Berth Occupancy Research Articles

Comparative analysis of hub and spoke seaport performance in Nigeria: Case of Apapa Port and Tin Can Island Port

Purpose: The primary aim of this study is to evaluate and compare the operational performance of two major seaports in Lagos, Nigeria – Apapa Port and Tin Can Island Port – using specific port performance indicators. Methodology: The study employs the Cobb-Douglas production function and the Ordinary Least Squares (OLS) method to analyse data sourced from the Nigeria Ports Authority's operational bulletin records. The analysis was conducted using E-view software version 10.0. Results: The findings indicate that cargo throughput, used as the dependent variable, has a strong positive linear relationship with ship traffic, berth occupancy, turnaround time, and the number of employees. The R2 value is 85.89% for Apapa Port and 98.79% for Tin Can Island Port, suggesting that Tin Can Island Port is more productive. Theoretical Contribution: This study contributes to the field of maritime transport and logistics by providing empirical evidence on the efficiency and productivity of Nigerian seaports. It highlights the importance of modern infrastructure and effective port operations in enhancing seaport performance. Practical Implications: The study recommends that the Nigerian government should focus on reducing port congestion, improving road conditions leading to the ports, and streamlining port documentation processes. These measures are essential for enhancing the operational efficiency of Nigerian seaports.

Multi-criteria analysis as a method for selecting the best route of hinterland connections: Case study in South Sumatra, Indonesia

Container Terminal Port of Boombaru is a Port that serves goods in container’s shape for shipping, and it is located in Palembang, South Sumatra Province. The results of the projections show that the growth rate of Berth occupancy at the Boombaru Port container terminal is very significant, which is 43.33% in year 2018–2019 and by 2030 it is predicted to be maximum. The port progress factor is determined by the support of hinterland connection, route infrastructure conditions as the main corridor. In overcoming goods distribution problems, which often hampers the port operational performance process due to the long waiting time for ships at the port to wait for heavy transportation vehicles in Boombaru port. The aim, of this study is to find the best selected road from various criteria, such as land use, accessibility, pavement structure, and road geometrics. The method that has been used in this study is Multi Criteria Analysis (MCA). The results show that highest weighted value for successive criteria, namely 3.795 for Geometric, 3.787 for Land Use, 3.521 for Pavement Structure, and 3.157 for Accessibility. Overall, the results show that the best selected route is route B, borderline with Lampung-OKU-Prabumulih- Indralaya-Palembang. The advantage of this route B is because it avoids urban congested area, and it has easy access to industrial area, distribution Centre, warehouses and Ports. Thus, it is less fuel consumption and less gas emission.

Comparative study of two selected eastern port operational performance in Nigeria: Case of Rivers and Delta ports

Purpose: The main purpose of this paper is to compare the operational performance of two selected eastern ports in Nigeria: Rivers and Delta ports. Methodology: The paper uses secondary data from the Nigeria Port Authority (NPA) Portal from 2008 to 2013. The paper employs multiple regression models to analyze the data using SPSS and Statgraphics software packages. Results: The results show that Rivers port has a higher operational efficiency than Delta port, with an R-squared value of 81.34% and 79.47%, respectively. The results also reveal a significant relationship between cargo throughput and some independent variables, such as vessel traffic, turnaround time, berth occupancy, and number of employees. Theoretical contribution: The paper contributes to the existing literature on port performance measurement and improvement by applying multiple regression models to assess the operational efficiency of two Nigerian ports. The paper also provides empirical evidence on the factors affecting port performance in a developing country context. Practical implications: The paper has practical implications for port authorities, maritime agencies, shipping companies, and the government. The paper suggests some policy recommendations to enhance the operational performance of the eastern ports, such as improving port infrastructure, pricing policy, and strategic competition.

Port Reforms and Concession: A Study of Apapa and Tin Can Island Seaports

This research looked at the impact of port reforms and concessions on the management of ports in Nigeria, using Apapa and Tin Can Island Seaports as case studies. The study’s goal was to ascertain if the concessions at these ports had improved port infrastructure as well as decreased ship waiting time. The research was explained using the New Public Management Theory, which promotes the notion of developing a performance-oriented culture in a decentralised public sector. The survey research was used for the study, and this guided the use of a standardised questionnaire to gather information from the research participants. Hard data from the Nigerian Ports Authority supplemented this. Even though they cannot be compared to international best practices, the study’s results indicated that there have been advances in the level of turnaround time for oceangoing vessels, the level of cargo throughput, and the berth occupancy rate. As a result of this discovery, it was suggested, among others, that the government work with the concessionaires to increase infrastructure spending so that it is simple to enter and exit the port facilities. Additionally, steps should be taken to lessen the presence of MDAs and other security personnel at the ports.

