Maas and the river Scheldt.

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Conclusion