Abstract: In light of the growing supply chain power of 3PLs and very limited empirical studies on port choice from the freight forwarders’ perspective, this paper tries to evaluate the major factors influencing port choice from the Southeast Asian freight forwarders’ perspective, their decision-making style and port selection process and draw out some policy implications for port operators and authorities. Efficiency is found to be the most important factor followed by shipping frequency, adequate infrastructure and location. Their selection process is complex and a two-stage process and supports the new approach that models ports within the framework of a supply chain.

Abstract: A method for persisting a state of a virtual port in a virtualized computer system is described. A distributed virtual port (DVport) is stored in a persistent storage location, the DVport comprising a state of a corresponding virtual port and configuration settings of the virtual port. In addition, an association between the virtual port and the virtual network interface card (VNIC) connected to the virtual port is stored. When a virtual machine corresponding to the VNIC is restarted, the state from the DVport is restored to a new virtual port from the persistent storage location.

Abstract: The purpose of this paper is to further an understanding of the port sector through a systematic analysis of the existing studies assessing the economic efficiency and productivity of the sector. The emphasis is on the measurement methodologies, the variables used and the results in terms of the various port activities as well as on the relevance of dimensions such as port size, ownership, location, and so on. One of the main contributions of our analysis is the evidence provided for the need very clearly to isolate and spell out the port activity for which the efficiency assessment is being conducted. From an economic policy viewpoint, our assessment also points to the necessity to more closely involve the relevant authorities in order to improve the data collection system.

Abstract: Since the UNCTAD three generation port development model was proposed in 1990, changes in technology, working practices and the commercial environment have led to tighter and more sophisticated linkages between service providers, facilitators, operators and end customers. This was explored in more detail in the WORKPORT model which highlighted the way in which ports and the services they provide develop in an evolutionary rather than a revolutionary way. The political dimension can also play a lead role in port evolutionary paths, as the port is often seen both as a vital part of the supply chain and as a natural focus for regional development and employment initiatives. Depending on the type and form of cargo, customer requirements and other factors such as the degree to which ports are tied to a particular distribution channel varies. Ports remain convenient stockholding locations but where they have been made more responsive is in tailoring services to individual customers’ needs, thus becoming more agile. The role of ports within the supply chain has taken several different forms and development paths. In the UK the early expression of port logistics was in the form of intermodal facilities linked to the railway network and with emphasis on transport rather than value addition. Inland Container Depots (ICDs) and P&O Roadways Container Logistics Containerbases are examples of these traditional and conservative forms of activity. European approaches have been somewhat different building on their advantage of high volumes and proximity to very large ports. The development of Distriparks and company specific facilities such as Districenters (Nedlloyd) are classic examples of landlord-tenant solutions often seen in continental Europe. Most recently there has been evidence of convergence between the UK and continental models. Associated British Ports (ABP), for example, launched their ABP Connect Division in 2001 aimed at offering Fourth Party Logistics services tailored to individual port customers’ needs. The prospective development of large distripark-style facilities in the UK, e.g. at Hull and London Gateway, represents the latest stage in the evolutionary role of ports in the logistics chain.

Abstract: A recent survey found that 40 per cent of the vessels arrive later than planned, so demand uncertainty is a salient feature of port terminal activity. Terminals facing greater demand uncertainty and who wish to cater for this will incur extra costs to avoid the risk that shipping companies replace them. We estimate a short-run cost function using data on three Spanish port terminals which includes demand uncertainty as a regressor. We find that demand uncertainty has a significant effect on costs and we quantify this. Not taking demand uncertainty into account may lead to port terminals’ efficiency being underestimated.

Abstract: This paper addresses the design of container liner shipping networks taking into consideration container management issues including empty container repositioning. We examine two typical service networks with different ship sizes: multi-port calling by conventional ship size and hub-and-spoke by mega-ship. The entire solution process is performed in two phases: the service network design and container distribution. A wide variety of numerical experiments are conducted for the Asia–Europe and Asia–North America trade lanes. In most scenarios the multi-port calling is superior in terms of total cost, while the hub-and-spoke is more advantageous in the European trade for a costly shipping company.