PERFORMANCE ANALYSIS OF WIRELES ON THE GROWTH OF USERS OF SEA TRANSPORTATION SERVICES IN HUNIMUA PORT - CENTRAL MALUKU

Hunimua Harbor is the link between Ambon Island and Seram Island. The flow of growth in sea transportation users at Hunimua Port in the last five years has increased. The preliminary analysis of Hunimua Port shows that in 2021 passenger growth is 21%, 2-wheeled vehicle growth is 17%, 4/6-wheeled growth is 24%, and ship visit growth is 5%, respectively, and Berth Occupancy Ratio (BOR) is 72%. The results showed that the average annual load growth over the next ten years was 1.7% for passengers, 1.2% for R-2 vehicles, and 4.5% for R-4/6 vehicles. The Load Factor in 2026 has reached 68%, and in 2031 it has born 67%, which means that the level of demand for ferry transportation has exceeded the available capacity, based on the Regulation of the Minister of Transportation of the Republic of Indonesia Number PM 104 of 2017 concerning the Implementation of Ferry Transportation. The Berth Occupancy Ratio (BOR) value for 2026 = 82%, and in 2031 = 92%. From the percentage of BOR values in table 2.1 based on UNCTAD standards, Hunimua Port should have more than six piers ready to operate in 2026.

Kinerja dan Pengaruh Fender Dermaga 05B dan 05C Terminal Ciwandan Pelabuhan Banten

Operational performance of piers 05B and 05C in loading and unloading services dry bulk and general cargo in the Ciwandan Terminal of Port of Banten is not yet optimal. There are many contributing factors, including the use of inappropriate fenders. Therefore this research was conducted to analyze the operational performance of pier and effect of fender to that performance. The research method is quantitative using secondary data. The service fluency is measured through ship service performance indicators (waiting time, approach time, effective time and berthing time), loading and unloading services T/G/H (Ton/Gang/Hour), BOR (berth occupancy ratio), then associated with the effect of use fender. The analysis results show that performance of pier 05B and 05C on waiting time value is not good more than 1 hour, approach time good enough under 1 hour, ET:BT values ​​76.01% and 76.14% close to standard (80%), T/G/H values dry bulk not good and general cargo good, BOR is below standard (< 70%), with suggested improvement waiting time, T/G/H and BOR. Analysis condition of fender that not according to pier conditions, and it is recommended to use fenders type cone SCN-1000H F1.1. Analysis of mooring energy are 385 kNm and the horizontal force is 647Kn, so distance between fenders is suggested to be 8-12 meters.

Feasibility Analysis of Dock Capacity in Tanjung Tembaga Port (Probolinggo, East Java)

As a maritime country and also as an archipelago country, Indonesia has many ports spread troughout its region. This makes sea transportation become the community’s choice, especially for shipping goods. This is because the load capacity is greater and the price is more efficient than land or air transportation. From time to time, sea transportation continous to grow. With an increase in the flow of ship visits and cargo flows, the port as a supporting facility for sea transportation is demanded to continue to be maximized in the services of these two things. This research aims to evaluate the feasibility of the dock capacity at the Tanjung Tembaga Port in Probolinggo, East Java. The evaluation process is carried out by processing ship visit data, then measuring the dimensions and capacity of dock, and finally looking for the value of Berth Occupancy Ratio (BOR). The result showed that ship visits in Tanjung Tembaga Port still tend to be low. Then for the BOR value, it is known that the level of dock usage in Tanjung Tembaga Port in 2021 is 68%. This value is still below the maximum BOR value, which means the addition of dock length is not needed.

