Transshipment Hub Research Articles

The strategic insights of Arctic sea routes for the sustainable development of Taiwan's shipping industry

In recent years, the Arctic Ocean has been experiencing the impacts of climate change. Global warming has led to the melting of ice caps and a significant reduction in ice coverage. As a result, the Arctic Ocean has indirectly opened up two new shipping routes known as the “Northeast Passage" and the “Northwest Passage." The opening of these new routes has the potential to transform Northeast Asia into a major transshipment hub, linking the Indo-Pacific and Europe regions. Novel business models are also generated and investigated within the maritime industry. This study involved conducting semi-structured interviews with potential stakeholders from industry, government, and academia. Additionally, qualitative analysis software- NVivo11 was utilized along with grounded theory for data analysis. The rationale supporting this view includes the advantages of Taiwan's shipping industry, its strategic geographic location, and the potential for shorter shipping routes through the Arctic. Additionally, Taiwan can establish conducive conditions to enhance its international standing and diplomatic relationships concerning Arctic Ocean matters. This initiative will facilitate the sustainable development of Taiwan's maritime industry in the Arctic region.

Forecasting throughput at a transshipment hub under trade dynamism and uncertainty in major production centers

Forecasting throughput at a transshipment hub under trade dynamism and uncertainty in major production centers

Drone-Based Instant Delivery Hub-and-Spoke Network Optimization

Drone-based transportation is emerging as a novel mode in city logistics, featuring first-mile pickup and last-mile instant delivery using drones and truck transshipment. A fundamental challenge involves coordinating merchants, drones, transshipment hubs, trucks, and consumer communities through the hub-and-spoke network (HSN). This study formulated the optimization problem for HSN to minimize logistics costs and loss of orders constrained by service time limits. The ε-constraint model, two evolutionary algorithms based on Non-dominated Sorting Genetic Algorithm II (NSGA-II) using permutation (EAp) and rand key-based (EAr) encoding/decoding schemes were devised to solve the bi-objective mathematical program. Three groups of twelve experiments were conducted using ideal datasets and datasets generated from Shenzhen city to validate the models and algorithms. Relaxing the logistics objective by 10% and subsequently minimizing the loss of orders can significantly reduce average unmet orders by 24.61%; when spokes were beyond 20, the ε-constraint model failed to achieve solutions within an acceptable time. While EAp and EAr demonstrated competence, EAr proved to be more competitive in computation time, hypervolume, spacing metric, and the number of non-dominated solutions on the Pareto fronts. Key parameters influencing the HSN solutions include drone and truck speeds, acceptable delivery times, and the processing and waiting time at hubs.

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.

Unmasking Opportunities and Challenges in the Colombo Port Mega Hub Transformation

Unmasking Opportunities and Challenges in the Colombo Port Mega Hub Transformation

An Adaptive Dynamic Scheduling Policy for the Integrated Optimization Problem in Automated Transshipment Hubs

This study considers the multi-period dynamic integrated optimization problem in automated transshipment hubs, which includes berth allocation, quay crane assignment, and yard assignment problems. The planner needs to determine the berth and storage schedule in real-time. In the previous literature, the scholars always assume that all of the required information, especially the arrival time and operation time of vessels, is accessible prior to making any design decisions, and formulate the problem into an integrated model. However, the information of vessels is updated dynamically and changed frequently. Therefore, we consider a problem in a dynamic setting that decisions are made in each period and the scenario at each period depends on the decisions in previous periods. We formulate the problem into a multi-objective model, which aims to maximize total revenue, saved time deviation, saved transportation distance, and service quality. An efficient adaptive dynamic scheduling policy is developed, which adaptively balances the trade-offs between multiple objectives. Through numerical experiments, we demonstrate that our approach presents solutions with a delicate balance between multiple objectives and brings value to the automated container terminals compared to benchmark policies. <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">Note to Practitioners</i> —Automated technologies have brought great opportunities for container terminals. While the construction of an automated container terminal requires enormous investment. Utilizing the resources of container terminals reasonably and efficiently can improve the operation efficiency and economic performance of automated container terminals. In practice, the scheduling of resources in container terminals always encounters uncertain factors. Therefore, this study proposes a dynamic integrated optimization policy for resources in automated container terminals to balance the trade-offs between multiple objectives given any pre-determined target in a dynamic environment.

