Ports In Africa Research Articles

Spatial variability of dust concentration and deposition around an industrial port in South Africa emphasises the complexity of sources and transport

AbstractThe port and industrial zone of Saldanha Bay in South Africa accommodates activities related to the transport, processing, and production of commodities such as iron ore, manganese ore, and steel. The visible emission of dust from this area raised concerns for public health and to address this, the municipality has monitored the fine particulate matter (PM2.5) concentration and dust deposition since 2015. Here, this monitoring data served to assess spatial and temporal changes and to evaluate the potential contribution of industrial and meteorological processes to these changes. We observed high temporal variability in both PM2.5 concentration and dust deposition, and high spatial variation in dust depositions. Dust originated from local sources such as industry and traffic, but industrial activities could not explain the observed spatial variability, and concentration and deposition fluxes did not significantly increase over the years despite the extension of industrial activities. Meteorological factors such as rain, wind speed, wind direction, as well as topography exerted an important influence, but could also only partially explain the observed variability in both dust concentration and deposition. Furthermore, the PM2.5 concentration and dust deposition are not significantly correlated, which highlights the challenges in appropriate dust monitoring. It follows that such monitoring efforts, though meeting national standards, require improvement to assess risks accurately. Our study illustrates that in areas with such high complexity of industrial activities, the high variability of dust load and deposition must be considered to evaluate implications for public and environmental health, adherence to guidelines, and mitigation strategies.

Assessing IoT Solutions for Dynamic Under Keel Clearance: A Model Validation Study at Port Tanger Med

The port of Tanger Med stands as the first port in Africa and the Mediterranean, with a throughput capacity of up to 9 million TEUs annually, accommodating the globe's largest vessels, such as ULCVs and MGX-24 classes, which boast capacities nearing 24,000 TEUs. To advance the safety and efficiency of handling deep-drafted vessels, the Tanger Med Port Authority, in cooperation with other terminals partners, try to deploy a sophisticated IoT-based system. This system integrates a high-precision non-linear 3D sea-keeping engine with detailed metocean forecasts, encompassing data on waves, winds, and other hydrodynamic factors. This IoT solution has been instrumental as a decision-support tool, facilitating the Harbormaster and Pilot teams in safely managing vessel transits. It has enabled an increase in the maximum allowable draft to 17.4 meters without requiring dredging. This paper delves into a model validation study assessing the effectiveness of the IoT solution in enhancing dynamic under-keel clearance management at Port Tanger Med, underlining its crucial role in improving operational efficiencies and ensuring navigational safety.

An assessment of the capacity and the performance of marine services in South Africa’s ports

Background: With about 80% of world trade being seaborne, seaports’ capacity, efficiency and associated services are vital to ensure seamless, sustainable global supply chains. A lack of investment in marine services capacity and performance in South African ports remains a concern for port users and supply chain practitioners.Objectives: This study examines the capacity and performance of marine services in South Africa’s ports. The primary example examines marine services performance data for the Port of Durban.Method: This study uses Transnet National Ports Authority (TNPA) data and descriptive statistics to analyse marine fleet performance, bollard pulls and human capacity in South Africa’s ports to identify causes of shipping delays in the Port of Durban from 2014 to 2021.Results: The 8 years analysis show five most prominent sources of shipping delays in Ports as; tugboats occupied, shift changes, shipping movements, tugs out of commission and adverse weather conditions. Other factors identified were pilot-boat availability, overbooking slots, port meetings, etc. The performance of marine services are impacted by outdated wet infrastructure and a shortage of marine crafts and critical skills.Conclusion: There is a clear and justified need to increase physical and human capital investment in the provision of marine services and improve maintenance spending on critical infrastructure to reduce shipping delays and costs of conducting trade in South African (SA) ports.Contribution: The study compiles, analyses and provides a contextual understanding of the number of marine crafts, average bollard pulls, human resources capacity and causes of shipping delays in Republic of South Africa (RSA) ports.