Abstract: The berth scheduling problem deals with the assignment of vessels to berths in a marine terminal, with the objective to maximize the ocean carriers’ satisfaction (minimize delays) and/or minimize the terminal operator's costs. In the existing literature, two main assumptions are made regarding the status of a vessel: (a) either all vessels to be served are already in the port before the planning period starts, or (b) they are scheduled to arrive after the planning period starts. The latter case assumes an expected time of arrival for each vessel, which is a function of the departure time of the vessel from the previous port, the average operating speed and the distance between the two ports. Recent increases in fuel prices have forced ocean carriers to reduce current operating speeds, while stressing to terminal operators the need to maintain the integrity of their schedule. In addition, several collaborative efforts between industry and government agencies have been proposed, aiming to reduce emissions from marine vessels and port operations. In light of these issues, this article presents a berth-scheduling policy to minimize vessel delayed departures and indirectly reduce fuel consumption and emissions produced by the vessels while in idle mode. Vessel arrival times are considered as a variable and are optimized to accommodate the objectives of the proposed policy while providing ocean carriers with an optimized vessel speed. Example problems using real data show that the proposed policy reduces the amount of emissions produced by vessels at the port in idle mode, optimizes fuel consumption and waiting time at the port by reducing vessel operating speeds to optimal levels and minimizes the effects of late arrivals to the ocean carriers’ schedule.

Abstract: This chapter discusses the relationship between the programming constructs and the underlying protocol implementations. Knowing that these socket data structures exist and how they are affected by the underlying protocols is useful because they control various aspects of the behavior of the various Socket objects. Data passed in a single invocation of the output stream's write() method at the sender can be spread across multiple invocations of the input stream's read() method at the other end; and a single read() may return data passed in multiple write()s. When a program attempts to create a socket with a particular local port number, the existing sockets are checked to make sure that no socket is already using that local port. A Socket () constructor will throw an exception if any socket matches the local port and local IP address (if any) specified in the constructor. For a ServerSocket, all constructors require the local port. The local address may be specified to the constructor; otherwise, the local address is the wildcard (*) address. The foreign address and port for a ServerSocket are always wildcards. For a Socket, all constructors require specification of the foreign address and port. For a Socket instance returned by accept(), the local address is the destination address from the initial handshake message from the client, the local port is the local port of the ServerSocket, and the foreign address/port is the local address/port of the client.

Abstract: A network switch includes a port coupled to a host, and a profile. The profile includes a key associated with a virtual machine on the host, and information for configuring the port for the virtual machine. The switch receives communication on another port with the key and configures the other port for the virtual machine. A method includes coupling a host with a virtual machine to a port of a network switch, receiving communications from the virtual machine on the port, and creating a profile with a key for identifying data associated with the virtual machine and with information for configuring the switch to route data associated with the virtual machine through the port, receiving communications with the key information at another port, and modifying the information to route data for the virtual machine through the other port.

Abstract: A method and network switch for switching data units assigns a unique virtual port to each end-node operating on a physical machine connected to a physical port of network switch. A data unit, sent by a given end-node operating on the physical machine, is received at the physical port. The received data unit is switched to the virtual port assigned to the given end-node. Based on the virtual port assigned to the given end-node, the data unit is switched to a second physical port of the network switch for subsequent forwarding of the data unit towards its destination.

Abstract: This paper describes how the seaport-hinterland interaction plays an increasingly important role in shaping the supply chain solution of shippers and logistics service providers. Security concerns, combined with concerns over the reliability of transport solutions, have led seaports and hinterland corridors to take up a more active role in supply chains. This paper looks at port developments and logistics dynamics in Europe and it proposes some steps towards a further integration between seaports and hinterland. The key point focused on in this paper is that the competitive battle among ports will increasingly be fought ashore. Hinterland connections are thus a key area for competition and coordination among actors. This paper approaches port-hinterland dynamics from the perspective of the various market players involved, including port authorities, shipping lines, terminal operators, transport operators (rail, barge, road and short sea) and logistics service providers. The paper addresses the impact of horizontal and vertical relations in supply chains on the structure of these chains and on the relationships between seaports and the intermodal hinterland.

Abstract: Systems and methods to monitor communications to identify a communications problem are disclosed. An example method to monitor communication includes mirroring a first port on a first network element communicatively coupled to a virtual circuit to a second port on a second network element communicatively coupled to the virtual circuit, mirroring a third port on a third network element coupled to the virtual circuit to the second network element, monitoring mirrored communications data at the second network element by receiving communications data on the second port that are sent to the first port from the third port or from the first port to the third port, and analyzing the monitored communications data to identify a communications problem based on a difference between communications data mirrored from the first port and communications data mirrored from the third port.