Identifying Transshipment Hubs in a Global Container Shipping Network: An Approach Based on Reinforced Structural Holes

Transshipment hubs are important components of the global container shipping network. Nowadays, hybrid ports are emerging, handling both gateway and transshipment container traffic depending on their significant maritime connectivity. Effectively identifying transshipment hubs, including traditional transshipment hubs with high transshipment incidences and hybrid ports with sufficient transshipment capabilities, is crucial to gain a good understanding of container shipping networks. The method of reinforced structural holes (RSHs) has been introduced from the sociology to detect transshipment hubs at the global level, as it can fully consider the existence of separated cohesive port communities. The results show that the RSH-based approach is feasible to identify those hubs playing the role of bridges across different port communities worldwide, which is demonstrated from the perspective of maritime connectivity. The higher ranked hubs with higher RSH values generally have better maritime connections with ports from various port communities. Several policy implications have been further elaborated for relevant decision makers, such as liner companies and port operators.

Evaluating the Service Capacity of Port-Centric Intermodal Transshipment Hub

Port-centric intermodal transshipment hubs are significant nodes in the global freight network and are likewise the gateway to a country’s external communications. It is vital to increase the service capacity of PCITHs, and it is necessary to assess the service capacity of port-centric intermodal transshipment hubs to respond to the growth of economies and global freight needs. This study provides a detailed definition of port-centric intermodal transshipment hubs through a review of relevant kinds of works from the literature and analyzes their primary functions. Based on the research perspective of sea–rail intermodal transportation, the three evaluation dimensions of service capacity of port-centric intermodal transshipment hubs are divided into radiation scale capacity, transportation connection capacity, and resource integration capacity, focusing on the functions of cargo aggregation, cargo transfer, and connection of different transportation modes. The service capacity evaluation indicators were then selected based on the three dimensions. The subjective and objective weightings were calculated by the G1 weighting method and the modified CRITIC method, and the combination weightings were determined based on game theory. The service capability of port-centric intermodal transshipment hubs was evaluated by the fuzzy matter element method, and the evaluation results were quantified by the Euclidean closeness degree. Finally, through the barrier degree model, the current indicators of PCITHs that urgently need improvement were explored, and targeted improvement suggestions are proposed in this paper. The results show that Tianjin Port has the highest service capacity, followed by Ningbo Zhoushan Port. The port rail dedicated line mileage is the most critical area that needs attention in Ningbo Zhoushan Port and Qingdao Port. Tianjin Port needs to improve the container sea–rail transportation volume, while Guangzhou Port and Xiamen Port need to improve the sea–rail container handling capacity.

Impact of Dry Port on Seaport Competitiveness

Ports play an important role in connecting individuals in need of logistics services with organizations that provide logistics services. Rather of being merely transshipment hubs. Ports have recently evolved into integrated logistics centers with a continuous transport chain, with these developments primarily relying on the supply chain systems of major port operators. Though changes impact terminal handling traffic, rising quantities have increased job pressure, as well as congestion levels and dwell periods in terminal areas. The dry port model relies on a seaport which is directly connected to inland intermodal stations, where freight may be rotated immediately to the seaport in intermodal loading units. This research investigates the influence of vessel growth on port competitiveness and investigates integration between seaports and dry ports to counteract the huge increase in ship size at seaports. To achieve this goal, a survey was conducted to measure the relationship between dry ports and seaports. This paper also illustrates how the vessel expansion is associated with reduced operational efficiency, congestion, limited capacity and infrastructure support, outdated guidelines for existing port development, and the urgent need for additional investment in spatial development, and human resource development.

Impact of Dry Port on Seaport Competitiveness

Ports play an important role in connecting individuals in need of logistics services with organizations that provide logistics services. Rather of being merely transshipment hubs. Ports have recently evolved into integrated logistics centers with a continuous transport chain, with these developments primarily relying on the supply chain systems of major port operators. Though changes impact terminal handling traffic, rising quantities have increased job pressure, as well as congestion levels and dwell periods in terminal areas. The dry port model relies on a seaport which is directly connected to inland intermodal stations, where freight may be rotated immediately to the seaport in intermodal loading units. This research investigates the influence of vessel growth on port competitiveness and investigates integration between seaports and dry ports to counteract the huge increase in ship size at seaports. To achieve this goal, a survey was conducted to measure the relationship between dry ports and seaports. This paper also illustrates how the vessel expansion is associated with reduced operational efficiency, congestion, limited capacity and infrastructure support, outdated guidelines for existing port development, and the urgent need for additional investment in spatial development, and human resource development. Keywords: Dry Ports – Competitiveness – Seaports – Vessel size

