Hub Port Research Articles

Impacts of the sea-rail intermodal transport policy on carbon emission reduction: The China case study

China introduced the Intermodal Transport Demonstration Project Policy in 2015, spurring the rapid expansion of sea-rail intermodal transport (SRT) at coastal ports. This policy is of crucial importance as SRT is pivotal in supporting the transport sector's achievement of the “double carbon target”. Despite strong policy backing and notable growth of SRT, the impact of these SRT demonstration projects on curbing transport carbon emissions has not been comprehensively evaluated. This study addresses this gap by using panel data from hub seaports across nine provinces and applying a multi-period-continuous difference-in-differences model. The research quantifies SRT's contribution to reducing transport carbon emission reductions as a result of the policy. Key findings indicate: (1) Each 10,000 TEU increase in containerized SRT volume results in a 0.162% reduction in transport carbon emissions, with projected growth by 2025 leading to a 9.02% decrease in emissions. (2) SRT lowers transport energy consumption and carbon emission intensity, fostering a green transformation in energy use. (3) Geographical analysis indicates that policy implementation in the southern region requires further strengthening. This study enhances empirical understanding of low-carbon SRT development in hub ports, emphasizing its critical role in China's transition to decarbonized transport. It also highlights the importance of regional policy effectiveness, offering valuable insights for policymakers striving to promote sustainable transport modes.

Prediction of human error probability in helicopter to ship transfer operation under an evidential reasoning extended CREAM approach.

Although the helicopter to ship transfer operation is rarely applied in ports around the world, some of the hub ports have encouraged it. The operational process poses challenges to safety due to the nature of the work to be completed by the ship crew. This article performs a systematic human error prediction to ensure safe helicopter to ship transfer operations under different circumstances since the human factor is becoming a significant contributor to maritime accidents. To accomplish this, the article addresses a cognitive reliability and error analysis method (CREAM) under the evidential reasoning (ER) approach. In the proposed approach, the CREAM provides a comprehensive human error prediction tool and ER is capable of supporting experts' judgment in decision-making. The findings of the research show that 'Secure the loose objects within or adjacent to the operating area' poses a high human error probability (4.50E-02) during helicopter to ship transfer operations.

International container intermodal competitiveness: An empirical study from Chinese hub ports

The global energy crisis and environmental degradation have prompted ports to strive for green transformation. Intermodal transport, as a green and efficient form of organization in the transport sector, currently has a lot of room for development. How can the competitiveness of intermodal transport be enhanced while realizing the green sustainability of ports? This study objectively evaluates the competitiveness of international container intermodal competitiveness of hub ports and analyzes the characteristics of 16 Chinese ports from 2011 to 2020. The obstacle degree model (ODM) and the panel Tobit model considering random effects are utilized to explore the complex multidimensional elements affecting the competitiveness of intermodal transport in ports. In addressing the imbalanced characteristics of intermodal transport in ports, a variety of augmentation pathways are devised using the dynamic multi-time period fuzzy-sets qualitative comparative analysis (fsQCA) method. The results found that: (1) The competitiveness of intermodal transport in ports shows a “three echelons” structure, requiring the implementation of appropriate augmentation strategies. (2) Elements affecting the competitiveness of intermodal transport in ports are multidimensional, underscoring the significance of holistically considering internal and external elements. (3) The key to enhancing the competitiveness of intermodal transport in ports lies in striking a balance between economic development and prudent attention to multiple dimensions to ensure sustainability. This study enriches the empirical research on intermodal transport in ports. It provides valuable references for ports seeking new avenues of growth and for governments with effective management practices.

A model-driven decision support system for the storage location assignment problem in bulk ports

Yard storage management involves tactical and operational decisions affecting bulk port productivity. The main challenge is to ensure that bulk materials are available and stored according to physical and managerial constraints while minimizing storage space utilization. This article studies a new variant of the storage location assignment problem by considering contamination constraints for bulk materials. The problem is inspired by a real case study of Africa's largest fertilizer hub port. To tackle the problem, a model-driven decision support system, optimizing the storage space while satisfying vessels' demands and avoiding contamination from overlapping bulk materials, is developed. A mixed-integer linear programming model is formulated, and an efficient rolling-horizon heuristic is investigated as a solution approach. Extensive numerical experiments are performed, and the results confirm the efficiency of this model-driven support system from both theoretical and practical points of view.