Combining multiple lines of evidence to elucidate the origin and introduction pathway of bitou bush (Chrysanthemoides monilifera subsp. rotundata) in Australia

Understanding the historical context of biological invasions can improve weed management outcomes. In this study, we aim to identify the introduction pathway of bitou bush (Chrysanthemoides monilifera subsp. rotundata) into Australia and its biogeographical origin in southern Africa by combining multiple lines of evidence from genomic tools and historical documentation. Geographic structure of genomic diversity based on SNPs supported the previous analysis of the invasion pathway of bitou bush between the two countries and within Australia, namely that all Australian material originated from the southern part of the South African distribution. Our synthesis of historical records points to the introduction of this plant into eastern Australia in Newcastle, New South Wales, from its native range in South Africa, via dry shipping ballast in about 1900. Variation in the chloroplast genome was also informative as to the biogeographical origin of Australian material and the context of the introduction. Ten unique haplotypes were discovered in South Africa with only one occurring throughout Australia, indicating an introduction from a single source population to eastern Australia. The matching haplotype was from East London, a port in South Africa with documented shipping connections to Newcastle in eastern Australia, where the weed was first recorded. Historical records suggest that the most plausible explanation for the origins of the isolated bitou bush population in Western Australia is via the shipping of steel billets or landscape plantings associated with shipping companies. The most likely introduction pathway linked the eastern Australian steel processing ports of Newcastle or Port Kembla to the Western Australian port of Kwinana in 1995. Discovering the origin and pathway of bitou bush invasions in Australia opens new opportunities for sourcing biological control agents with a higher chance of impact as well as identifying additional quarantine measures to improve outcomes and reduce long-term costs to management.

Factors Affecting Port Users’ Behavioral Intentions to Adopt Financial Technology (Fintech) in Ports in Sub-Saharan Africa: A Case of Ports in Ghana

The study evaluated factors influencing port users’ intentions to participate in Financial Technology (Fintech) in the ports of Ghana. The study used non-experimental quantitative correlational design and the Extended Unified Theory of the Acceptance and Use of Technology (UTAUT2) as the theoretical foundation to assess whether performance expectancy (PE), behavioral intention (BI), effort expectancy (EE), social influence (SI), facilitating conditions (FC), hedonic motivation (HM), price value (PV), and habit (HT) were predictors of the intention of port users to participate in a Fintech program with age as a moderating factor. The sample comprised 407 individuals who work in the port industry and are between 18 and 64 years old; these were randomly selected through the SurveyMonkey platform. The study used principal component analysis (PCA), confirmatory factor analysis, and structural equation modeling to analyze and report the results. Findings show that PE, EE, and HT were predictors of the behavioral intention of port users to participate in a Fintech in the maritime and ports in Ghana. FC, SI, HM, and PV values could not predict BI for port users to enroll on a Fintech program. Neither did age have a moderating effect on the predictors variable influence on behavioral intention. This study offers a deeper insight into the adoption of Fintech in the port industry and sub-Saharan Africa. The findings can help researchers explain the variations in the UTAUT2 theoretical framework predictions relative to different sectors and disciplines. Researchers who intend to use the UTAUT2 theoretical framework to influence port users BI to enroll in the Fintech program will now consider PE, EE, and HT the most effective adoption factors. From a practical perspective, the study will help managers and stakeholders in ports in Ghana and sub-Saharan Africa focus on the critical constructs as the first steps to implementing a Fintech program. On the other side, port users will also understand their role relative to performance expectancy, effort expectancy, and the habit to cultivate toward Fintech.

Adoption of cloud computing in business continuity management for container terminal operations in South Africa

This study responds to recent calls for improving pre- and post-disaster business continuity by investigating cloud computing adoption factors relevant to the modernisation of port operations. A fit-viability model (FVM) is used as the analytical framework for the study. An interpretive, qualitative methodology, employing the use of a case study of the ports in South Africa was adopted. The interview data collected was analysed thematically and the findings revealed several insights: the first is that a digitalised BCM architecture 'fits' the cloud computing model. Secondly, the cloud computing model is a 'viable' model that can contribute to managing complex and differentiated organisations. For such complex organisations, viability can be realised by harnessing collective intelligence (CI) for more effective BCM. Lastly, to realise digitally enabled BCM and harness the power of CI, there is need for a rethinking of strategy towards the adoption of an 'intelliport strategy' or 'smart' BCM for ports.

