China
Africa
Explore chapters and articles related to this topic
Vessel logistics and shipping operations management
Published in Dong-Ping Song, Container Logistics and Maritime Transport, 2021
General cargo vessels carry breakbulk cargoes, which are usually in the form of pallets, bags, boxes, crates, drums, or barrels. These cargoes are goods that are neither fit in standard shipping containers nor cargo bins and must be handled individually. Breakbulk is also different from bulk such as oil or grain. Specialised handling facilities may be required for such cargoes. In most cases, loading and unloading are carried out using cranes and straps (for crates and boxes) or slings (for bags). Irregular cargo can also be carried, which requires the vessel’s crew and port stevedores to pack the cargo so that damage can be minimised, and the vessel space utilisation can be maximised. Examples of breakbulk cargo include construction equipment, generators, large engines, turbine blades, ship propellers, oversized vehicles, cranes, and boats. As such, breakbulk is characterised by oversized or overweight items. The rationale of moving such large or heavy cargo in one piece is that there is a cost and time benefit to avoid dismantling the item and reconstructing it on site.
Ships, their cargoes, trades and future trends
Published in Alan E. Branch, Michael Robarts, Branch's Elements of Shipping, 2014
Alan E. Branch, Michael Robarts
Another example of a ro/ro (roll on/roll off)–lo/lo (lift on/lift off) vessel is one of 17,000 dwt, with an overall length of 140 m. The moulded breadth is 23 m and she has a speed of 16 knots. The ship has a ro/ro lane capacity of 1,300 m and 600 TEUs container capacity. Hold capacity totals 27,000 m3. The vessel has a stern ramp, internal fixed ramps, electro-hydraulic cranes, and hydraulically operated hatch covers. Liquid cargoes (latex or similar) can be conveyed in the foretanks. Such a vessel offers high cargo mix versatility. Hence such a cargo combination could include general break bulk cargo (which could be palletized), bulk cargo, containers, trailers, cars and ro/ro cargo.
Synchronisation transitions in supply chain networks
Published in International Journal of Systems Science: Operations & Logistics, 2023
More than half of the direct suppliers (so called C-suppliers) count for around 20% of the total supply volume, are organised in a hub-and-spoke topology (see Table 2). This break bulk delivery is characterised by low transport volumes with standardised parts and components. According to the low inbound volume per supplier, consolidation transport is necessary. Therefore, break bulk cargo is consolidated in hub-and-spoke transportation networks. Each hub is managed by a logistics service provider, operating the consolidation terminal and processing the main-run transport between a hub and OEM. Initially, short-distance pre-run deliveries from the regional C-suppliers are transported to and merged in a consolidation hub to create full truck loads (FTLs). These FTLs are then delivered via main-runs over longer distances directly to the car manufacturer’s assembly plant. The main characteristic of a hub-and-spoke network is the reduced connectivity between the supply chain partners N. Compared with an all-to-all coupling with connections or , only supply chain connections are applied with Load consolidation in nodes with a high degree (hubs) increases the transport volume of the main runs and reduces the freight rates on the basis of the economies of scale.
Pricing strategy and tariff structure for a port authority: a case study of South Africa
Published in Maritime Policy & Management, 2018
Sanele Gumede, Mihalis Chasomeris
This study shows that the current TNPA pricing structure is indeed influenced by the legacy of the ad valorem wharfage pricing system that was abolished in 2002. Cross-subsidisation between commodities is evident as automotive and containers appear to cross-subsidise bulk and break-bulk cargo handling. There appears to be cross-subsidisation between port user groups where cargo owners appear to cross-subsidise tenants and shipping lines. Port costs for automotive and container commodities remain significantly above the global benchmarked mean, whereas bulk sector commodities remain below the mean. It remains unclear, and a concern to port stakeholders, as to what proportion of costs tenants and shipping lines will be able to pass on to cargo owners as the imbalances between port user groups are addressed. The proposed tariff structure clearly shows that port tenants and shipping lines will endure real increases in tariffs while cargo owners are forecast to pay relatively lower tariffs on average. The cargo dues contribution to revenue paid by containers and automotive will continue to decrease.
A novel Index-based quantification approach for port performance measurement: A case from Indian major ports
Published in Maritime Policy & Management, 2022
Nikesh Nayak, Pushpesh Pant, Sarada Prasad Sarmah, Mamata Jenamani, Deepankar Sinha
This study proposes a PPM framework based on elementary statistical analysis and presents a unified performance index, the PPI. A pilot measurement is shown based on the secondary data obtained for Indian major ports. It incorporates multi-dimensional aspects like operations, physical infrastructure, technical infrastructure, socio-economic, and finances to make the findings useful for various stakeholders. Previous studies on port performance generally considered qualitative surveys and limited quantitative indicators. Moreover, they typically considered the container ports and largely ignored the ports carrying liquid bulk, dry, and break bulk cargo. This paper develops a common framework to address this gap and introduces new indicators to capture most aspects of port’s performance. To the best of our knowledge, import/export/transhipment traffic, container traffic per container berth, liquid bulk traffic per berth, open/warehouse/transit shed area per parcel size, medical expenditure per staff, and CSR contribution as a percentage of total profit are the new indicators in the field of port performance measurement. The unified index: PPI and PPIPCA, developed in this work, evaluate the overall performance to help the decision-making process related to port competitiveness, investment prioritisation, resource utilisation, benchmarking, and revenue administration. However, the proposed PPI should not be overinterpreted beyond its role as a benchmark indicator as it is not a substitute for in-depth port diagnoses. In the later part of this work, the port’s efficiency measurement and regression analysis are presented to demonstrate the additional utility of the proposed framework.