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Open Access
Article
Publication date: 31 March 2019

Olapoju Olabisi Michael

This study assessed the contribution of containerization to the development of Western Ports, Lagos Nigeria. The aim was to assess the influence of containerization on some…

Abstract

This study assessed the contribution of containerization to the development of Western Ports, Lagos Nigeria. The aim was to assess the influence of containerization on some indices of port development such as port infrastructure development, ship turnaround time, cargo dwell time and congestion. Questionnaire was used to gather information on the contribution of containerization to change in maritime trade in the country, the influence of containerization on terminal expansion, congestion, level of investment in container port infrastructure as well as the influence of such investment on container dwell time and ship turnaround time (TAT) and the competitiveness of container terminal within Nigeria port systems and with other developed container ports of the world. Secondary data used included statistics of reports of operations of Western Ports between 2000 and 2010 as reported by NPA, as well as reports of some selected ports derived from Containerization International Year Book, which were used in this study for the sake of global reference. Summary tables and ANOVA for the analysis of the data. Results revealed a significant contribution of containerization to maritime trade relative to the ports’ annual records but with no significant influence on ship turnaround time, cargo dwell time congestion which are determinants of port productivity and competitiveness. The study concluded that Western Ports have still not reaped gains of containerization and lacking in competitiveness when compared with other developed ports of the world.

Details

Journal of International Logistics and Trade, vol. 17 no. 1
Type: Research Article
ISSN: 1738-2122

Keywords

Content available
Article
Publication date: 25 April 2016

Dong Yang, Jinxian Weng and Jia Hu

Shaanxi, Shanxi province and Inner Mongolia in north China are the nation’s leading producers of coal. In the past decades, a huge amount of coal has been transported from these…

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Abstract

Purpose

Shaanxi, Shanxi province and Inner Mongolia in north China are the nation’s leading producers of coal. In the past decades, a huge amount of coal has been transported from these areas to the central and south China via ports in Hebei Province and Port of Tianjin. Traditionally, coal is transported in bulk shipment. However, in recent years, an interesting phenomenon is that the lump coal is sorted out in the north and then moved in containers to the south. This paper aims to ascertain whether the coal containerization will become an alternative transport mode for moving lump coal from the north to the south of China. Based on extensive field investigation and data analyses, it is found that although the container mode appears to be more expensive than the bulk shipping mode, the cost difference between the two modes is not as significant as our expectation if we also take into factors like fragmented demand, environment pressure, geographic distribution characteristics of customers and so on.

Design/methodology/approach

Extensive field investigation, data analysis and economic decision model.

Findings

It is found that although the container mode appears to be more expensive than the bulk shipping mode, the cost difference between the two modes is not as significant as the authors’ expectation if they also take into factors like fragmented demand, environment pressure, geographic distribution characteristics of customers and so on.

Originality/value

Although the major focus has been placed on the food containerization, the coal containerization is still a new thing and has attracted only limited attention. This paper is making an initial attempt to profile the phenomenon of coal containerization in China. This attempt is believed to not only enrich the literature of coal containerization but also support the literature of bulk containerization.

Details

Maritime Business Review, vol. 1 no. 1
Type: Research Article
ISSN: 2397-3757

Keywords

Article
Publication date: 1 August 1976

RICHARD LOWNDES

These two cases give accounts of technological innovation in a particular industry, ie bulk cargo handling and containerisation in the port industry. The geographical setting is…

Abstract

These two cases give accounts of technological innovation in a particular industry, ie bulk cargo handling and containerisation in the port industry. The geographical setting is the Pacific Coast of Northern California, more precisely at Sacramento and at San Francisco. The subject of technological innovation is a vast one, the extent of the port industry along the full length of the Pacific Coast is equally massive, and the complexity of relationships between ports as employers, stevedoring companies, shipping companies, employers' associations, the international union (ILWU) and its various Locals, and other unions, is phenomenal. Thus these two cases are merely tiny snap shots within that huge scenario. The information has been collected from the sources of visits to the locations, technical and specialist literature, and interviews with four individual people representing management and organised labour.

Details

Industrial and Commercial Training, vol. 8 no. 8
Type: Research Article
ISSN: 0019-7858

Article
Publication date: 1 March 1976

Martin T. Slijper

It is now ten years since the containerisation principle arrived in Britain, as yet another innovation from the United States. But the past decade has shown that containers are…

Abstract

It is now ten years since the containerisation principle arrived in Britain, as yet another innovation from the United States. But the past decade has shown that containers are more than an imported novelty. Exporters have found that not only are freight charges reduced by containerisation but actual sales increase: a container‐load has often proved a convenient quantity for customers to order. Indeed, the National Ports Council have predicted that by 1980 over 80% of British shipping lines will be completely containerised. In this article Martin Slijper examines the advantages of containerisation and looks at prospects for the industry.

Details

Retail and Distribution Management, vol. 4 no. 3
Type: Research Article
ISSN: 0307-2363

Book part
Publication date: 12 January 2012

Ada Suk Fung Ng

This chapter explains the impact containerisation has on the various partners of the global supply chain and the challenges companies encounter and the solutions they use in…

Abstract

This chapter explains the impact containerisation has on the various partners of the global supply chain and the challenges companies encounter and the solutions they use in dealing with empty container repositioning.