The Port of Berbera and Geopolitics of the Western Indian Ocean

The article discusses the importance of upgradation and modernization of the port of Berbera in the context of evolving geopolitics of the Western Indian Ocean (WIO). The modernization of the Berbera is a part of the larger processes of geopolitics of seaports which is being played out in the WIO. Strategically important location of Berbera has always attracted foreign powers and in the contemporary geopolitics, the United Arab Emirates (UAE) is playing a key role. The port of Berbera aspires to emerge as an important trans-shipment hub in the Gulf of Aden and the port development has geopolitical as well as geo-economic significance. In the development of the port and supporting infrastructure in and around Berbera, interests of Somaliland, Ethiopia and UAE converge. Therefore, the article focuses on the interests of these three powers in the context of the evolving geopolitics in the region.

Queueing networks for supporting container storage and retrieval

PurposeAn integrated queueing network focused on container storage/retrieval operations occurring on the yard of a transshipment hub is proposed. The purpose of the network is to support decisions related to the organization of the yard area, while also accounting for operations policies and times on the quay.Design/methodology/approachA discrete-event simulation model is used to reproduce container handling on both the quay and yard areas, along with the transfer operations between the two. The resulting times, properly estimated by the simulation output, are fed to a simpler queueing network amenable to solution via algorithms based on mean value analysis (MVA) for product-form networks.FindingsNumerical results justify the proposed approach for getting a fast, yet accurate analytical solution that allows carrying out performance evaluation with respect to both organizational policies and operations management on the yard area.Practical implicationsPractically, the expected performance measures on the yard subsystem can be obtained avoiding additional time-expensive simulation experiments on the entire detailed model.Originality/valueAs a major takeaway, deepening the MVA for generally distributed service times has proven to produce reliable estimations on expected values for both user- and system-oriented performance metrics.

An empirical study of China–Singapore International Land–Sea Trade Corridor: Analysis from supply and demand sides

The China–Singapore International Land–Sea Trade Corridor (C-S-ILSTC) was officially proposed in 2018, under the government-to-government framework of the China–Singapore (Chongqing) Demonstration Initiative on Strategic Connectivity. C-S-ILSTC is expected to play an important role in the international trade and connectivity between Western China and Southeast Asia, where Chongqing serves as the logistics hub in Western China, and Singapore is a transshipment hub for Association of Southeast Asian Nations (ASEAN) region. This paper aims to analyse the newly formed intermodal freight container transport network in the context of C-S-ILSTC and China–Singapore/ASEAN region quantitatively from both supply and demand sides, and investigate C-S-ILSTC’s advantages and disadvantages. For the demand side analysis, the results show that the trade volume between China and ASEAN countries is forecasted to consistently increase in recent years, and the most commonly traded cargo types between China and ASEAN have also been identified. For the supply side analysis, we examine the infrastructure and development status of the essential nodes along C-S-ILSTC. In addition, we also compare C-S-ILSTC with the conventional intermodal container transport routes connecting Western China and Southeast Asia, and discuss the development prospect of C-S-ILSTC. The results of this study could provide policy implications for the development of C-S-ILSTC and the cooperation between China and ASEAN region.

Improving the quality of implementation of the container transportation project along the NSR based on the environmental and energy transition agenda

The article considers the possibilities of improving the quality of transportation project along the Northern Sea Route (NSR) within the environmental and energy transition agendas. A multiple increase in the cost of container freight in 2019–2021 is considered as an economic incentive to justify the feasibility of a large-scale expansion of transit container traffic along the NSR by 2030–2035 within the Northern Maritime Transit Corridor (NMTC) project. It will require the construction of specialized ice-class ships in compliance with the general emission requirements set by the IMO for new ships, as well as the requirements of the IMO's International Code for Ships Operating in Polar Waters (Polar Code). To ensure the eco-economic efficiency of NSR transit, the need to organize transshipment hubs is also taken into account. The paper provides a generalized assessment of the energy and eco-saving potential of ice-class ships, depending on different types of main fuel and vessel average speed index. The obtained results preliminary evaluate the energy and eco-efficiency of solutions for installing LNG and hythane engines at modern polar ships, including designing specialized bulk container ships. The prominent restrictions on the implementation of the NMTC project in the context of current anti-Russian sanctions, were also considered.