An Analysis of Service Capacity at Ambon Port

This research aims to determine container services, to determine projections and the need for container facilities in relation to traffic projections. This study used qualitative descriptive analysis, namely a method that explains in the form of numbers from the growth of activities. This research was conducted with interviews, library research and documentation. The results of the study show that the flow of container ships has increased. In 2020 it was projected to be 355 calls. It will continue to increase until it is projected to be 560 calls in 2029. Meanwhile, the projected realization of the flow of goods in containers in 2020 was 1,243.164 tons, and the realization of containers is predicted to be 2,015,767 tons. The Berth Occupancy Ratio can be maintained at a maximum of 70% according to the standards, so the length of the wharf at Ambon Port where in 2021, the flow of containers has reached 128,662 TEUs with the number of container ships 377 Calls, the length of the container reached 352 meters. As for the storage yard, the required storage area is 42,316 m2. As for the storage yard at Ambon Port, until 2029, the required storage area is 42,316 m2.

Quay-Yard operation analysis of port container terminals in Nigeria

This paper presents significant measures to tackling berth occupancy and quay-yard operation problems. Case study was conducted on a port container terminal in Nigeria confidentially identified as ‘Port A’ in this paper. Hungarian assignment algorithm was used to reduce the total travel time of the yard trucks from an average of 6.4 minutes to 3.5minutes, while M/M/c/K queuing model was applied in scheduling the quay crane assignments. Results showed tremendous increase in quay crane rate, berth capacity and improved berth utilization. Also, for the reach stacker, the crane rate can be improved to 30 TEUs/hr at berth occupancy below 0.40 with TEUs factor of 1.4. These results imply that for Nigeria terminals operating with reach stacker crane, it is possible to improve the berth capacity without affecting the berth utilization of the terminal.

Berth Allocation Model for Container Terminal using Genetic Algorithm Technique: Case of Apapa Wharf, Lagos, Nigeria

The Nigeria ports plays a vital role in socio-economic growth by being a cheap mode of conveying shipments for importation and exportation. The number of vessels coming into the Nigerian ports every year is on the average of about 4,900. A well flourishing and efficient ports and cargo management will in no doubt put a developing economy such as Nigeria in a leading pedestal with developed nations. Thus, stakeholders in container terminals are concerned about discharging containers as fast as possible, with the purpose of saving terminal costs. This study is driven to minimize the time being used up by ships in container terminal using genetic algorithm (GA) and thus attain maximum efficiency. The limited berth space in the wharf lead to berth allocation problem (BAP) and an optimal solution is required. Moreover, high berth occupancy results in congestion where vessels are queuing to be served. This leads to high turn-around time and results in bad service for the container terminal. The aim of this study is to develop and implement a genetic algorithm based model for berth allocation (i.e. GAMBA) with the view to minimize the total delay times of vessels at container terminals. A study of the operations in Apapa wharf was done with the view to understand the berth allocation process vis-à-vis the challenges therein. The relevant parameters required for berth allocation were identified and GAMBA was developed using the identified parameters. GAMBA was implemented using real life data collected from the container terminal, Apapa, Lagos, Nigeria. The results showed that increasing the quay length by 250m has a very similar outcome on the container port’s efficiency as reducing the proportion of increasing handling time by 0.0025 h/m. This revealed that the outcome on the container port’s efficiency by increasing the quayside length was the same as reducing the proportion of increasing management time. Based on these results, the optimized allocation of container storage and the automation of the handling process can be proposed as cheaper alternatives to construction and development of the containers port in relation to increasing the productivity of the port.

Legal Aspects & Evaluation of Operational Service Performance Standards of Boom Baru Container Terminal Palembang

This research was conducted to evaluate legal aspects and the service performance of the Boom Baru Palembang Container Terminal has implemented the DIRJENHUBLA Standard. The research was conducted by collecting data from the Boom Baru Container Terminal and then calculating and evaluating based on applicable regulations. Performance analysis is carried out by calculating BOR (Berth Occupancy Ratio), YOR (Yard Occupancy Ratio), BTP (Berth Troughput), and Effective Time Ratio (ET: BT). Performance analysis shows that the 2018 for BOR value does not match the rules which is 58.57% and it is above the UNCTAD recommended value of 50% and the 2019 BOR value of 48.36%. The 2018 Effective Time Ratio (ET: BT) value of 55% is under minimum DIRJENHUBLA standard of 70%.