Promising Directions for the Development of the Transport and Logistics Infrastructure of the Northern Sea Route

Relevance. The modern global agenda dictates new rules and principles of building international relations, including international trade. Under these conditions, the reorientation of foreign trade flows becomes an obvious step. This reorientation plays a significant role for Russia in terms of stabilizing the economy, increasing competitiveness and defending national economic interests. The purpose is consideration of the direction of reorientation of Russian foreign trade flows in the context of anti-Russian sanctions.Objectives: describe the composition and tasks of the functioning of the transport and logistics infrastructure of the Northern Sea Route; identify the problems and prospects for the development of the transport and logistics infrastructure of the Northern Sea Route.Methodology. The research methodology included the use of methods for analyzing quantitative and qualitative characteristics, theoretical analysis and generalization of scientific literature, methods of mathematical statistics, analysis of the expert method in open sources, generalization of the analyzed information.Results. The geographical position of Russia and its dominant position in the Arctic makes it promising to use the Northern Sea Route to develop its own transport potential, provided that all the problems that currently prevent an increase in the cargo turnover of this route are solved. Despite the advantages in the length of the route and speed, the meteorological features and complexity of the northern waters, as well as the technological backwardness of the port infrastructure of the Northern Sea Route, make it necessary to make serious investments in the development of both the transport and logistics infrastructure itself and in the creation of a fleet that will carry goods and ice wiring.Conclusions. The creation of an appropriate technological infrastructure for the development of cargo transportation involves the creation of new hub ports. In addition to improving technological infrastructure systems for improving loading and unloading capacities, the expansion of the container fleet is also relevant. To connect the ports of the Northern Sea Route with the railway infrastructure, the implementation of the projects "Northern Latitudinal Passage 1" and "Northern Latitudinal Passage 2" should be continued.

An application of integrated AHP and TOPSIS methodology on the choice of transshipment container port in the Eastern Mediterranean basin

In container transportation by sea, it is crucial to define the transshipment design. Liner operators desire not only to reduce operational costs but also to maximize customer satisfaction. Therefore, a transshipment hub port selection problem becomes at the front to gaining productive transshipment ability. The study aims to apply an alternative approach to determine the best transshipment hub port for a northbound container ship entering the Eastern Mediterranean basin through the Suez Channel. The proposed model consists of criteria that are weighted with the AHP method and numerical data regarding each criterion is used to rank the alternatives. Thus, as a decision-maker, the line operator can determine the transshipment port quickly using an easily applicable method upon determining the port calls and the schedules. The findings imply that connectivity is the most important criterion for the choice of transshipment hub port for containerized goods. The location was also found important for this choice, but to improve transshipment function, the proper way may be to draw beneficial strategies on maritime connectivity. On the other hand, capital investments such as superstructure improvement were found to be less important for an attractive transshipment hub.

Efficiency analysis and benchmarking of container ports operating in lower-middle-income countries: a DEA approach

Container ports play a pivotal role in international trade, facilitating the movement of goods and fostering economic development. While much attention has been given to the efficiency of ports in high-income countries, container ports in lower-middle-income (LMI) countries have received less attention. This paper addresses this research gap by assessing container ports' operational efficiency across diverse LMI countries and determining ways for their efficiency enhancement and management optimization. The cross-sectional data for the year 2012 was collected for 53 container ports in LMI countries. This research utilizes data envelopment analysis, which offers the advantage of considering multiple inputs and outputs. The results show that the overall technical inefficiencies of LMI countries' container ports are mainly due to pure technical inefficiency rather than scale inefficiencies, and the most efficient ports have a combination of large and hub ports. They also reveal that larger ports (as measured by throughput) are not necessarily more efficient than ports with a small production scale. The results of this research can provide government authorities, port authorities, terminal operators, and investors with valuable insights into resource allocation, competitive advantage, and optimization of operating performance.

The impact of AI technology adoption on operational decision-making in competitive heterogeneous ports☆

Artificial Intelligence (AI) technology is changing the industrial paradigm and has been widely adopted in port operations. Although AI technology can improve the efficiency of port operations and service quality, ports need to bear some costs. Discussing the role of applying AI technology to ports in complex competitive environments has become an important issue in the operations of ports and shipping. In this study, we construct a game-theoretic model of competitive heterogeneous ports. The research conclusions indicate that the adoption of AI technology by heterogeneous ports can enhance port profits. Unfortunately, simultaneous adoption exacerbates homogenized competition, posing a threat to profit realization. Furthermore, while the hub port can leverage AI-empowered capabilities to strengthen own competitiveness, it can undermine the performance of competitors and society at large. Surprisingly, the adoption of AI technology by feeder port is more advantageous in achieving social welfare and achieving multiple benefits such as carbon reduction.

