International Hub Port Research Articles

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>

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.

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.

Impact of international Maritime Organization 2020 sulfur content regulations on port air quality at international hub port

In this study, various characteristics of port air quality that are affected by harbor activities, including ship emissions, were assessed at an international hub port (Busan port) and other major ports in South Korea from November 2017 to December 2020. We conducted an in-depth analysis of aerosol characteristics to investigate the impact of ship emissions, harbor activities, and emission control measures (reinforced limits of sulfur content in fuel oil, from 3.5% to 0.5% mass fraction) on the air quality around the Busan port, South Korea. Our results demonstrate that the impact of ship emissions on port air quality varied significantly according to chemical species. The largest impact on port air quality from ship emissions and air mass pathways (e.g., port wind sector) was confirmed by significantly higher concentrations of SO2 at the port. Our results of regression discontinuity design, a quasi-experimental impact evaluation method, revealed that the implementation of reinforced regulations (i.e., International Maritime Organization 2020 policy) significantly reduced SO2 and NH4+ concentrations at the Busan port, but did not affect the concentrations of PM2.5 and NO2.

Indonesia Toll Roads: Its Effect on The Trade Routes in ASEAN

The sea toll road is one of a solution that gives a good effect in the trade routes in the future. Indonesia toll road is a program of the Indonesian government that aims to improve connectivity between regions inequitable distribution of goods so that the movement of the economy can be efficient and evenly distributed. In addition to the impact on the Indonesian state, this program has an impact on countries that are close to Indonesia (ASEAN). The purpose of this study is to analyze how the systematics of Indonesia's toll road program and its effects on the trade routes neighboring countries of Indonesia. The method that we used in this study is review analysis. The result of this study is sea toll facilitates commercial access from southern Pacific countries to Eastern Asian countries. The idea of the Sea Toll concept will open up regional access by making two large international hub ports that can serve large commercial ships above 3,000 TEUs or a Panamax vessel class of 6000 TEUs. This study has an impact on the international shipping process through ASEAN trade routes.

Sustainable port development: the role of Chinese seaports in the 21st century Maritime Silk Road

We evaluate the respective roles, functions and prospects of the 15 Chinese ports, intended to be the 'eastern end' of China's Belt and Road Initiative (BRI). To achieve this, and thus contribute to the future development of BRI, we introduce the concept of sustainable development capability. We employ principal component analysis and analytic hierarchy process to build a model which evaluates the (cooperative) sustainability of the ports, based on four dimensions: capacity of port operations; (ambient) economic conditions; environmental factors; and human intellect and technology (HIT). Sensitivity and cluster analysis are used, to classify the ports into four categories (respective roles): international hub ports, regional hub ports, node ports, and regional gate ports. We hope that the port system we present and assess here will provide guidance to ports and countries, especially in Europe, leading to the right 'port alliances', that could turn BRI into an efficient global transportation system.

GEOSTRATEGY OF BITUNG PORT AREA ON INDONESIA'S MARITIME SECURITY PERSPECTIVE (STUDY ON THE INDO-PACIFIC REGION IN 2018-2019)

<p><em>The Port of Bitung area has a number of potentials that can impact the structure of national security and national defense, because it has a strategic concept for the Indo-Pacific Region. The Bitung Port area as an international hub port, stated in the Minister of Transportation Decree Number 54 of 2002 concerning the Implementation of Sea Ports. The method in this study used a qualitative descriptive approach and data analysis techniques used an interactive of model analysis. This study analyzes the Geostrategy concept for the Port of Bitung Region as part of a national security strategy to strengthen national defense based on the maritime security side and the economic implications of the Indo-Pacific Region. The results show that in general the analysis of the strategy of the </em><em>B</em><em>itung port area in maritime security studies for national national security and national defense shows several things: 1) the strategic conditions of the Bitung Port area need to be supported by strategic and integrated policies between the Central government and the North Sulawesi Province Bitung City; 2) the development of special economic zones (KEK) requires accelerated implementation of policies in a sustainable manner with full support from the budget side, this is to strengthen the territorial basis in the geostrategic concept; and 3) there needs to be an approach towards the community in supporting the realization of the strategic area of </em><em></em><em>Bitung City, North Sulawesi. The fulfillment of these requirements has made the Bitung Port area capable of supporting geostrategy through strategic maritime security studies and economic implications, because it is located in the Indo-Pacific Region as a center for political and economic defense so as to strengthen national security and national defense.</em></p><p><strong><em>Keywords</em></strong><em>: geostrategy, port area, Bitung Harbor, Indo-Pacific region<strong></strong></em></p>

Analysis of Seven International Indonesian Hub Ports Policy Development Impact on Shipping and Port Sector