Utilization of Cargo Handling Facilities in Nigerian Seaports

Cargo handling operations are critical to port efficiency. Optimal utilization of cargo handling capacity is a challenge facing most ports in Nigeria and this has had an adverse effect on port operation (i.e. ship and cargo operation). This paper assessed the extent of utilization of cargo handling facilities and infrastructure performance in Nigerian ports. It applied indicators of port facility service and utilization to examine usage of facilities & infrastructure as well as significant constraining factors in six ports namely: Apapa, Tincan, Rivers, Onne, Delta and Calabar ports. The secondary data for the study comprised cargo and vessel throughputs handled in the ports, number of facilities & infrastructure and berth performance measures for the period between years 2006 and 2017. These were augmented with primary data on factors affecting port facility utilization obtained through copies questionnaires administered to a random sample of port users. Our Empirical findings using statistical models showed that on the average, vessels that called for service in the ports spent one and half day before being allocated to berths; spent four days (4) at berth and a total of six (6) days at the port before sailing outwards. In terms of berth utilization for all ports, we found that ship berths were on average, fourty-eight percent (48%) occupied during the study period. When disaggregated by respective ports, berth vacancy rates were higher in Delta ports and Calabar ports in comparison to others; while Apapa, Rivers and Tincan ports had comparatively higher berth occupancy rates. According to the respondents, significant impeding factors to facility utilization and performance were: obsolete plant & equipment, inadequate number of cargo handling equipment, delays in cargo handling procedures and low investments in cargo handling facilities by the terminal operators. Policy implications of the findings were discussed.

PoC (Proof of Concept) for Performance Monitoring Platform of Container Terminals

The purpose of this study is to prove the concept of the performance monitoring system of container terminals. PoC (Proof of Concept) is a realization of a certain method or idea in order to demonstrate its feasibility. The port authorities, such as government or local authority, are continually checking the performance of the terminals they invested in and want to reflect it in the development policy. They also want to increase competitiveness by checking performance levels, such as port handling volume, calling ships, resource utilization, and congestion. PPI (Port performance indicators) are classified into four categories: output (production), productivity, utilization, and service. In this study, 15 monitoring indicators for each stage by dividing the process from the ship’s entry to departure are defined. Four indicators, such as ship waiting ratio at anchorage, berth occupancy, storage occupancy, and truck turnaround time, are selected as PoC of monitoring platform. In addition, a method of collecting, processing, and expressing data on these four indicators in real time is presented. There are three steps to create PPI on monitoring platform. The information required for PPI is to be collected from the Port-MIS (Management Information System) and TOS (Terminal Operating System) databases. Second, the collected data from external entities are stored into the database after verification and classification. Third, descriptive PPI, predictive PPI are generated based on the input data. This study provides a 4-tier framework from the conceptual platform with the key elements of data presentation, data process and data interface and middleware. As a result of the study, it is proved to select monitoring indicators, define external entities, define internal elements of the system, develop systems, and present indicator results. However, in the process of collecting data outside the system, we have found there is confidential data of individual terminals. To this end, it is important to establish a mutual cooperation system for data collection.

Study on Facility Development of Maccini Baji Port as a Minor and Hub Port for Small Island Connectivity

Maccini Baji port as minor port is a hub of small islands connectivities in Pangkejene and Kepulauan Regency, South Sulawesi. It has strategic role to serve cargo and passenger ship from not only small islands in Pangkejene and Kepulauan Regency but also from outside such as Papua, Maluku, and Nusa Tenggara Timur. Correspondingly, Maccini Baji port has faced the fluctuated increase of visited ships from 2011 to 2018 based on forecasting result by using stepwise and regression methods and has a good potential to be developed especially for cement cargo. This study describes analysis on port facility performance of Maccini Baji and its development. The research result has shown the berth occupancy ratio (BOR) of Maccini Baji port in 2022 will reach 61%. This has become a primarily point to consider in lengthening berth of Maccini Baji port. Therefore, the port berth of Maccini Baji should be lengthened 272 meters where existing berth length is 225 meters. In addition, basin and anchorage area will be also developed where the dimensions of turning basin will be 6 meters in depth, 121.8 meters in diameters, and its area will be 116 m2. The dimensions of anchorage area will be 6 metres in depth, and 105.9 meters in radius and its area will be 35.21 m2. Based on SWOT analysis, some aspects will be considered to succesfully develop Maccini Baji port such as geographic location, port facility improvement, increas of service capacity and facility efficiency, development of hinterland area, local government participation.