Strategic Analysis of Hub Port Competitiveness in the Mediterranean and Northern Europe: A Focus on Sustainability and Efficiency

<abstract> <p>The evolution of mega-ships and maritime alliances, in tandem with global changes, has intensified hub port competitiveness, increasing the need for innovation and adaptation, with a focus on sustainability. This study analyzed the competitiveness of the Mediterranean maritime hub port with Northern European ports. It provided a comprehensive analysis of the competitiveness of ten leading international hub ports in the Mediterranean and Northern Europe. Using the Hybrid F-AHP TOPSIS method, this research first identified and assigned weights to 10 criteria across five categories of port competitiveness from a shipping liner perspective in the Mediterranean and Northern Europe. It then ranked those ten leading ports based on the weighted criteria. The results showed that handling cost, operational efficiency, and infrastructure were the main factors for defining a competitive hub port, with growing emphasis on sustainability considerations. The results also highlight that Tangier Med, Algeciras, and Port Said were the leading ports in the region, excelling in technical efficiency and maritime costs compared to Northern European ports. The analysis further provided a holistic overview of competitiveness in the region, identifying the strengths and opportunities of each port based on 5 aspects with a special focus on the hub ports of the Southern Mediterranean. This research offers valuable insights for maritime shippers and port authorities in understanding hub port performance and competitiveness in a sustainable context.</p> </abstract>

Сучасний стан ринку морських контейнерних перевезень

The aim of this article is to study the dynamics of development of both the global and national market of container transportation. One of the ways to increase the efficiency of transportation is the rational organization of the work of ships, taking into account the needs and requirements of the market, both of service consumers and of the carriers themselves. The increase in demand for container transportation of goods and the rapid growth of the container capacity of container ships led to a change in approaches to the organization of their work. Thus, the number of ports of call on main lines has begun to decrease. In addition, the movement patterns on them have become almost asymmetrical. Individual lines began to serve at their own container terminals in ports of call, or at terminals that have an agreement to serve only their vessels. Vessels with smaller container capacities were pushed onto feeder lines calling at hub ports located at the intersection of main services and regional ports. In addition, there are changes in the structure of cargo flows, the organization of lines, ports of call and cooperation between transportation participants, the division of the global transportation market into segments served by certain operators, changes in the role of hub ports in delivery schemes depending on the corresponding ports of call on the lines and container capacity vessels serving them. These changes occur under the influence of not only the construction of mega-sized ships, pandemics, piracy, military operations and affect not only the economy of a certain country, but also the global economy as a whole, political, social, geographical and transport, ecological and other spheres of human activity. Research of various factors on the changes taking place in the container transportation market will allow predicting and, possibly, leveling the consequences of their influence in the future. Prospects for further research in this direction are the identification of the main reference points at which significant changes in container transportation took place, the identification of factors that had an impact and the modeling of both individual situations and their interaction as a whole.

Optimizing Gate Queuing at Container Terminals to Facilitate Green Operations

The study proposes an optimization model to mitigate greenhouse gas (GHG) emissions when trucks are idling at container terminal gatehouses. A queuing model application for tandem queues and a bi-objective optimization related to transport problems have been used in this study. Data collection is conducted at a leading container terminal at one of the container terminals at a hub port in the Asian region. It is not difficult to predict ITT arrivals through the initial analysis of truck arrival patterns when compared to the imports and exports truck arrivals. It is observed that unnecessary fuel consumption and GHG emissions can be reduced by up to 42% compared to the given conditions. The presented solution reduces the major amount of problematic GHG emissions while the model can be employed by adjusting to given conditions. Similarly, the model can be expanded based on the factors such as the number of operators and equipment in the loading/unloading processes, shortage of chassis for transport between quay-yard, and scarcity of container slots in the yard or warehouse to the optimization of truck arrivals can be proposed as a future study area from this study.

Data-driven research on the impact of COVID-19 on the global container shipping network

As the most dominant maritime transport mode, container transport is deeply embedded in the global supply chain. Therefore, whilst the world economy was hit by COVID-19, container transport was also inevitably affected. To comprehensively assess the impact of COVID-19 on container transport, this research constructed a global container shipping network and applied complex network theory to compare and analyse the changes in shipping network flows, vulnerability and the status of major hub ports before and after COVID-19. Results showed that the impact of COVID-19 on ports and links in the container shipping network was related to its hub-and-spoke structure and regionalisation. Hub ports on the main shipping lanes and long-distance routes across regions were highly vulnerable to pandemic shocks. Nevertheless, the global container shipping network structure was minimally affected by COVID-19, with increased network size and overall accessibility and a more robust network compared with that in the preoutbreak period. The COVID-19 outbreak also led to a significant change in the status of major global hub ports. This research proposes an evaluation framework that considers network flows and topology. The results could support industry management and shipping companies to improve their contingency plans and port strategies.