THE IDENTIFICATION AND SELECTION OF AN OPTIMISED MAINTENANCE STRATEGY FOR CONVEYOR SYSTEMS USED IN THE TRANSPORTATION OF BULK MATERIALS: A CASE STUDY

In recent years an increased number of conveyor failures has been experienced in a port in South Africa, which has directly impacted revenue through unachieved handling volumes. This research aimed to use conveyor failure data to: 1) review and identify the effects of the existing maintenance approach, 2) highlight failure causes and consequences, and 3) determine the most suitable optimised maintenance strategy for conveyors that would reduce failures, thereby reducing downtime and loss of revenue. The results indicated that the current maintenance initiatives were directly linked to conveyor the failures and to cargo being changed without a design verification of the infrastructure. The research has provided useful insights that could lead to fault-finding activities with equipment that is not achieving its design life and, in particular, conveyor belting that has been failing prematurely. Further investigations are required to verify the design of the existing infrastructure in handling the changed cargoes. In addition, the research has shown that condition-monitoring devices will aid in co-ordinating maintenance actions and responses. It also recommended that training plans be updated to ensure that staff are up-to-date with existing maintenance practices before they use the optimised maintenance approach. In summary, this research study has provided essential results and recommendations to warrant the use of an optimised maintenance strategy on conveyor systems, particularly in the port of concern. Keywords maintenance strategy, FMCA, failure analysis

Port Efficiency Assessment for Selecting Transit Port for West African Land Locked Countries

The fundamental purpose of this paper is to assess the efficiency of port in West Africa and selectively select the best transit port for landlocked West African countries and for that matter data envelopment analysis will be used for this research. Seven (7) ports were selected out of twelve (12) using container throughput level for the basis of their selection, whiles DEA model was used for the determination of their relative efficiencies and their over time efficiencies through window analysis. It is noted that. The study noted that based on the operational efficiency of the port of Tema in Ghana, port Lomé and port of Douala, they should serve and standout as the transit port when it comes to West African landlocked countries selecting of transit port. It is recommended that there should be an expansion in infrastructure which is which should be the target so as to improve operational efficiency in West African port. Ports authorities should look more into that because is the beacon of ports efficiency and performance, because infrastructure propels ports mass production once those infrastructures are properly utilized.

PROTOCOL: Evidence and gap map: studies of the effectiveness of transport sector interventions in low- and middle-income countries.

PROTOCOL: Evidence and gap map: studies of the effectiveness of transport sector interventions in low- and middle-income countries.

PRELIMINARY INVESTIGATION OF THE CHEMICAL COMPOSITION OF BALLAST WATER AND TANK SEDIMENTS OF SELECTED SHIPS WITHIN THE LAGOS HARBOUR, NIGERIA