Integrated modelling of sea-state forecasts for safe navigation and operational management in ports: Application in the Mediterranean Sea

In this paper we present recent evolvements of three robust numerical models for the simulation of the evolution of wave fields and hydrodynamic circulation in gulfs and coastal areas with large harbours and significant urban port facilities. The models are integrated into a single software suite for the development of a decision support tool to provide reliable forecasts of sea states prevailing at selected important ports worldwide. The application of the integrated modelling platform is designed to support approaching procedures of vessels to ports and it is based on co-operating, high-resolution, hydrodynamic (ocean and wave) models that derive input data and boundary conditions from global scale or regional, open sea and weather forecasts. The implementation of short-term forecasts for sea conditions includes the development, validation, coupling, and operational application of: i) the High Resolution Storm Surge (HiReSS) model for sea level variations; ii) the 3rd generation spectral wave model called TELEMAC-based Operational Model Addressing Wave Action Computation (TOMAWAC) for irregular wave propagation in offshore and coastal areas; and iii) a high resolution phase-resolving wave model (WAVE-L) for port basins, based on the hyperbolic mild-slope equations. This innovative product, designed for port-related end-users, will improve the navigation safety at ports, optimize the berth occupancy, support the port pilotage operations, mooring and towage procedures, and may facilitate the port layout upgrade or design. Hereby, pilot forecast implementations are presented concerning the Mediterranean Sea and eight selected harbours in it.

Analysis of the Ship and Cargo Service Facilities at the Local Port of Sorong

Sorong local port is one of the ports in Sorong City that provides services for pioneer ships, machine-sail ships, and fast passenger ship for tourists. Currently, mooring locations for the pioneer ships and machine-sail ships are nearby the mooring location of fast passenger ships. This condition affects the safety and amenities of passengers, mainly when the loading and unloading of cargoes and passengers take place at the same time. Besides, their ave not been proper supporting facilities such as passenger terminal, warehouse, and parking area. Therefore, this research aims to analyze the performance of existing facilities and the required capacity of supporting facilities for service improvement purposes. Some methods are being applied to assess the performance of berth (Berth Occupancy Ratio or BOR), passenger terminal, and warehouse (Shed Occupancy Ratio or SOR). The result shows that the ship calls grow by 13.33 % annually, where the highest number of visiting ships is the fast passenger ship (47.62%). Current BOR of Sorong local port can reach up to 77.88 %, which is higher than the standard BOR 70 %, while SOR of the warehouse is 20.98 %, which indicates that the utility of the warehouse is low. In the meantime, the required area for the passenger terminal is 617 m2.

PENGEMBANGAN INFRASTUKTUR TERMINAL PENUMPANG PADA PELABUHAN BANDAR BINTAN TELANI (BBT) DALAM MENDUKUNG PARIWISATA PULAU BINTAN

An evaluation of the condition and performance of the BBT Port needs to be carried out because of the significant increase in the number of tourist visits to the Bintan Beach International Resort area. Still, since its inauguration in 1994, the port has not changed much. Passenger terminal needs are commonly defined through projections using the exponential trend method based on ship and visitor flows in the last five years. A port performance is based on BOR (Berth Occupancy Ratio) calculation. In contrast, for the performance evaluation of passenger terminal services is based on the perception of tourists as passenger terminal users obtained from the questionnaire results with a Likert scale and the Importance Performance Analysis (IPA) method from the IPA, interviews with the BBT port manager, are conducted by using the Strength Weakness Opportunities Threats (SWOT) method to formulate the development strategy. The analysis result shows that it needs to increase the waiting area up to 613 m² in 2033, and the parking area of 17,173 m², while the BOR at the BBT port is still in a proper category, by 24.11% of the UNCTAD 50% requirement. In evaluating the passenger satisfaction to the port services, the improvement focuses on the priority quadrant, namely the physical condition of the BBT port facilities. Next, formulating a development strategy in terms of physical aspects and management to adjust the passenger needs, and the BBT port is ready to face business competition in the future.