Intra-port demand coordination and inter-port competition: Ports’ pricing strategies with congestion concerns

In practice, mix hub ports operate to satisfy both the hinterland demand and transshipment demand, which increases the processing workload, triggers the congestion concern, and hence weakens the port resilience. Note that the port capacity is limited, so decision-makers need to cautiously determine the service prices to coordinate exclusive hinterland demand with competing transshipment demand within the port capacity limit when competing with the other ports. This research formulates a mix hub port's key trade-offs in the pricing strategy choice, that is, whether to charge a uniform service price or two different service prices for the two kinds of demand. The finding of this study shows that the congestion concern (port resilience) plays a key role in determining ports' pricing strategies. And the intensified competition in transshipment demand induces the port to favor the uniform pricing strategy, especially when the hinterland demand potential is sufficiently large. Interestingly, the ports may be trapped in a Prisoner's Dilemma where the differentiated pricing strategy arises as the equilibrium, but they are actually better off under the uniform pricing strategy.

Singapore International Hub-Port And Its Effects On The Smooth Running Of The Sea Freight Transportation System In Indonesia

Abstract: The Port Singapore Authority (PSA) have a big role in sea transportation in Indonesia, whoever average 50 big vessels per day are tendered at the wharf of Singapore port for loading and unloading thousands of containers, so if Singapore port is congested for several hours the impact will make the crowded of sailing schedule for many vessels. Last week suddenly without any announcement Singapore port reported a problem with their port facilities and so their system, therefore many vessels were anchorages for several days about 4-6 days at the outer of the port for waiting time to tender. This accident makes the sea transport system by feeder service Indonesia-Singapore and vice versa re-scheduled. The impact for export-import activities from and to Indonesia was trouble because many can't call on time even omitted. For several years or starting in 1985 Indonesian Shipping lines depend on Singapore port as an international hub port that will through cargoes to the destination port. They chose Singapore port because there are complete port facilities and a container system, nobody knows that crisis so will bome at Singapore as the biggest port in South East Asia. So now suggested to all of Indonesian shipping and Government to make a new big port as functions like Singapore port as an International hub port.

Machine learning-based optimisation in a two-echelon logistics network for the dry port operation in China

ABSTRACT Efforts of creating economic recovery after the COVID-19 pandemic stipulate international logistics demands in the countries and regions affected by China's Belt and Road initiative. Considering the increasing number of small and middle-sized enterprises, there is a great challenge to make transportation plans for the hub port, dry ports, and related enterprises. We investigate a two-echelon vehicle routing problem with simultaneous pickups and deliveries. On one hand, freights are transported from a central depot to multiple satellites, then distributed from the satellites to customers. On the other hand, freights collected from the customers will be loaded at the satellites, then transported back to the depot. We model the problem as mixed integer programming and propose a machine learning-based hybrid algorithm to solve the problem. Our hybrid algorithm comprises a K-Nearest Neighbour algorithm and an Adaptive Large Neighbourhood Search heuristic. We apply our modelling and solution approach to a real case based on the online digital platform ‘Inland Port Cloud Wharf’ in China, which matches international demands of commodities with domestic supplies. Our computational experiments based on a practical case study show the efficiency of our KNN_ALNS algorithm in optimising networks with multimodal coordination and addressing real-world logistics complexities.

Seasonality of the global cruise industry

Seasonality is a unique characteristic of the cruise industry. Cruise lines move their ship deployment areas seasonally to meet tourism needs. Taking advantage of the climatic differences between the Northern and Southern Hemispheres could allow greater growth in the global cruise industry. This study aims to provide basic findings for governments and ports to consider ways to encourage growth by capitalizing on the seasonality of the global cruise industry. Automatic identification system data for all ocean-going cruise ships worldwide in 2019 were compiled and categorized into three travel groups (short, middle, and long) based on the latitudinal distance traveled. Differences between these three groups were analyzed in terms of deployment area/port, vessel size, and itinerary design. As a result, we found that the long travel group had the following characteristics. Cruise ships were deployed to Alaska and Northern Europe in summer and dispersed to the equator and Southern Hemisphere in winter. The vessel size was standard and neither too large nor too small. Specifically, long travel of cruise ships was limited by the maximum gross tonnage, length, and breadth of the ship, but there was no draught restriction. Although the number of nodes and edges, and the average degree comprising the itineraries were high, hub ports appeared only in the summer. Furthermore, despite the long distances traveled by season, the number of communities tended to be small, reflecting the design of their itineraries. In conclusion, the development of several ports in the Southern Hemisphere that can accommodate mega-sized cruise ships with standard draught, while considering overtourism, would allow cruise ships to take advantage of the seasonality and, thereby, grow the cruise industry.