Ballast water is important for safe and efficient operation of vessels, helping to maintain stability during voyage in seas and docking in harbours. However, ballast water can pose considerable environmental challenges because they are often laden with polluted sediments and invasive species. The Lagos Harbour, which houses in the largest port in West Africa, receives about five thousand vessels annually which discharge ballast water and tank sediments into the water with the potential to cause environmental pollution. In the Nigerian context there is high potential for pollution due to weak regulations, poor enforcement and limited research of this kind in order to understand their composition, fate and impacts. This study aims at characterizing the chemical composition (Heavy metals- Arsenic, Cadmium, Chromium, Copper, Lead & Zinc, as well as carbon and nitrogen content) of the ballast water and the tank sediments because of their positive correlation with the survival of invasive species in the ballast water and tank sediments. Water samples were collected from four ships (2 cargos and 2 tankers) within the Lagos Harbour; surface (1-5 cm) sediment samples were scooped from ship tanks using a specialized grab for sampling ballast sediments. The sediments were transferred in specialized sample containers (cool boxes) to the University of Portsmouth in United Kingdom for analysis. Total metal concentrations were analysed using X-ray fluorescence (XRF). They were subjected to two acid digestions: Aqua regia (AR) and 1 M hydrochloric acid (1 M HCl) following the procedures set out by the Canadian National Water Research Institute (NWRI) and the United States Environment Protection Agency (US-EPA Method 3050B). Total carbon and nitrogen contents were determined using an in-line Yanaco MT-5 CHN analyser. The results obtained were compared with established guidelines and subjected to correlation and Principal Component Analysis (PCA). The findings indicated high concentrations of Nickel, Lead, and Zinc in the sediments with values of 59.6 mg/kg, 33.75 mg/kg and 43,145.7 mg/kg respectively which exceeded NOAA and CSQGs permissible standards. Tanker vessels contained relatively higher concentrations of the pollutants than cargo vessels. The findings from this study provide useful baseline data which will guide a more intensive investigation of the chemical composition of ballast water and tank sediments for effective comparison with what is obtainable elsewhere in the world. The maritime industry needs to pay close attention to ballast as a potential source of marine pollution particularly in developing countries like Nigeria where there is limited regulation for management of coastal areas with respect to shipping activities. The IMO needs to direct further effort at investigating the non-biological components of ballast water and sediments in order to protect valuable biodiversity. Keywords: Coastal Pollution, Ballast Water Management, Ships, Analytical Techniques

The Criticality of Evaluating Port Efficiency Modelling: A Case of 19 Sub Saharan African Ports for the period of 2008-2015

The paper described the essence of evaluating port efficiency using the Data Envelopment Analysis Malmquist Production Index Model. The model was used to examine the drivers of efficiency of 19 Sub-Saharan African Ports for the period of 2008-2015. The importance of ports to the development of nations in Africa makes it expedient to evaluate how efficient ports in sub-Saharan Africa are and what are the drivers of efficiency. The result of the study indicated that the significant drivers of productivity in the ports examined are technical efficiency. A Port continuous improvement framework was developed to assist in improving port performance. The Port continuous improvement framework is essential because the improvement in the port will have a multiplier effect on all the maritime stakeholders and the economy at large.

Improving the freight transport of a developing economy: a case of Boankra inland port

PurposeShippers and Freight Forwarding Agents spend much time clearing their cargo from the Ghanaian ports. As a result, the cost of doing business in Ghana through the Tema and Takoradi ports is high. This research investigates the potential impact the establishment of an inland port will have on a reduction in congestion at the Tema and Takoradi ports and on the efficiency of the freight transport system.Methodology/approachThis study used questionnaires to gather data through an experience survey conducted at the Ghana Sea Ports and Boankra inland port.FindingsThe study found out that for the inland Port to work effectively, there should be a connection from the Boankra inland port to the Takoradi and Tema Sea Ports as well as the container depots of the neighboring landlocked Sub-Saharan African Countries.. The study discovered that the implementation of the Boankra inland port will result in the decongestion and efficiency of Ghanaian seaports. Factors such as the increase in skills and experience of personnel; the use of management information systems; formulation of programmes and policies in decongesting the two main Ghanaian seaports; enhanced road network; adaptation of new technologies in the cargo handling process; and reduced bureaucracy in clearing processes at the ports are arbitrating factors through which the establishment of the Boankra inland port may have an impact on the seaports and the Freight transport industry at large. It was found that the challenges which may impede the improvement of freight transport in Ghana are inefficiencies and distortions in the trading system; unnecessary bureaucratic clearing processes; weak regulatory framework; Poor quality control;, inadequate staff; political interference, and lack of capital. It was found that for the Boankra Inland Port to be efficient, the officials and stakeholders must be trained; the various institutions in the transport chain must be empowered; corruption among port officials must be managed; there must be minimal political interference in the port operations; there must be more investment into the freight transport system; and there must be trade regulations to govern the freight transport system.OriginalityThis novel study differentiates itself from existing studies on Port System by focusing on inland ports in Africa and their influence on the efficiency and decongestion of seaports.