Abstract: A device, method and system for handling received messages on a portable electronic device (10). The device (10) includes a message handling section (12) to handle or route messages on the mobile device (10) based upon whether the message is addressed to a port number assigned to an application (14) on the mobile device (10). If the destination port number is not addressed to a port that is assigned to an application (14) on the mobile device (10), and the message includes a link, then the message is opened automatically in a browser (16). Optionally, the link may be opened if the destination port number is within a range of port numbers or after requesting permission to open the message from the message recipient.

Abstract: This article assesses how the European Union (EU) views the role of port authorities. It addresses the impact of EU law and EU policy on port governance models and, in particular, analyses whether the European Commission's 2007 ports policy communication provides adequate instruments to meet contemporary governance challenges. For that purpose, an overview is first given of some of the main governance challenges of European ports as well as a brief insight in governance reform processes in EU Member States. The article also contains a bird's-eye view on the evolution of EU ports policy, paying particular attention to the basic objectives involved, the debate on the port services’ Directive and the process that led to the Commission's new communication. The article concludes with further research questions on the influence of the EU on port governance reform in Member States.

Abstract: In various embodiments, a tool is employed in filling a drug-delivery device. The tool may include, for example, a needle that is admitted through a fill port of the drug-delivery device.

Abstract: Port Inter-Organizational Information Systems: Capabilities to Service Global Supply Chains

Abstract: ies are doing to promote sustainability (Port ney 2003; Jepson 2004; Conroy 2006).There is considerably less research, however, on how these initiatives support cities' sustainability goals or which factors influence the effec tiveness of sustainable city programs. Several case studies have identified best practices that can be emulated elsewhere, but apart from these studies, there has been little effort to analyze why local government sustainability efforts succeed or fail. This article goes beyond the single case study approach to explore in a more systematic manner which factors are most responsible for the success of sustain ability initiatives.

Abstract: A stackable device having a plurality of data ports, wherein each of the data ports is capable of operating as a regular data port or a stacking port. A first set of one or more of the data ports is specified as a first flexible stacking port, and a second set of one or more of the data ports is specified as a second flexible stacking port. Each flexible stacking port can be individually configured to operate as an actual stacking port, if required by the configuration of an associated stack. If a flexible stacking port is not configured to operate as an actual stacking port, then the data port(s) included in the flexible stacking port are available to operate as regular data port(s).

Abstract: We consider the problem of aligning barge rotations with quay schedules of terminals in the port of Rotterdam. Every time a barge visits the port, it has to make a rotation along, on average, eight terminals to load and unload containers. A central solution, e.g., a trusted party that coordinates the activities of all barges and terminals, is not feasible for several reasons. We propose a multi-agent based approach of the problem, since a multi-agent system can mirror to a large extent the way the business network is currently organized and can provide a solution that is acceptable to each of the parties involved. We examine the value of exchanging different levels of information and evaluate the performance by means of simulation. We compare the results with an off-line scheduling algorithm. The results indicate that, in spite of the limited information available, our distributed approach performs quite well when compared to the central approach. In addition, our experiments indicate that an information exchange based on waiting profiles reduces the average tardiness per barge with almost 80% when compared to the situation with no information exchange. We therefore think that waiting profiles provide a promising protocol to tackle this problem.

Abstract: As global trade increases the interdependence of major world economies, the leading container ports of the United States are growing in importance as gateways from overseas production to domestic consumption markets. With this increased economic importance comes increased dependence of domestic and foreign economies on port practices and procedures, policy actions governing ports, and disasters (natural and otherwise) affecting port operations. Port practices, policy actions and events can affect the time it takes a ship to be serviced at a port, the price of using a port and interject schedule uncertainty at a port. These factors, in turn, affect cargo routers’ choice of port, and the economic benefit (welfare) they receive from their chosen port. In this paper, we estimate a nested logit model, using over 470 000 import shipment routing choices to determine how cost, time and schedule reliability at the top 10 US ports affect cargo routers’ port choices. From the estimated demand function, we calculate demand elasticities for actions and events affecting all ports, as well as each port individually, and ‘willingness to pay’ welfare measures to avoid increases in cost or time and decreases in reliability at top ports.

