Port arrastre, logistics and traffic management

PORT ARRASTRE, LOGISTICS and TRAFFIC

MANAGEMENT

Origin and development of ports Types of ports (owners-Private/Public) Port organizations (State or Private) Organizational design

Origin and Development of Ports

• Harbor/Haven/Port- indicate a shelter for ships (random house

dictionary)

PortA town with a harbor and facilities for a ship/shore interface and customs facilities.Harbour/HarborA shelter, either natural or artificial, for ships.

Seaports • are areas where there are facilities for

berthing or anchoring ships and where there is the equipment for the transfer of goods from ship to shore or ship to ship.


Fundamental Observations Concerning Ports(Patrick Alderton)

• Ports tend to be large civil engineering undertakings with huge sunk costs. They also tend to last much longer than the vehicles that use them. If a shipowner makes a mistake in the type or size of ship he buys he can usually recoup his losses by selling his mistake. A port manager will usually find it more difficult and costly to dispose of his mistakes.



• A ship is an entity, whereas a port is simply a collection of activities. This makes it more difficult to talk about ports in general. A small ship has many technical and operational features in common with a large ship but it is sometimes difficult to see what a small fishing port in a developing country has in common with, say, Rotterdam.


• Up to the mid-nineteenth century ships were small and could approach most creeks and estuaries. Since then they have grown steadily until the 1950s, after which ship size increased rapidly. This increase in size created problems for most ports, particularly as regards water depth, the width of dock entrances and berth length. Many terminals became obsolete.



• The increase in ship size caused changes in trading patterns in order to gain the advantages of economies of scale. Large ships must trade between large ports, with ample deep water, leaving smaller ships (feeder vessels) to distribute the cargo to smaller ports. Ships used to go to the cargo—now cargo goes to the ship. These large ports are now referred to as centre ports and the trading pattern as hub and spoke. It is also important to note that it is the large powerful liner shipowners who ultimately decide whether or not a port becomes a centre port, not the port management. The port management can however create a milieu that is attractive to the big multinational container carriers.



PORT DEVELOPMENT

• Ports, like most other commercial activities, are constantly changing. Their design and infrastructure change as the vehicles using them change and their functions develop and alter as the trade passing through them varies in type and quantity.

Development of Ports

Factors constraining Port Development


• Carriage• Railways• Trucks• Trailers

Many factors can cause ports to change, evolve or die:

Phases of Port Development

-Changes in the inland transport infrastructure.


-Changes in trade patterns (centers of trade have dramatically shifted over the years)

-Changes in financial and logistical thinkingLondon at its peak was an enormous warehouse for Europe. Since the Second World War the tendency is not to store “things” but to use ports as industrial areas, such as Rotterdam. More recently the trend has been to develop “value-added activities "and become a sophisticated marketing and distribution centre.


• Unlike ships, ports often have to last a long time, sometimes for centuries. They therefore have to adapt and change over the course of time. Many of the traditional British ports were developed and built well over a century ago which means that many are now faced with a legacy of small antiquated docks.

-Length of life.


PORT DEVELOPMENTS

• Physical Development (Facilities, equipment) • Location• Customs procedures• Terminal Operation

The physical development of a major port (Prof. J. Bird)Era

1 Primitive 2 Marginal Quay Extension 3 Marginal Quay Elaboration

CommentsThe ships approach chosen discharge points as closely as possible, lying aground if necessary. A port grows around this point. In London this point would have been just below Old London Bridge. Professor Bird says that this era comes to an end when demand causes this basic nucleus to expand or relocate itself. He suggests that in London this happened around ad 200.

There is now a series of purpose-built quay walls for ships to berth at. In London this was the system until the end of the ninth century.

Number of berths extended by artificial embayments. In London this appears to have happened at Queenhithe in 899.


4 Dock Elaboration

5 Simple Lineal Quayage 6 Specialised Quayage

Artificial docks constructed with tidal basins and

complicated quay patterns. In London this started in

1802 with the opening of the West India Dock. It is

interesting that very many of the traditional ports

arrived at this point about the same time. Liverpool

was the first in the UK in 1712.

Long straight quays in docks purpose-built for the

large steel steamships. These docks may be located in

places more suitable for the ships. In London this can

be seen in the building of the Royal Docks and Tilbury Docks.Quays and jetties built in specific areas to accommodate large tankers such as VLCCs, and specific cargoes. Specialised container and Ro/ Ro berths could be considered in this category.

The physical development of a major portOrigin and Development of Ports

Developments in port location

• Originally the ships approached as far upriver as possible and were generally forced to stop where the first bridge had been built.

• In the case of London, the Romans built the bridge and developed the city of London. The ships would anchor or berth below the bridge and discharge.

• By the beginning of the nineteenth century the river had become congested by ships and much of the cargo was being stolen.


• To ease congestion and increase security various docks were built along the river. As ships got bigger with deeper drafts, the new docks and terminals moved down-river to the sea.