Performance of the Semarang Container Terminal

The number of container boxes handled at the container terminal dynamically fluctuates as a function of a number of parameters. The most prominent variables influencing are the Economics’ National Program, the location and trading characteristics of the terminal, and the land use programs of hinterlands. Further, it is one terminal could serve more than one quay simultaneously. This research was conducted in order to determine the optimal performance of container terminals, along with the utilities to the increase in container terminal services Semarang. The results are expected to reveal the existing problems related to the services of a container terminal, especially regarding the following matters: review and develop performance indicators container terminals that is optimized especially for Semarang container terminal (TPKS), knowing the performance level of the container terminal at TPKS utility, and knowing the number of containers optimal service units, ranging from dock to yard container based on the rate of arrival of containers in TPKS. The research methodology used in this study is as follows: conducting a literature study/library, in order to obtain an overview of problems faced by the Semarang container terminal (TPKS), data collection related to the performance of container terminal, processing and analyzing research data to obtain a technical description of the various parameters needed in evaluating the Container Terminal Performance Indicators, Optimal Value of the service unit loading and unloading containers, ships and goods flow forecasting, producing Container Terminal Performance Indicators, formulate conclusions and recommendations from the results obtained in the performance evaluation process and service optimization Container Terminal loading and unloading of containers. The container terminal performance is an important indicator to evaluate the operational continuity and smoothness, in fulfilling its major function in serving the transportation mechanism of goods. One method to evaluate the container terminal performance is to observe the service level and utility of this terminal. From the evaluation’s results, a program to improve and to enhance the service levels for the future could be designed. The methodological approach accessed in this research work includes BOR (Berth Occupancy Ratio) data collecting, data processing and analysis using multiple methods, and producing a conclusion. The results are also to typical research topics. The study yielded in a BOR for the period till 2015 based on a BOR mooring of 34 - 45 percent. The benefits of this research can be used to improve container terminal performance.

Sensitivity analysis of performance of Nigerian ports using data envelopment analysis

With cognizance to some differences among the ports and complexities in productivity measurement, the research tries to identify and evaluate productive issues in terms of technical efficiencies (managerial efficiency) and scale efficiencies (managerial and allocative efficiency) experienced at individual Nigeria ports. It equally provided a technical benchmark for assessing the overall efficiencies of the respective ports in Nigeria during the pre-concessioned and post-concessioned era. The level of inputs required for each DMU to be efficient is given i.e. for DMU 2014 to be efficient input-wise, the number of berth may be reduced by two units as a result of idleness of this two (2) berths, the average turnaround time may be reduced by 3 hours and the berth occupancy may be reduced by 3%. Since a fixed asset such as berth cannot be reduced therefore technically and complimentarily the turnaround time and berth occupancy rate need to be decreased more than 5hours and 3% respectively by allocating the queue ship at the over-utilized berth to the idle berths which in turn will mitigate underutilization of this berths been required to be reduced or alternatively the port should embrace more cargo handling technology to enhance fast loading and discharging of cargoes thus attracting more vessels to the Port.

The Impact of Public-Private Partnerships on the Performance of Nigerian Seaports: a Case Study of Apapa Port Complex, Lagos

Maritime activities are essential for national and international trade and undoubtedly becoming the life wire of developed, emerging, and developing economies. Generally, ports across the globe, in both developed and developing economies, are either publicly owned and operated or privately owned and operated. In some instances, ownership and operation are hybrid arrangements – publicly owned and privately operated. The reform model chosen by the Nigerian Government was the Landlord port system, where the Government, through its agency. The Nigerian Ports Authority (NPA) retains the ownership of infrastructure, and contracts out the management and operations of the facilities to the private sector with investment obligations on a competitive basis for a period ranging from 10-25 years. The longer the tenor, the high the investment obligations on the part of the private terminal operator. The Nigerian ports are structured into western and eastern ports under the supervision of a Governing Board. This empirical study examines the impact of concession on three significant indices of port management and operations, namely: average berth occupancy, average turnaround time, and security of cargo in the Apapa Port Complex. Attention has been drawn to how the reform has improved the efficiency of ports services in Nigeria. The recommendations capable of assisting in the actualization of the aims and objectives of the reform exercise. In this study, primary data obtained by survey technique were used.