The phenomenon of imbalanced container flows and its impact on shipping lines, shippers, container haulage companies, port development and the economy are presented. Special attention is given to explain the many solutions companies use to reduce the impact of empty container repositioning, hence tracing out the past research that led to these solutions and pointing to potentially new research directions in the future.

Because of the widespread use of containerisation and the imbalanced container flows that results from globalisation, empty container repositioning will be an ongoing issue for the maritime logistics industry. Many solutions are being used, but there is room for improvement and more research is needed.

Empty container repositioning is an important issue but has not been deemed as such in the literature. This chapter explains the reasons it is important and that its impact is not limited to shipping lines only but affects the whole supply chain.

Article
Publication date: 1 January 1971

In essence, the shipper is faced with three distinct transport systems. Conventional surface travel, which is road and rail and water, is common to all parts of the world and it…

Abstract

In essence, the shipper is faced with three distinct transport systems. Conventional surface travel, which is road and rail and water, is common to all parts of the world and it can be safely engaged and organised as a simple cost estimation related to packaging and vehicles. Air freight is limited to routes and the costing must include any economy from lower stocks abroad and quicker delivery. Containerisation, although it can be included in conventional surface or air travel, has sufficient peculiarity for it to be given special treatment.

Details

International Journal of Physical Distribution, vol. 1 no. 1
Type: Research Article
ISSN: 0020-7527

Article
Publication date: 1 January 1975

M.Th. Slijper

The reasons for going in for containerised shipment were several. First and foremost, there was the attraction of having a unitised form of through‐transport which enabled us to…

Abstract

The reasons for going in for containerised shipment were several. First and foremost, there was the attraction of having a unitised form of through‐transport which enabled us to exercise greater care over loading operations. It offered a larger measure of control, because the fragmentation into a number of different links starting from haulage operator, forwarding agent to shipping company, and again the same number of intermediaries in the country of importation, had been eliminated. The transport chain, with the introduction of the container concept, would be shortened and even if the more tangible rewards of containerisation were not always too apparent, there were at least the psychological advantages for the importer, because the new method of transport at least halved the distance between “us and them”. The bright star in the distribution firmament was that traffic flows would be greatly accelerated, and with combined cost savings and reduced damage, new markets would be opened up.

Details

International Journal of Physical Distribution, vol. 5 no. 3
Type: Research Article
ISSN: 0020-7527

Open Access
Article
Publication date: 31 December 2003

P.W. de Langen

This paper analyses the determinants of transport demand for maritime container transport. Such an analysis is relevant, among others for port planning, since port expansion plans…

Abstract

This paper analyses the determinants of transport demand for maritime container transport. Such an analysis is relevant, among others for port planning, since port expansion plans are based on forecasts. Inevitably, different opinions about the future development of (container) transport flows exist, and decisionmakers are confronted with uncertainty. This paper analyses the variables of container transport demand. Seven variables are identified, four related to the overall volume of trade and international transport flows (the GDP, export quote of economies, the direction of trade and the value density of trade) and three related to the containerised proportion of transport flows (the containerisable share of transport flows, the containerisation rate and the share of shipping in international trade). The rise of containerised transport flows from 1980 to 1995 is based on different 'underlying factors'. The future development of the variables is highly uncertain, and a 'extrapolation' of the high growth rates of the past, is not likely to lead to a good forecast for the future. Thus, decision-makers confronted with the uncertainty about future trade flows, should try to maximise flexibility in port planning.

Details

Journal of International Logistics and Trade, vol. 1 no. 1
Type: Research Article
ISSN: 1738-2122

Article
Publication date: 1 August 1989

C.D.J Waters and S. Soman

International trade is steadily increasing. Most of this relies tosome extent on ocean‐going ships and, in consequence, the size of theworld shipping fleet has been growing. Some…

Abstract

International trade is steadily increasing. Most of this relies to some extent on ocean‐going ships and, in consequence, the size of the world shipping fleet has been growing. Some years ago it became apparent that there was an anomaly in the composition of this fleet. In particular, developing countries contributed a large proportion of goods moved (primarily by the supply of raw materials to developed countries), but they owned and operated only a small proportion of the ships. Some measures were taken to match the use of ships with their ownership more closely. These measures included both restrictions on foreign shipping and increases of operating efficiency so that developing countries became more competitive. In principle, most observers preferred the latter course of improving efficiency, but this has many associated problems. Some of these can be illustrated by reference to containerised transport, which has brought substantial benefits to developed countries, but the different economic conditions in developing countries make its benefits less clear.

Details

International Journal of Physical Distribution & Materials Management, vol. 19 no. 8
Type: Research Article
ISSN: 0269-8218

Keywords

Article
Publication date: 1 July 1980

An assessment of the revolution in the transportation of cargo to and from world markets. It has been an unqualified success, says Lloyd Tufton in this special report

Abstract

An assessment of the revolution in the transportation of cargo to and from world markets. It has been an unqualified success, says Lloyd Tufton in this special report

Details

Industrial Management, vol. 80 no. 7
Type: Research Article
ISSN: 0007-6929

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