Assimilation of Cloud Computing in Business Continuity Management for Container Terminal Operations in South Africa

The pace and scope of the Fourth Industrial Revolution (4IR) continues to shape a new era, characterized by computing breakthroughs and pervasive digitalization, that has impacted organizational processes such as business continuity management (BCM). Coupled with a competitive and turbulent environment symbolized by disruptive events such as floods, power failures, and terrorist attacks; contemporary BCM systems require to be more responsive for organizations to maintain resilience. Such responsive BCM systems require to be digitally enabled, while anchored on modern computing paradigms such as cloud computing. A reconsideration of BCM systems is particularly compelling in port operations, where, business disruptions to the 24-hour business model characteristic of Container Terminal Operations (CTOs) can mean huge losses not only to the port entity(ies), but also to national economies. This study responds to these recent calls for improving pre- and post-disaster business continuity by investigating the relevance of cloud computing affordances for the development of a resilient cloud based BCM for port operations in the context of South Africa. An interpretive, qualitative methodology, employing the use of a case study of the ports in South Africa was adopted in this study. The interview data collected was analyzed thematically and the findings formed the basis for the inferences made relevant for the development of an architecture for a Cloud-Based BCM. To realize effective organizational resilience using BCM, three insights, as underlying mechanisms for assimilating cloud computing in BCM can be inferred: the first is that a digitalized BCM architecture ‘fits’ the cloud computing model. Secondly, the cloud computing model is a ‘viable’ model that can contribute to managing complex organizations characterized by business units that are highly differentiated in terms of size, structure, ICT and investment levels. For such complex organizations, viability is visible in terms of how the multi-units can harness collective intelligence (CI) for more effective BCM. Lastly, to realize digitally enabled BCM and harness the power of CI; there is need for rethinking strategy towards the adoption of an ‘Intelliport strategy’ or ‘smart’ BCM for ports.

Selective Adoption: How Port Authorities in Europe and West Africa Engage with the Globalizing ‘Green Port’ Idea

The scholarly debate on ‘green ports’ since it emerged in the policy discourse of international maritime organizations has largely focused on exploring the economic benefits associated with implementing related policies and developing green guides and codes of conduct for port authorities. In contrast, it has received little attention how the green port idea and according measures are taken up and what role is played by contextual factors in places of such uptake. By engaging with the expanding literature on policy mobilities and drawing on empirical information collected through interviews with port officials from four ports in Europe and West Africa, we argue that context-specific factors strongly influence what we call the selective adoption of green port tools and measures for transitioning ports towards sustainability. They include environmental priorities, regulatory requirements, financial resources and the immediate areas of competence of port authorities, which all vary widely across regions and specific ports.

Assessment of Dry Port Efficiency in Africa Using Data Envelopment Analysis

This work involves the evaluation of dry port competitiveness through analysis of efficiencies for selected dry ports in Africa. Five dry ports were selected and analysis carried out over a period of four years. The dry ports considered were Mojo and Kality in Ethiopia, Mombasa in Kenya, Isaka in Tanzania and Casablanca in Casablanca, Morocco. Data Envelopment Analysis (DEA) was applied for this work. Container throughputs for the various ports under consideration were used as the output variable for the data analysis model, while the number of reach stackers, the number of tractors, the number of forklifts and the size of the dry port were used as the input variables. From the results, the Mombasa dry port was found to be the most efficient with an average score of approximately 1 over the period under consideration. Casablanca was the second efficient dry port with an average score of 0.762, while Isaka was the least efficient with an average score of 0.142. This research is significant since the African countries have embraced the dry port concept, as witnessed in the huge investments in this sector, and would serve to highlight areas that need improvement for the few existing dry port facilities, most of which are undergoing expansion as well as modernization.