Optimizing Intermodal Transport and Hub Location Problem for ECOWAS in the Context of Improving Intra-African Trade

Trade within Africa is at an all-time low, with a lack of an optimal intermodal transportation network and a high cost of business serving as a deterrent to trade. This research studies Intra-African Trade within ECOWAS using a hierarchical spatial aggregation process to identify 27 nodes. Distance-based weighted centrality measures employed TOPSIS to model a ranked node centrality of Economic Community of West African States (ECOWAS) intermodal transport of railway, road, and waterway networks. The ten highest-ranking nodes identified from the mixed-integer linear program adopted as candidate hubs, thus selecting Ibeshe ferry terminal in Lagos and Tema Harbour in Accra for waterway; Thies, Ibadan, Conakry, Monrovia and Thies for railway; and Thies and Ibadan for road. We conclude with sensitivity analysis and a discussion of management implications for ECOWAS. This paper demonstrated that a limited number of transshipment hubs would encourage interregional trade and cut point-to-point transportation costs and lead to economic growth and development.

대구경북통합신공항 건설에 따른 지역 항공물동량 추정 및 활성화 방안 연구

Purpose : The purpose of this study is to analyze the air freight volume and to estiablish a plan to activation local airport according to the construction of the Daegu-Gyeongbuk New Airport Research design, data and methodology : To this end, this study utilized the origin-destination analysis using the annual data set from the Korea Trade Statistics Promotion Institution. In order to estimate the forecasting air cargo volume when constructing the Daegu-Gyeongbuk New Airport, this study analyzed the domestic air cargo volume and Daegu Gyeongbuk cargo volume. In addition, activation Plan of Daegu-Gyeongbuk New Airport are suggested through the analysis of domestic air cargo volume. Results : The results shows that electrical machinery and equipment and parts thereof(HS 85), nuclear reactors, boilers, machinery and mechanical appliances parts thereof(HS 84), plastics and articles thereof(HS 39) accounted for the highest proportion. Conclusions : This study suggested the creation of new cargo volumes in connection with regional key industries, the establishment of a foundation for revitalizing international air logistics, and the establishment of a transshipment hub airport system.

Arctic transshipment hub planning along the Northern Sea Route: A systematic literature review and policy implications of Arctic port infrastructure

Previous research on the viability and challenges of commercial shipping along the Northern Sea Route (NSR) has thus far neglected to fully explain the connections between operational models for viable year-round commercial shipping along the NSR and port infrastructure services. In particular, little attention has been paid to the function of ports as transshipment hubs for emerging polar routes. The purpose of this paper is to synthetize the extant knowledge on the topic of Arctic ports and their function as transshipment hubs for polar routes. Following a systematic literature review methodology and using a configurative synthesis, This article analyzes a sample of 47 peer-reviewed articles indexed in high-quality academic databases to examine the extant research on transshipment hubs from a multi-dimensional perspective. The article proposes policy recommendations to address the identified gaps in the literature of transshipment hub functions for the NSR around the following axes: the operational and design features of transshipment terminals; the geopolitical and governance requirements of developing deep-water transshipment terminals; funding possibilities for the operation of transshipment terminals; and the development of a port system that is useful for the whole Arctic.

The Menace of Drug Abuse among Teenagers a Ticking Time Bomb in Taraba State, Nigeria

Nigeria has a sizable, young, and vulnerable population, making it a prime market for the illegal drug trade. Secondary school students make up this young population. Nigeria is developing into a significant producer of illicit drugs and a major transshipment hub in the global drug trade, in addition to the threat of rising adolescent and child drug use. The transition from childhood to adolescence is a delicate time, and drug misuse may start there frequently. Teenagers may abuse drugs for several reasons, including lack of information about the risks, displaying personal independence, peer pressure, gratifying their curiosity, low self-esteem, difficulty maintaining interpersonal relationships, and lowering stress. The existence of a substance abuser in the family, among other dependents, is one of the main causes of teen substance usage. For instance, the government has made education the focal point of the social pillar that aims to transform Nigeria's economy. To demonstrate their dedication, several states have heavily financed elementary and secondary education, increasing access to the educational system. However, all of these intervention techniques have come at a significant cost to the public, including wasted opportunity. This paper is anchored on Sutherland's differential association which is a social-process-based sociological explanation of criminal behaviour which is learned through communication with others in intimate groups. A cross-sectional survey approach was used with teenagers, young adults, and a small number of adults who are Taraba residents of all educational levels, socio-economic statuses, and residential locations. According to the findings, two out of every three young people in Taraba State abuse drugs. It was also discovered that the majority of abusers learned the act in schools. The article further suggested that parents and educators devote more time to raising and supervising these youngsters at home and school, respectively.