Abstract: Part 1: Background Chapter 1. Marine Reporting and Maritime Security Mark Rowbotham Chapter 2. Global Trade System: Development Update Dean L. Kothmann Chapter 3. Developing and Implementing Global Interoperable Standards for Container Security Christoph Seidelmann Part 2: Systems For Enhancing Port Security and Operational Efficiency Chapter 4. Planning and Implementing RFID Technologies to Enhance Security in Port Operations Giovanni Luca Barletta and Khalid Bichou Chapter 5. Port Recovery from Security Incidents: A Simulation Approach Ghaith Rabadi, C. Ariel Pinto, Wayne Talley and Jean-Paul Arnaout Chapter 6. Security and Reliability of the Liner Container-Shipping Network: Analysis of Robustness Using a Complex Network Framework Panagiotis Angeloudis, Khalid Bichou and Michael G.H. Bell Chapter 7. Port Efficiency and the Stability of Container Liner Schedules Michael G.H. Bell, Khalid Bichou and Kevin Feldman Chapter 8. Predicting the Performance of Container Terminal Operations using Artificial Neural Network Richard Linn, Jiyin Liu, Yat-wah Wan and Chuqian Zhang Chapter 9. Container Terminal Operations under the Influence of Shipping Alliances Xiaoning Shi and Stefan Vos Part 3: Framework for Managing The Security of Global Trading and Supply Chain Systems Chapter 10. Voluntary Supply-Chain Security Programme Impacts: An Empirical Study with BASC Member Companies Ximena Gutierrez, Philippe Wieser and Juha Hintsa Chapter 11. Trade Disruption Insurance: An Effective Form of Risk Management in Supply-Chain Security? Risto Talas Chapter 12. The Co-Evolution of Safety Cultures and Crisis Management Capacitiesin Maritime Trading Systems Paul Barnes and Richard Oloruntoba Chapter 13. Maritime Container Security: A Cargo Interest Perspective Mary R. Brooks and Kenneth J. Button Chapter 14. Managing Maritime Security through Quality Management: A Case Study to Implement the 24-Hour Rule in a Liner Shipping Company Khalid Bichou, Kee-hung Lai, Y.H. Venus Lun and T.C. Edwin Cheng Chapter 15. Managing Supply Chain Security through Quality Standards: A Case Study to Implement ISO28000 in a Global Coffee House Francis D'Addario Part 4: Models For Analysing Security Risks and Policy Implications Chapter16. Maritime Security and Regulatory Risk-Based Models: Review and Critical Analysis Khalid Bichou and Andrew Evans Chapter 17. ISPS Code Implementation in Ports: Costs and Related Financing Hassiba Benamara and Regina Asariotis Chapter 18. Enhancing Port Security via the Enactment of EU Policies Athanasios A. Pallis and George K. Vaggelas Chapter 19. Strategic Risk Management in Ports S.N. Srikanth and Ramesh Venkataraman Chapter 20. Port Security and the Competitiveness of Short-Sea Shipping in Europe: Implications and Challenges Koi Yu Adolf Ng

Abstract: A data packet is received at a network switch. The packet has a destination address that is reached via a Link Aggregation group on a virtual local area network (VLAN). A forwarding database lookup is performed to determine a Link Aggregation port reference number for the data packet on the VLAN. A Link Aggregation port table is then searched to determine the primary Link Aggregation port and a backup Link Aggregation port for forwarding the packet. A port array for ports in the Link Aggregation group is searched to determine if the primary Link Aggregation port is valid. If the primary port is valid, then the packet is forwarded on the primary Link Aggregation port. If the primary port is not valid, then the packet is forwarded on the backup Link Aggregation port.

Abstract: MP-BGP VPN infrastructure based on IETF RFC 4364/2547 is used to configure a layer 2 VPN on an IP network. VRFs for the VPN are configured on Ethernet switches and service IP addresses are associated with each configured VRF. The service IP addresses are exchanged to enable VPN traffic to be encapsulated for transport over the IP network. To enable a L2 VPN to be established on the network, a VPN-VLAN ID will be configured for the L2 VPN and import/export route targets for the VPN-VLAN will be set in each VRF and UNI-VLAN that is part of the VPN. The VPN-VLAN will be announced to all PEs using MP-iBGP with export route targets set for this VPN-VLAN. The PE's control plane learns the VPN-VLAN on a logical port if the import RT matches the export RT received by the MP-iBGP control plane. Once the VPN-VLAN is learned on a logical port, the PE will perform MAC learning on that logical port and treat the logical port as if it were part of the L2 VLAN.