Measuring West-Africa Ports Efficiency Using Data Envelopment Analysis

The present study measured the relative efficiency of five major commercial ports in West Africa, using three different Data Envelopment Analysis (DEA) methods, the CCR, BCC, and Windows I-C methods over the years 2005-2016. Seven input variables and one output variable were used in the model analysis. The CCR and BCC methods were used to evaluate the technical and scale efficiency while the Windows I-C method provided a comprehensive ranking of the studied ports. The results showed that the scale efficiency score of 89.53% indicated that on average the production scale of the ports had deviated from the most productive scale size (MPSS) by 10.47%. These results revealed that the source of the overall inefficiency is due to scale rather than pure technical inefficiency. Hence, in order to improve the overall efficiency, the two scaled inefficient ports of Abidjan and Cotonou should adjust their scale of operations. Then, further investigations were conducted to detect correlations between various variables used in this study. The research found that the absence of any correlation for non-significant variables and negative correlation for the significant variables throughout time resulted from the fact that these variables were not fully utilized. Meaning that they were not efficiently used to boost the container throughput on a scale basis, the research also found that a pandemic or insecurity could easily impact seaports activities with the case of the Ebola outbreak which strucked the West African region from the year 2013 to 2016, or the terrorism threats which prevailed in the region around the year 2012. Thus, for ports to stand out in the present fiercely competitive environment, ports authorities ought to analyze their operational scale to identify whether or not the production size is fitting before further port capacity expansion.

Strategic Container Ports Competitiveness Analysis in West Africa Using Data Envelopment Analysis (DEA) Model

This study presents a competitiveness analysis of five strategic container ports in West Africa using the DEA model Windows I-C method. This method takes into account the different changes in these ports efficiency and performance using a window length of 3 over the years 2005 to 2016. The model is used to provide a ranking of the efficient strategic ports in the region. Efficient ports promote trade growth by empowering a country’s imports and exports. The ranking and competitiveness of a port are evaluated based on its efficiency compared to others in its group. From the one output and the seven input variables selected, the results reveal the port of Tema to be the most competitive in the West Africa with 95% production average efficiency score, then followed respectively by Lagos, Abidjan, Lomé and Cotonou port.

Dry Ports in China and West Africa: A Comparative Study

The dry port concept was first adopted in Europe and North America, followed by Asia, South America and then Africa. Since then, the development of inland cargo distribution facilities has been an active approach to support the hinterlands of maritime gateways among other functions. Dry ports can be developed in the hinterland based on different approaches, involving differing functions, actors, motivations and logistical models. They can be classified as close, mid-range or distant, with respect to the seaport. Dry port development can be carried out by port authorities, port terminal operators and transport providers such as third-party logistics providers or rail operators or by public bodies: local, national or regional. One of the design strategies for these facilities is rail-based which promotes economies of scale on high capacities and long distance links. The other strategy is the road-based short-distance satellite terminals aimed at decongesting the port or facilitating faster custom clearances. This paper carries out a comparative analysis of dry ports in China and the West African countries using a descriptive approach and providing case studies for each parameter used in the comparative study. This study is based on motivations for dry port development in these regions, as well as the development and management models applied in the dry port sector. In addition, a discussion on the merits and demerits of the management and development models applied on dry ports in these regions are also included in this study, from which conclusions and recommendations are drawn to support policy formulation and future studies. This paper not only serves to contribute to the existing academic knowledge on dry ports, but also provides the policy makers and practitioners in the logistics and trade sectors with an invaluable opportunity to compare the practices in the two regions for application to appropriate scenarios.

Analysis of liner shipping networks and transshipment flows of potential hub ports in sub-Saharan Africa

Owing to growing economic growth in tandem with regional economic developments on the route connecting Asia and sub-Saharan Africa (SSA), several countries in the SSA region such as South Africa have been developing container ports. This paper analyzes potential trunk line routes and transshipment flows that could be captured by potential hub ports in the SSA region. To this end, integer programing models are developed to represent liner shipping networks in the SSA region and a wide variety of numerical experiments based on realistic data are conducted for the SSA-Europe and SSA-Asia trade routes. This paper draws various meaningful policy and managerial implications through scenario analyses such as the effects of network evolution, different vessel sizes and speeds, carbon taxes and insights in association with the 21st Century Maritime Silk Road initiated by China.

Determinants of Inter-port Competition: A Case of Coastal Ports in West Africa

Determinants of Inter-port Competition: A Case of Coastal Ports in West Africa