The document discusses the financial pressures facing global container shipping lines from the worldwide recession. It proposes the "Grey Box" concept as a way for carrier groupings to reduce costs through collective review and pooling of equipment fleets, schedules, and other logistical elements. Initial targets for the Grey Box approach are the three main carrier alliances. The document outlines steps to implement Grey Box, including a logistical and financial audit of carriers. It estimates the approach could achieve savings of 10-15% through optimized equipment utilization and lower storage, maintenance, and repositioning costs. An example study that achieved a $22 million annual saving is cited. Fees for Grey Box implementation are outlined on a percentage of savings or fixed fee basis.
Carbon emissions are depleting the ozone layer. Globally, we need to half the carbon emissions by 2050. The Ship Emission Rating Index (SERI) helps ships to compare their emission rating with similar ships. SERI also helps to motivate ship owners to be the best they can be by striving to be on the leaderboard for being in the top class for environment friendly rated ships, demonstrated through their Ship Emission Rating. SERI will motivate ships to reduce their emissions as no ship would like to be at the bottom of the ratings. Ships with good Emission Ratings will have an advantage when seeking bank loans and insurance cover as banks and insurance companies will prefer to insure and lend environmental friendly ships that are highly rated and ranked.
This presentation was prepared for the 95th Transportation Research Board (TRB) Annual Meeting, January 2016. Contributing to the presentation: Bryan Wilson, Brad Brimley, Jun Zhang, Anol Mukhopadhyay of Texas A&M Transportation Institute; Jim Mills of Pavement Analytics, LLC; and Charles Holzschuher of Florida Department of Transportation.
Presentation by Prof. Gerard De Jong delivered on on 20 March 2014 at International Freight Transport Modelling Workshop 2014 http://bit.ly/1o0vxAh
www.its.leeds.ac.uk/people/g.de+jong
Carbon emissions are depleting the ozone layer. Globally, we need to half the carbon emissions by 2050. The Ship Emission Rating Index (SERI) helps ships to compare their emission rating with similar ships. SERI also helps to motivate ship owners to be the best they can be by striving to be on the leaderboard for being in the top class for environment friendly rated ships, demonstrated through their Ship Emission Rating. SERI will motivate ships to reduce their emissions as no ship would like to be at the bottom of the ratings. Ships with good Emission Ratings will have an advantage when seeking bank loans and insurance cover as banks and insurance companies will prefer to insure and lend environmental friendly ships that are highly rated and ranked.
This presentation was prepared for the 95th Transportation Research Board (TRB) Annual Meeting, January 2016. Contributing to the presentation: Bryan Wilson, Brad Brimley, Jun Zhang, Anol Mukhopadhyay of Texas A&M Transportation Institute; Jim Mills of Pavement Analytics, LLC; and Charles Holzschuher of Florida Department of Transportation.
Presentation by Prof. Gerard De Jong delivered on on 20 March 2014 at International Freight Transport Modelling Workshop 2014 http://bit.ly/1o0vxAh
www.its.leeds.ac.uk/people/g.de+jong
In this paper, we provide a proof of concept on how to model and forecast average Vessel Service Time (VST) using Long Short-Term Memory (LSTM) Recurrent Neural Networks (RNNs). The proposed model is learned from the Automatic Identification System (AIS) data by using machine learning. Geohash area (GeoArea) with a certain precision, convex hull area (ConvArea), and average vessel proximity (Delta) are mined for the port of Singapore every hour. These three metrics are used to calculate port spatial complexity (SpComplexity) and port spatial density (SpDensity) indicators. In addition, we propose an algorithm to mine the VST and associate that with the mined GeoArea, ConvArea, and the calculated indicators (i.e., SpDensity and SpComplexity). Then, an LSTM model is trained and subsequently tested to forecast future V ST, as Port Authorities are increasingly relying on data-driven insights for decision-making purposes. We trained and tested several LSTM models with four different time aggregation granularities (2; 4; 6; and 8 hours) and provided performance comparisons between them in terms of Mean Square Error (MSE). The experiments emphasized the feasibility of the proposed LSTM model to forecast VST.
Testing fisheries data sets from port-intercept sampling and reference fleet for approximate representativeness using model validation tools. Presented at IFOMC 2018 in Vigo, panel 5: Assessing bias from monitoring programs.
Traffic congestion related delays is the biggest pain point in the logistics and freight industry. In this infographic we look at the cause and effect that lead to congestion on roads and possible strategies to overcome traffic congestion.
SELECTION OF DRY PORT LOCATION FOR COSCO SHIPPING LINE GHANA COMPANY LIMITED ...AkashSharma618775
The aim of this research was to select an optimal location for a Dry Port to increase responsiveness and
efficiency to meet customer demand. The method used to acquire information was qualitative where reference was
made from publications and websites. This research revealed that transport cost to landlocked countries (Burkina
Faso, Mali and Niger) from Tema port is high. With this and other related circumstances urged the search for an
optimal location of Dry Port for COSCO shipping line to satisfy their customers.