The Indonesian government has just issued a policy plan of international hub port location, Integrated Port Network (IPN) to suppressing logistic cost. This study examines the IPN impact on shipping and port sectors by the total cost. The methods used in this research are set covering problem and cost comparison between transshipment in Singapore and directly shipped containers through the hub ports. As a result, IPN will be able to decrease the cost of logistics by 8%, which is the total cost of 9,220 billion.Rp/year. The current ships used are 1,500–2,500 TEUs. Meanwhile, the largest ship size by the IPN concept is to 3,000TEUs and the smallest is 300TEUs, the greatest number of ships is on the Priok-Port of Singapore route as many as 14 units. On the port sector, not all designated ports are able to accommodate and serve the 2,000 TEU ships due to the facilities and port infrastructure. At least it costs Rp 1.183 trillion-Rp so that the concept of 7 hub ports can be implemented. After the implementation of IPN will cause a potential loss for both Tj Priok and Tj Perak. On the contrary, IPN will increase the potential throughput of the Kijing, Makassar, Bitung, and Sorong.

On determining the hinterlands of China's foreign trade container ports

The boundary lines of the hinterlands of container ports, for as long as these exist, serve as reference points for future port development and infrastructure planning. In earlier efforts to delineate the hinterlands of Chinese ports, either the number of ports considered was limited, or the demarcation of hinterlands was based on aggregate port throughput only. As a result, none of these studies has allowed a clear understanding of the characteristics of shared hinterlands. To address such shortcomings, the membership degree method and the Huff model have been used here to delineate, if at all possible, the hinterlands of China's 20 major foreign trade container ports. The results reveal the existence of fierce port competition for China's hinterlands, with the hinterland characteristics of different types of ports varying in scope and spatial continuity. Our research has important policy implications for central- and local governments, as well as port authorities. In short, ways to strengthen inter-provincial port cooperation should be a top priority to policymakers going forward. Due to the unavoidable onslaught of diseconomies of scale in cargohandling, international hub ports should focus on the development of strong, port-centric maritime clusters and international shipping centres. Regional hub ports should coordinate better their relationship with international hubs and feeder ports. Finally, the latter ports need to plan their development cautiously in order to avoid unfettered and wasteful expansion.

The Effect of Special Economic Zone and International Hub Port Development on the Transportation Infrastructure Provision

The Indonesian government has established a Special Economic Zone (SEZ) and International Hub Port (IHP) in Manado, Indonesia. The research aims to understand the effect of both SEZ and IHP and traffic generated by these two developments on the provision of transportation infrastructures. 264 stakeholders were interviewed in this study. The Structural Equation Modeling (SEM) was implemented to answer regressive and dimensional questions. The respondents were first confirmed about their knowledge of SEZ and IHP development before being interviewed. The research variables were divided into 5 namely IHP development, SEZ Development, Logistics Transportation Users, Logistic Traffic Flows and the Provision of Transportation Infrastructures. The Exogenous variables were the IHP development and SEZ development, while the endogenous variable was the Provision of Transportation Infrastructures. The results showed that the Development of the International Hub Ports has the greatest total effect on Logistics Transportation Users, and subsequently on the Traffic Flow of Goods followed by the Provision of Transportation Infrastructures. The Development of Special Economic Zones has a positive effect on the Logistic Traffic Flow and on the Provision of Transportation Infrastructures. Logistics Transportation Users have a direct effect on the Traffic Flow of Goods and on the Provision of Transportation Infrastructures. The Traffic Flow of Goods gives a direct influence on the Provision of Transportation Infrastructures. Logistics Transportation Users are the dominant factors which affect the Transportation Infrastructure Provision. Then, Logistics Transportation Users are influenced by the development of IHP. This research demonstrates that there is a reciprocal relationship between both SEZ and IHP and the provision of transportation infrastructures. Thus, this study recommends that the North Sulawesi transportation infrastructure plan should be aligned with the needs of the SEZ and IHP, which ensures both international and national connectivity. The results of this study can be used to recommend appropriate policies regarding infrastructure provision.

Kahan Pengembangan Pelabuhan Bitung Sebagai Pelabuhan Internasional

Indonesia's position that lies between the Pacific and Hindian oceans, the continents of Asia and Australia, it is very special in his capacity as part of a world cruise. In this condition Bitung harbor deemed strategic enough to be developed as a port open to international trade, where the support of Eastern Indonesia as a potential commodity hinterland that supports it. This study uses descriptive analysis with a look from different angles so that the analysis carried out there are some aspects that are the hallmarks and potential of the Port of Bi tung to be developed as an international hub port. Based on the observations of several aspects including cost aspects, aspects of the distance to various cities in Asia trade, the port of Bi tung potential aspects, and aspects of the potential of commodities, development of the port of Bitung in North Sulawesi as a port open to international trade import export that can be used for the development of eastern Indonesia would be potential traffic of international shipping and international trade flaws as it is quite reasonable, in which area (Bitung) have proximity to major trade cities in the Asia Pacific region which acts as a distribution center of commodities in Asia, support for port infrastructure in accordance with the conditions where the deep natural harbor no need for dredged during the year, the port protected by islands Lembe of the waves and waves and wind, on the basis of excellence it is likely able to bring prosperity to Indonesia, especially for the eastern region of Indonesia.Keywords: Port of Bi tung, mileage and condition of superiority of nature.