Research and recommend the development model of international transshipment port at Cai Mep wharf area, Ba Ria - Vung Tau province

Globalization has changed the methods and processes of port operations and forced coastal countries with deep-water ports to exert every effort to leverage their geographical advantages to serve trade flows and benefit from supply and logistics activities by establishing an international transshipment port and is an important "link" in the global value chain. In line with this general trend, the Cai Mep port area has been selected and approved for planning as an international hub port based on the decision of the Prime Minister. However, in recent years, the Cai Mep port area has mainly handled Vietnam's import and export goods, and the volume of transshipment cargo through this area only accounts for over 04 percent of the total volume of container cargo through the port, which lags far behind transshipment rate of international hub ports in the world (about 30 – 40 percent). This article is to evaluate some issues in attracting transshipment flows to the Cai Mep port area and research to propose an appropriate management model for this port area, along with suggesting several innovative mechanisms and policies to support the establishment and development of the Cai Mep international hub port.

Modeling Structural Changes in Intra-Asian Maritime Container Shipping Networks Considering Their Characteristics

In East Asia, where several large hub ports exist, maritime container shipping (MCS) has developed rapidly, and the MCS network has become more complex. This study develops a link prediction model that reproduces the changes in the structure of the intra-Asian oceangoing MCS network using graph theory. To improve the prediction accuracy, we propose a method that reflects the generation of a link considering the node and link characteristics of the MCS network, including the port performance and shipping distance between ports. Consequently, we conclude: (1) The intra-Asian oceangoing MCS network has expanded from 2011 to 2021 as the trading partners and trade volume have increased. (2) The usefulness of the proposed model is confirmed. In particular, the proposed model is good at predicting the new links between ports with short distances. (3) The prediction accuracy of link disappearance remains to be improved.

An adaptive heuristic for Feeder Network Design with optional transshipment

This paper studies the Feeder Network Design Problem (FNDP), which considers the design of a minimum cost liner shipping network for the transportation of cargo (containers) between a given hub port and a set of feeder ports. In addition to determining the services to operate (i.e., the routes), the FNDP deals with deciding the fleet of vessels to deploy on these services. In contrast to most FNDPs previously studied in the literature, the feeder network can, if found beneficial, be a hub-and-spoke system where cargo can be transshipped at any feeder ports. Thus, we denote our problem as the Feeder Network Design with Optional Transshipment (FND-OT). To solve the FND-OT, we propose a novel adaptive Heuristic with a special data structure for solution representation, which gives significant speed-ups. Furthermore, a new escape algorithm is used to escape from local optima. We show that the adaptive heuristic outperforms an existing solution algorithm in the literature on a set of realistic test instances. We also present results for a new set of instances adapted from a previously published benchmark suite (LINER-LIB) and show that including the possibility of having cargo transshipment in the FNDP can give significant benefits and reduced costs.

Evaluation of Facilities Improvement and Utilization Strategy Tegal Port

According to the national port master plan, Tegal Port is a hub port. In practice, a number of fishing boats crowd the port pool area thereby disturbing the area that should be used for the port loading and unloading process. Full port facilities are not supported by this circumstance. Commercial ships wishing to enter the port must wait for the tide to enter the waters of the port pool because shipping lanes enter the port wisely around 3 LWS. This study aims to examine the relationship between the port facility utilization index and the port facility performance index in several categories of capacity accessibility and satisfactory performance levels, in the categories of safety, order, smoothness and speed, and pollution experienced unsatisfactory performance. This research uses a descriptive method. Data obtained from surveys and analyzed using the SWOT method. The SWOT analysis shows strength-opportunity (SO) conditions where managers must maximize the potential of ports that have facilities. The results of the SWOT analysis show that the right strategy to use for port development is strength-opportunity, namely improving existing facilities as well as possible, such as making repairs to facilities that are not suitable for use and adding facilities at the port and increasing cooperation with stakeholders by making more work agreements, promising and facilitating service users as well as cutting bureaucracy that does not complicate service users.