The impact of globalization on Mediterranean container terminals

The Mediterranean basin has always played an important role in the global maritime scenario due to its key positioning along the main East- West trading routes and its centrality with respect to the Atlantic and North European markets, on the one hand, and to those of Asia and Africa on the other. The growth of container traffic has led to the emergence of new routes and the construction of ever-larger ships and ports. These factors have increased the competitiveness among the Mediterranean ports, which must improve their functionality and productivity to meet new needs and acquire ever-higher market rates. It is estimated that in 2020 Mediterranean ports handled almost 40% of worldwide containerized trade flows. The total throughput of Mediterranean ports has risen from 40,5 million TEUs in 2010 to about 59 million TEUs in 2020, with a 46% increase (UNCTAD). The establishment of a limited number of multi-trade strategic alliances in container shipping is concentrating the demand on a few players. Currently, all major container carriers are involved in one of the three global alliances: 2M (Maersk, MSC; capacity 8,475,700 TEU, share 33.8%, 1,363 ships), Ocean Alliance (Cosco-OOCL, CMA CGM, Evergreen; capacity 7,541,341 TEU, share 30.1%, 1,248 ships), THE Alliance (Hapag-Lloyd, ONE, Yang Ming, HMM, capacity 4,799,815 TEU, share 19.2%, 633 ships). These big players often enter terminal operations, mostly investing in pure transshipment hubs along main shipping services, in order to control multiple supply chain phases. Some companies have their own ‘terminal operating holding’ such as Maersk (APM Terminals) and COSCO Group (COSCO Shipping Ports). The increase of naval gigantism and the reduction of vessel calls due to strategic choices of carriers could influence the competitiveness of smaller container ports that are cut out from the main market trades (e.g. Cagliari) or that have physical limits on their terminals. This paper focuses on the specific case of Mediterranean container ports, analyzing the evolution of the containerized traffic and how the strategies of the main carriers are affecting container terminal policies.

Economic Viability and Emissions of Multimodal Transportation Infrastructure in a Changing Arctic

Abstract As Arctic open water increases, shipping activity to and from mid- and western Russian Arctic ports to points south has notably increased. A number of Arctic municipalities hope increased vessel traffic will create opportunities to become a major transshipment hub. However, even with more traffic passing these ports, it might still be economically cheaper to offload cargo at a more southern port, which may also result in lower emissions. Ultimately, the question of whether to use a transshipment in the Arctic versus an established major European port is determined by the relative costs (or emissions) of sea versus land travel. This study calculates the relative competitiveness of six Norwegian coastal cities as multimodal hubs for shipments. We quantify the relative prices and CO2 emissions for sea and land travel for routes starting at the Norwegian–Russian sea border with an ultimate destination in central Europe and find that all existing routes are not competitive with routes using the major existing Port of Rotterdam (Netherlands); even with investments in port expansion and modernization, they would be underutilized regardless of an increase in vessel traffic destined for central Europe. We then examine under what relative prices (emissions) these routes become economically viable or result in lower emissions than using existing southern ports. Notably, the cheapest routes generally produce the lowest emissions, and the most expensive routes tend to have the largest emissions. Communities should consider relative competitiveness prior to making large infrastructure investments. While some choices are physically possible, they may not be economically viable. Significance Statement Climate change, while disruptive, can also create new opportunities. Many Arctic cities hope to become a major transshipping hub as declining sea ice opens new shipping routes from western and mid-Russian Arctic ports to European ports. This paper quantifies the relative competitiveness of six Norwegian coastal cities as multimodal transportation hubs and finds that they are uncompetitive with the more southern port in Rotterdam (Netherlands). We also show that the most economically competitive routes have lower direct emissions. Thus, while Arctic ports provide critical services in support of local and regional economic activity, even with year-round Arctic navigation Arctic ports’ development into major transshipment hubs for cargo destined for more distant locations may be neither economically viable nor desirable.