With this article we use an alternative form of the discrete choice model to analyze the distribution of maritime shipments among US ports. We model the distribution as a function of the characteristics that describe each shipment and each port. We assume that vessel schedules are fixed in the short-term and examine the assignment to ports for exports of various commodity-types as a function of geographic location, port characteristics, and characteristics of vessel schedules. We find that the most significant characteristic of a port is its location. We show also how the market share predicted for a port can be expected to vary with each commodity-type and each carrier, and we show how the choice process varies for discretionary cargo.

A disaggregate analysis of port selection

This Chapter focuses on Intermodal Freight Transportation, broadly defined as the transportation of a load from its origin to its destination by a sequence of at least two transportation modes, the transfer from one mode to the next being performed at an intermodal terminal. Container-based transportation services are an important part of intermodal transportation and the backbone of international trade. This importance is reflected in this Chapter. We also examine issues related other intermodal systems or components, such as postal services, intermodal rail transportation, and seaport container terminals. Compared to several other application areas, Operations Research models and methods for intermodal freight transportation is still a very young domain. The goal of the chapter is thus to be informative and provide a starting point for future research, by providing an overview of the evolution of the field and presenting methodological developments proposed to address a number of important operations and planning issues: system and service design, container fleet management, planning of container terminal operations, and national planning. We focus on models. Algorithmic developments are indicated but not examined in any depth.

intermodal transportation

The objective of this research is to study the competition among ports. In particular we study the relation between port characteristics and port market share of maritime traffic. Maritime carriers make two primary decisions that affect ports. In the long-term, they assign vessels to routes. In the short-term, they assign each shipment to a vessel and, with that vessel, a port. In this research, we assume that vessel schedules are fixed and model the assignment of shipments as a function of the attributes that describe each port. For a carrier, some assignments are simpler than other assignments. Each assignment should, however, take into account the same criteria. We begin by examining the scheduling of vessels for its effect on the assignment of shipments. We measure the impact of being a vessel's first or last port of call on a port's market share, and we discuss factors that might influence these schedules. We then examine the assignment to ports for exports of various commodity types as a function of geographic location (oceanic and inland distances), port characteristics (vessel capacity and port charges), and characteristics of vessel schedules (frequency and the order ofvisits). We use a multinomial choice model to analyze port choice. We find that the most significant factors are the geographic factors, which are beyond port control. The factors that ports can influence directly appear to be of far less significance. We also find that the choice processes vary with commodity type as well as carrier. The decisions are also found to differ between local and discretionary cargo. Our findings could affect decisions made by port managers as well as carriers or shippers. With the recognition of geographic advantages, port managers could focus marketing more effectively. Recognizing the impact of each carrier's schedules, they could suggest changes to carriers presently visiting the port or recruit new carriers to use present facilities more efficiently. Port managers could also evaluate more effectively investments designed to increase market share. Facilities or technologies could be incremented with a more accurate vision of future traffic levels at individual ports.

/pdf/an-analysis-of-port-selection-2ezah39p0h.pdf

An Analysis of Port Selection

This study looks at the degrees of interference for multiple cranes that work simultaneously at six major container terminals in the port of Kaohsiung. The results confirm that there are different degrees of mutual crane interference among terminals where different operational modes are adapted in the container yards. RTG handling systems show a very high value of aggregate cranes exponent f, with nearly no interference, as long as the number of allocated cranes is no more than the number of truck lanes under each crane. While SC systems reveal a relatively larger degree of mutual interference as the number of cranes increase.

Aggregates cranes handling capacity of container terminals: the port of Kaohsiung

Optimal handling capacity at a berth

In a recent paper Wanhill [1] described a method for determining the number of berths that should be provided at a port so that the total usage cost would be minimized. However, in many situations a port will provide a single specialized berth to cater for a particular type of cargo; for example, the unloading of iron-ore at a steelworks or the discharge of oil at a general cargo port. The problem then is not one of deciding on the number of berths to be built but rather that of finding the optimal cargo handling capacity for the single berth available. A model is presented in this paper indicating how such a decision may be made, and two examples give approximate lower and upper bounds for the optimal capacity for many practical cases. A second paper will show how a theoretical model often has to be modified in the light of particular circumstances.

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Optimal handling capacity at a berth