The Center of Gravity and Analytic Hierarchy Process models were used together with forecasting model and time
series regression analysis. This gave a thorough guide in the selection of the optimal location.
Efficiency assessment 2325aEFFICIENCY ASSESSMENT OF OFF-DOCK CONTAINER TERMIN...AkashSharma618775
The study looked at four off-dock terminals at Tema port using Data Envelopment Analysis to determine
and analyze the efficiency changes using panel data from 2015-2018. The DEA model has commonly been used in
the port sector. DEA window analysis is used to determine the efficiency of ports and to observe the possibility of
changes in the port efficiency over time. labour, forklifts, reach stackers, trucks, and the terminal storage area
were employed as input variables and container throughput as an output variable. Inclusion A.P Moller Terminal
showed the highest efficiency result event its labour variable was less efficient compared to other selected
terminals understudy. On the other hand, Tema Container terminal found to be the least efficient port obtaining
the lowest average efficiency rating over the period under study. Findings from this study showed that some
terminals had excess equipment as well as excess labour. And for these terminals to maintain constant and
improving efficiency, there would need to cut down some labour and also lease out unused equipment.
In this paper, we provide a proof of concept on how to model and forecast average Vessel Service Time (VST) using Long Short-Term Memory (LSTM) Recurrent Neural Networks (RNNs). The proposed model is learned from the Automatic Identification System (AIS) data by using machine learning. Geohash area (GeoArea) with a certain precision, convex hull area (ConvArea), and average vessel proximity (Delta) are mined for the port of Singapore every hour. These three metrics are used to calculate port spatial complexity (SpComplexity) and port spatial density (SpDensity) indicators. In addition, we propose an algorithm to mine the VST and associate that with the mined GeoArea, ConvArea, and the calculated indicators (i.e., SpDensity and SpComplexity). Then, an LSTM model is trained and subsequently tested to forecast future V ST, as Port Authorities are increasingly relying on data-driven insights for decision-making purposes. We trained and tested several LSTM models with four different time aggregation granularities (2; 4; 6; and 8 hours) and provided performance comparisons between them in terms of Mean Square Error (MSE). The experiments emphasized the feasibility of the proposed LSTM model to forecast VST.
Testing fisheries data sets from port-intercept sampling and reference fleet for approximate representativeness using model validation tools. Presented at IFOMC 2018 in Vigo, panel 5: Assessing bias from monitoring programs.
Traffic congestion related delays is the biggest pain point in the logistics and freight industry. In this infographic we look at the cause and effect that lead to congestion on roads and possible strategies to overcome traffic congestion.
SELECTION OF DRY PORT LOCATION FOR COSCO SHIPPING LINE GHANA COMPANY LIMITED ...AkashSharma618775
The aim of this research was to select an optimal location for a Dry Port to increase responsiveness and
efficiency to meet customer demand. The method used to acquire information was qualitative where reference was
made from publications and websites. This research revealed that transport cost to landlocked countries (Burkina
Faso, Mali and Niger) from Tema port is high. With this and other related circumstances urged the search for an
optimal location of Dry Port for COSCO shipping line to satisfy their customers.
The Center of Gravity and Analytic Hierarchy Process models were used together with forecasting model and time
series regression analysis. This gave a thorough guide in the selection of the optimal location.
Efficiency assessment 2325aEFFICIENCY ASSESSMENT OF OFF-DOCK CONTAINER TERMIN...AkashSharma618775
The study looked at four off-dock terminals at Tema port using Data Envelopment Analysis to determine
and analyze the efficiency changes using panel data from 2015-2018. The DEA model has commonly been used in
the port sector. DEA window analysis is used to determine the efficiency of ports and to observe the possibility of
changes in the port efficiency over time. labour, forklifts, reach stackers, trucks, and the terminal storage area
were employed as input variables and container throughput as an output variable. Inclusion A.P Moller Terminal
showed the highest efficiency result event its labour variable was less efficient compared to other selected
terminals understudy. On the other hand, Tema Container terminal found to be the least efficient port obtaining
the lowest average efficiency rating over the period under study. Findings from this study showed that some
terminals had excess equipment as well as excess labour. And for these terminals to maintain constant and
improving efficiency, there would need to cut down some labour and also lease out unused equipment.
This presentation follows the process of a a group of service design students at SCAD working with CHEP, a pallet pooling company. We researched the company's ins & outs to design a management dashboard to help CHEP better deliver their service. The dashboard we created included three separate views: the first consisting of CHEP's Key Result Indicators (KRIs), helping them maintain a balanced scorecard; the second showing CHEP's Key Performance Indicators (KPIs), helping them keep track of their performance; and the third showing measurements pertaining to service recovery, helping CHEP to keep up with their customers' satisfaction.
IMO 2020: Are you Ready?_TRANSPOREON Group_20190516Vivien Cheong
The Path Forward: Managing the Fuel Component of trans-Pacific 2019-2020 Contracting Cycle
Request a detailed explanation of how your carrier’s trade factors are calculated
Be able to validate the assumptions including ship size, speed and industrial utilization against industry benchmarks
Understand the timing for your carrier’s implementation of the new fuel formula. Will it go into effect in January 2020 or sooner?