Research on the Development of Xi'an International Land Port Under the Background of "One Belt One Road"

In the concept of Belt One opening to the west, the value of land port is constantly highlighting. Xi'an International Land Port is striving to build the largest international transit hub port and commercial logistics distribution center on the Silk Road economic belt. The role of Xi'an International Land Port is irreplaceable in the strategic mission of Shaanxi to build a new opening-up highland to the west. Based on the analysis of the development environment of Xi'an International Land Port, this paper finds out the problems existing in the development of Xi'an International Land Port, and puts forward some countermeasures to improve the development level, so that Xi'an international land port can truly become the cornerstone of Xi'an international trade, promote the construction of Greater Xi'an, promote the coordinated development of Xi'an and Guanzhong urban agglomerations, achieve regional coordination, build a national central city and a new business logistics engine.

TRANSFORMASI PELABUHAN TANJUNG PRIOK DALAM MASYARAKAT EKONOMI ASEAN (MEA)

ASEAN Economic Community (MEA) makes an increase in intra- ASEAN trade, which requires excellent trade facilities. The main trade facility between countries is the port. Tanjung Priok is the main and largest port of Indonesia, how is readiness of this port in MEA. This research method using qualitative with data collection techniques from the literature and analysis of this research explanatory is to describe a phenomenon with actual facts that occur in the field and then analyze it. Rresult of this research is transformation of port Tanjung Priok to be effective and efficient such as INAPORTNET as Supporting the Implementation of National Single Window (NSW), Application of EDI (Electronic Data Interchange) System as Single Document at Tanjung Priok Port, implementing Information Communication Technology (ICT) system, Port Modernization, Improving the Quality of Human Resources and Establishing New Priok PortI. Conclusion of this research is that port of Tanjung Priok must be maintained and developed in order to remain the main port of Indonesia and upgraded to the International Hub Port.

Developing the port of Belawan as a modern and international port

This study discusses the processes of government to pass the port development plan in Indonesia with the Port of Belawan and its port expansion as the study case. The study uses a descriptive approach by reviewing and analyzing some of relevant literature as the sources. It also reviews and examines the port development theoretical concepts and models giving attention to the international hub port models resulted from the previous studies. The international hub port aspects assessed to be further applied and compared to the actual situation of the Port of Belawan. This process draws the conclusion on which concept and model the port classified, followed by some recommendations concerning the necessary actions to be taken. The results show that: (1) The port planning regulated in port master plan is the guideline and foundation to implement the port development; (2) Spatial and zoning plan regulations are very important in the preparation, planning, and implementation of port development; (3) It has not provided the necessary facilities and criteria of the global hub port model has not been met completely. The port is strategic to be completely developed as the regional hub port to compete with the major ports of neighboring countries. Eventually, this study requires further analysis to examine the economic feasibility of the Port of Belawan in more comprehensive way functioning as an international hub port along with the ongoing development of Kuala Tanjung Port to achieve its ultimate objectives, among other things, the port effectiveness, efficiency, and competitiveness.

Determining Domestic Container Shipping as an Enforcement of Indonesian International Hub Port

According to Presidential Regulation Number 26 year of 2012 about the National Logistics System Development Blueprint, the Indonesian government proposed to build two international hub ports, which were in Port of Kuala Tanjung for the western region and Port of Bitung for eastern region. Therefore, the optimum routes and fleet size are required to support the enforcement of Indonesian International Hub Port. The optimization model is used to obtain the optimum route and fleet by minimizing the total shipping costs, while considering the container demand. The result of analysis obtained that the optimum route and fleet size for the western region of Indonesia were: (1) Kuala Tanjung-Belawan required 15 ships of 1,000 TEU; (2) Kuala Tanjung-Tanjung Priok required 73 ships of 2,500 TEU; (3) Kuala Tanjung- Tanjung Perak required 44 ships of 2,500 TEU. Meanwhile, the optimum route and fleet size for the eastern region of Indonesia consisted of: (1) Bitung-Sorong required 1 ship of 500 TEU; (2) Bitung-Banjarmasin required 3 ships of 500 TEU; and (3) Bitung-Makassar required 1 ship of 1,500 TEU.