• With the advent of containerisation and faster cargo-

handling, more terminal space was needed as well as good access to inland transport systems so old terminals were closed and new ones constructed.

Developments in port location


Developments caused by changing customs procedures

• In 1803 in London a law was passed allowing ships to discharge to customs warehouses.

• This is a very significant date as it meant that until this time the ship was virtually the warehouse, and the consignee had to collect the cargo from the ship.

• Communication was very limited, so a ship’s arrival could seldom be anticipated with any precision. Consignees had to wait until the Master notified them that the ship had arrived and where she was berthed.


Developments caused by changing customs procedures

• Even towards the end of the 1800s in the UK, sailing ships had to give shippers three days’ notice before working cargo, to allow them time to make arrangements for collecting or delivering the cargo.

• This very significant change in customs procedure affected the whole concept of port cargo-handling and terminal design. Even today in many developing countries the customs procedures can be the major cause of low productivity.


• The period before 1800 • Prior to 1800 port operation had remained in general

unchanged for centuries. The standard ship around 1800 was in the region of 300 tons and was of course sail-powered.

• Cargoes were usually loaded and discharged on and off the ship by the crew, though the Master or agent could employ extra labour if they needed or wished to. The cargo would be handled manually, though tackle often seems to have been used to lift the cargo vertically out of the hold onto the ship’s deck.

Developments in Terminal Operation


• 1800–1850• During this period the tonnage entering the Port of

London more than doubled over the previous century. The industrial revolution was under way, and by 1840 the UK had a national railway system.

• Unfortunately, the introduction of the steamship during this introductory period caused problems for the dock designer.



• 1850-1900• Cargo movement on the wharf or in the warehouse would

be by hand truck and distribution to and from warehouse would be by horse and cart or railway.

• improvement in international communication had reduced the amount of speculative importing and storage in the London warehouses.



• 1900–1960• gradual evolution as it adapted to increases in ship size

and the steady improvement in cargo-handling technology• The storage and warehousing function decreased but the

port as an area of industrial activity increased.



• A new era for dry cargo shipping and ports• The “traditional” cargo ships continued in operation but

were in decline• General cargo moved to container ships, and bulk cargo

to bulk carriers. Both ship types grew rapidly and considerably in size as ports found the water to match their draft and the cargo-handling technology to maintain a rapid turn-round in port.



• Development of unitization

• Development of container terminals

• Bulk cargo terminals



TYPES OF PORTS• By Function- (A) A cargo interface - Hub or Centre port, also sometimes referred to as a mega port,

direct-call port, hub and load centre port, megahub (greater than 4mn TEUs per annum where a TEU = Twenty-foot Equivalent Unit), superhub (greater than 1 million TEUs per annum), load centre port, pivot port, etc. The variations are almost endless but different authors can use them with subtle variations.

Types of Ports

TYPES OF PORTS

• By Function- (B) A MIDAS (Maritime Industrial Development

Area)- Large industrial zone with its own marine transport

terminal.- Customs free port.- Oil port.

Types of Ports

TYPES OF PORTS

• By Function- (C) Specific ship/shore interface- Naval port- Fishing port- Specific Commodity Export Port,

Types of Ports

TYPES OF PORTS

OwnershipState ownership. -Cover everything from absolute political supervision to state ownershipof majority shares.

Types of Ports

TYPES OF PORTS

OwnershipAutonomous. • -Public Trusts such as London and Liverpool were before

privatisation.• quasi-governmental organization set up by Act of

Parliament

Types of Ports

TYPES OF PORTS

OwnershipMunicipal ownership. • Rotterdam, Hamburg, Kobe and Yokohama.• quasi-governmental organization set up by Act of Parliament• complete co-operation on all the local needs of the port• The municipality may also agree to subsidise the port, because by

offering competitive port charges and encouraging trade, the overall prosperity of the region can be greatly increased.

Types of Ports

TYPES OF PORTS

OwnershipPrivate ownership ports. - Owned by private companies- Brought about by privatization

Types of Ports

PORT OF ILOILO

• Culasi• Dumaguit• San Jose• Estancia• Jordan

LIST OF REGISTERED PRIVATE PORTS W/VALID PERMITSPMO Panay/Guimaras

1 P/NC 185 9/14/1999 6/4/2021 Island Integrated Offshore Services, Inc.

Dagsaan, Buenavista, Guimaras Island

2 P/NC 290 12/4/1998 12/3/2023 Bulkcem Lapuz Norte, Lapaz, Iloilo City

3 P/NC 361 3/9/1999 11/9/2022 Pryce Gases, Inc. Bo. Barrido, Ajuy, Iloilo

4 T/NC 491 2/29/2016 2/28/2021 Palm Concepcion Power Corp.

Sitio Puntales, Brgy. Nipa, Concepcion, Iloilo

5 T/NC 495 12/31/2016 La Filipina Uy Gongco Corp. Brgy. Ingore, La Paz, Iloilo City

This is all for today…

Education

Port arrastre, logistics and traffic management