Do specialisation and port size affect port efficiency? Evidence from cargo handling service in Spanish ports

Pérez, Ivone; González, María Manuela; Trujillo, Lourdes

doi:10.1016/j.tra.2020.05.022

Cited by 23 publications

(15 citation statements)

References 57 publications

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“…Hence, port/terminal efficiency will depend on its ability to combine inputs and technology to produce an output. However, efficiency and productivity are not synonymous [13,17]. Efficiency can be described as quality and successful task performance without wasting energy or time, thus showing how well resources are used [18,19].…”

Section: Literature Reviewmentioning

confidence: 99%

“…QL represents the total length of the quay in meters where vessels can be berthed to perform loading/unloading operations, while SA represents the gross yard size of port/terminal where containers can be stacked, expressed in square meters [23,32,53,54,58,59]. Alongside mentioned variables, we have also considered another input variable-berth water depth WDb, closely related to quay length, that represents the average depth along the port/terminal quay in meters, indirectly determining the size of the vessel that can be berthed alongside the quay [11,13,33,40,60]. The introduced variable, which is the most appropriate proxy for the aforementioned equipment data category, is quay cranes QC, representing the number of units used for container handling in ship-to-shore and shore-to-ship relations [16,32,37].…”

Section: Definition Of Output/input Variablesmentioning

confidence: 99%

“…Both approaches are widely used in the studies. For example, in [13,56,60,68] authors have implemented an output-oriented model where the main argument was that terminals can affect output by using different trade policies and market strategies, but infrastructure changes are very difficult to implement over short periods of time. Contrariwise, in [9,10,16,32] authors have used an input-oriented approach where they found that terminals are usually able to approximately predict the container throughput in the short and medium-term due to the relatively stable customer base of shipping lines.…”

Section: Testing Area Description and Econometric Models Specificationmentioning

confidence: 99%

“…Therefore, to remain competitive, terminals must constantly comply with market requests while aiming to achieve efficient utilization of the available resources and taking into account numerous internal and external impacts [10][11][12]. Moreover, if terminals are not operating efficiently enough the opportunities in maritime transport will be lost [13,14]. In addition to adapting to market demands, port/terminal operators strive to improve port productivity by minimizing container handling time and vessel turnaround time as these are crucial factors causing excessive costs to carriers and directly affect port competitiveness [9,15].…”

Section: Introductionmentioning

confidence: 99%

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The Stochastic Frontier Model for Technical Efficiency Estimation of Interconnected Container Terminals

Krljan

Grbčić

Hess

et al. 2021

JMSE

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Nowadays, container terminals are subject to extensive technological changes and specific transformations. Changes applied to terminals tend to increase their ability to offer high- end personalized services to the customers and finally affect the competitiveness. The estimation of efficiency corresponds to terminals’ ability to increase the production with a specific level of inputs and has been the topic of many studies, especially those conducted on a wider regional or global level. The main objectives of our research are to evaluate the model, conduct sensitivity analysis, and estimate technical efficiencies on a sample of North Adriatic Ports Association (NAPA) interconnected medium-sized terminals, located in the narrow geographic area, on the same transport corridor thus representing each other’s competition. For that purpose, we have implemented a stochastic frontier approach on a balanced panel dataset of first-order and additionally introduced control input variables with Cobb-Douglas and trans-logarithmic functional forms. The stochastic production frontier estimation shows the range of NAPA terminals’ technical efficiencies from 65.24% to 93.92%, with a global average of 78.49% and a positive trend of 1.28% over the observed period of time. Our findings also indicate that NAPA terminals with the highest estimated technical efficiencies do not necessarily need to be the most productive ones, and vice versa.

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Section: Literature Reviewmentioning

confidence: 99%

Section: Definition Of Output/input Variablesmentioning

confidence: 99%

Section: Testing Area Description and Econometric Models Specificationmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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The Stochastic Frontier Model for Technical Efficiency Estimation of Interconnected Container Terminals

Krljan

Grbčić

Hess

et al. 2021

JMSE

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“…the interaction of terminal equipment involved in the production of loading and unloading operations [4,5,6,7]. In this context, the issues of improving the organization and control of terminals operations are considered [8].…”

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confidence: 99%

Influence of a cargo plan on the container ship port turnaround time

2021

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Nowadays, with patented technologies for the production of goods, the possibility of reducing their cost in order to maintain a competitive position in the commodity markets is supported by the rational organization of transportation. Thus, the transport component in the final cost of transported goods is reduced. At the same time, when using the same handling, lifting and transporting equipment from a limited number of global manufacturers, the possibility of reducing the cost of transport operations (both shipping and handling, including loading/unloading) depends only on their rational use. One of the mechanisms for rationalizing the loading and unloading operations carried out by container terminals is the rationalization of cargo plans of the serviced container ships. The versatility of their development is determined, first of all, by high requirements for the safety of navigation, which determine the provision of the necessary stability, unsinkability, the absence of a heel and difference that interfere with the work, the required sitting of the ship in the water, etc. On the other hand, the rational placement of containers in the slots and on the hatches covers of the container ships, corresponding to the voyage rotation (the sequence of visiting terminals on the trip in progress), provides an increase in the share of productive movements of handling, lifting and transporting equipment, reduces the required time for a ship to be under loading and unloading operations, which reduces the time of a group of ship trips on a string. Such calculations are complicated by the fact that the handling equipment used during the loading and unloading operations on a separate ship operates conditionally autonomously, each unit - for its own section of the ship (“bay”). Thus, the task can be solved only in a complex manner, coupled with the task of cranes allocation over the berth. The paper studies the issues of cargo planning of liner container ships from the standpoint of reducing the time of ship’s turnaround time due to rational assignment and use of port handling equipment.

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The impact of provincial port integration on port efficiency: Empirical evidence from China's Coastal Provinces

Zhou

Duan

et al. 2023

Journal of Transport Geography

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Do specialisation and port size affect port efficiency? Evidence from cargo handling service in Spanish ports

Cited by 23 publications

References 57 publications

The Stochastic Frontier Model for Technical Efficiency Estimation of Interconnected Container Terminals

The Stochastic Frontier Model for Technical Efficiency Estimation of Interconnected Container Terminals

Influence of a cargo plan on the container ship port turnaround time

The impact of provincial port integration on port efficiency: Empirical evidence from China's Coastal Provinces

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