Potential cargo demand of Kuala Tanjung Port as international hub port in Western Indonesia

The Port of Kuala Tanjung will provide a logistical diversification opportunity in which the need for freight services for both export, import, and inter-island distribution through port will continue to increase. Seeing the magnitude of this potential, it is hoped that Kuala Tanjung Port can become an alternative International Hub Port in Western Indonesia that can provide added value for economic growth significantly. As a potential port to become an international Hub Port, Kuala Tanjung must have a large cargo demand, coming from its own hinterland as well as shifting from other nearby ports. The largest potential hinterland of Kuala Tanjung Port is in the form of oil palm and rubber plantations with derivative goods. Kuala Tanjung Port is predicted to accommodate 65% of total goods production in North Sumatra, both containerized and bulk liquid.

Location of regional and international hub ports in liner shipping

Purpose This paper aims to investigate the location of regional and international hub ports in liner shipping by proposing a hierarchical hub location problem. Design/methodology/approach This paper develops a mixed-integer linear programming model for the authors’ proposed problem. Numerical experiments based on a realistic Asia-Europe-Oceania liner shipping network are carried out to account for the effectiveness of this model. Findings The results show that one international hub port (i.e. Rotterdam) and one regional hub port (i.e. Zeebrugge) are opened in Europe. Two international hub ports (i.e. Sokhna and Salalah) are located in Western Asia, where no regional hub port is established. One international hub port (i.e. Colombo) and one regional hub port (i.e. Cochin) are opened in Southern Asia. One international hub port (i.e. Singapore) and one regional hub port (i.e. Jakarta) are opened in Southeastern Asia and Australia. Three international hub ports (i.e. Hong Kong, Shanghai and Yokohama) and two regional hub ports (i.e. Qingdao and Kwangyang) are opened in Eastern Asia. Originality/value This paper proposes a hierarchical hub location problem, in which the authors distinguish between regional and international hub ports in liner shipping. Moreover, scale economies in ship size are considered. Furthermore, the proposed problem introduces the main ports.

Analyzing the National Logistics System through Integrated and Efficient Logistics Networks: A Case Study of Container Shipping Connectivity in Indonesia

Indonesia, as the world’s largest archipelagic country, should take into account the critical role of maritime transportation as a basic infrastructure for connecting inter-island economic activities. According to the National Logistics System, Indonesia should have its own international hub port in the future, thus this study is required to analyse the connectivity between main domestic ports and international hub ports in Indonesia. A heuristics approach is applied by combining the Feeder Network Design Problem and Multiple Commodity Network Flow Problem to create the optimum routes as well as to allocate the cargo by minimizing the total transportation costs. Two scenarios are conducted in the calculation, in the first scenario, we analyze all international containers of six main domestic ports (with Belawan), while the second scenario does not consider on the international containers in Belawan (without Belawan). The second case corresponds to directly delivering all international containers to Belawan, without considering these for the connectivity network. In conclusion, each route will have the fewer legs and shorter distances if the larger ship capacity used, consequently, the lower total shipping costs will be gained on these routes.

Determinants of global logistics hub ports: Comparison of the port development policies of Taiwan, Korea, and Japan

This paper explores global logistics hub port assessment criteria, and compares the competitiveness of three major international hub ports in Northeast Asia, namely the ports of Busan, Tokyo, and Kaohsiung, from a logistics perspective employing a hybrid multi-criteria decision-making approach incorporating the analytical hierarchy process (AHP) and gray relational analysis (GRA). A total of 20 assessment criteria are obtained under the five dimensions of political–economic environment, operating environment, cost environment, infrastructure facilities environment, and preferential incentive environment. The AHP results show that, from the perspective of all respondents, the top five assessment criteria are transport and distribution costs, convenience of customs clearance procedures, harbor and stevedoring costs, cost of land, and soundness of investment system and incentive measures. Based on GRA outcomes, Busan has the highest level of satisfaction as a global logistics hub port, followed by Tokyo and Kaohsiung.

Public–private partnerships for the development of port hinterlands and their ramifications for global supply chain management

Ongoing world-wide economic slumps coupled with the undisciplined capacity expansion of some international hub ports have created a glut for port services and intensified port competition. As a way to better utilize the existing port infrastructure and attract more shippers/carriers, a growing number of ports have begun to provide various incentives including tax benefits and subsidies to private enterprises that engage in global supply chain activities. Such incentives also include co-development of port hinterlands between government agencies and private enterprises in such a way that the government agencies establish the basic infrastructure tailored to specific needs of the private enterprises, whereas the private enterprises pay rental fees and create the economic spillover effects of the port hinterland development. In other words, port hinterland development through the public–private partnership (PPP) can be a viable strategic option for creating ‘win-win’ situations for both government agencies and private enterprises. Considering the benefit potentials and supply chain implications, this article examines the current PPP practices of the major hub ports in the Asia-Pacific region and then identifies critical success factors for port hinterland development through PPP based on a descriptive case study.