Understand the impact for each carriers’ all-in-rate (ocean plus bunker) based on future changes in the fuel prices, both up and down.
Ensure contracts address failure to come to agreement on how future fuel surcharges will be dealt with as well as protection in place for space commitments and price from time of implementation until the end of contract.
Be prepared to offer your own fuel formula to carriers where there is a lack of clarify
Ensure your own formula is fair for both sides
Engage industry experts where needed to provide analytical support for validation and negotiations
Reward carriers that offer clarity and transparency with commitments for cargo
This paper deals with a managerial decision to maximize net income for shipping business characterized by both high operational and financial risks. Particularly, dry bulk carrier shipping business has shown repeatedly dramatic market cycles since year 1980. This case analysis for dry bulk shipping business is attempted to verify the effectiveness of proposed investment decision model in terms of financial performance for a specific period where the freight market experienced another huge business cycle. Since the tramp shipping business is capital-intensive and high risk industry, managers are required to avoid these business risks and maximize business profit consisting of operational income and capital gain by asset play. In essence, the managers are required to make timely and rational decision in both sale and purchase of their ships. There are three alternatives in investment on shipping business: i.e. chartering, second-hand ship, and new shipbuilding. This case study assumes that a shipping company is able to choose the alternatives of chartering and purchasing second-hand ships in their investment decision because the new shipbuilding requires at least 2 years for delivery and operation. The financial results of case analyses under dynamic business environment and condition reveal that the managers must pay keen attention to secondhand ship market greatly depending on freight market showing recession, recovery, boom, and collapse. In sumshipping company has to buy a ship at the lowest price during the recession stage and sell it at the highest price during the boom stage and put a chartered ship into the service line for customers rather than keep operating the ship for the whole freight market cycle in which the company has no choice but to suffer a huge loss due tohigh operational and financial costs as well as to sharp decrease in revenues.
Combined with weak global trade, the shutdown of factories and scarcity of manpower to de-stuff cargos has derailed the functioning.
In order to survive cost pressures and solvency risks, container shipping industry has undergone aggressive consolidation.
This helped the companies to achieve economies of scale and scope and hence, lower cost through capacity and network optimization.
Mega-Vessels, Mega-Alliances and Cascades: Impacts for port operations and th...ICF
Originally shared at the 7th Intermodal Asia 2016 in Melbourne on February 25, 2016, ICF’s Dr. Jonathan Beard focuses on Regional Economic outlook, container market movements, and emerging trends in a demanding economy; addressing topical issues and challenges facing Australasian transportation and logistics.
Learn more about this event here: http://www.transportevents.com/ForthcomingEventsdetails.aspx?EventID=EVE125
ESOS Transportation energy consumption-eco3 partnership brochureEco3 Partnership
Energy and Strategic Cost Management Solutions
ESOS Energy-Strategic Cost Management
The Eco3Partnership focuses on providing advice and guidance on the design and implementation of sustainable business solutions in the energy efficiency and renewables sector.
Our innovative solutions are designed to identify practical and cost efficient ways of reducing energy consumption and carbon emissions.
We can help deliver clear insight into energy consumption across your business, driving increased efficiency and reduced costs by providing a unique managed service and helping you implement our eco3 Smart Cloud Software that allows you to measure, manage and monitor your energy and carbon effectively.
These solutions reduce business operational costs whilst ensuring compliance with new legislation. We also provide guidance on energy procurement, low energy lighting and controls and combined heat and power initiatives.
Where required we can assist with the preparation of carbon management and carbon reduction programmes.
Globally we need to halve the carbon emissions by 2050. Through the release of Greenhouse Gases (GHG), the industry also contributes significantly to climate change.Several reulations has been put in place to help recude CO2 emissions but the shipping industry is still faced by some challenges. Big Data is helping to cut fuel bills and CO2 emissions. Objective is to build a ship rating tool for ranking and rating ships on their emissions.
Diane Gray, President and CEO, CentrePort Canada, Inc., spoke during the CEC's Joint Public Advisory Committee's round table on sustainable transportation on July 10, 2013. More info. at http://cec.org/council2013
With more than 700 000 fleet cards in circulation, the South African fleet management industry is already a major force in offering fleet management solutions. The use of pioneering technology is also seeing the industry evolve to being better able to better control risk for customers, says Standard Bank.
For more information visit: http://3d-car-shows.com/2013/standard-bank-south-africa-risk-mitigation-in-focus-for-fleet-industry-standard-bank/
At page 3 I share some views about the changes taking place in the global shipping industry from their customer perspective and the exact same edition announces MAERSK acquisition of Hamburg Sud, where I spent most of my professional career. “Coincidence doesn't happen a third time.”
Port Productivity in the Mega-Ship Era by Arcadis; TPM Asia 2017Dr Jonathan Beard
It is well and truly the era of the mega-ship - of the nearly 1.7 million TEU of capacity to be delivered by the end of 2017, 55 percent, or 920,000 TEU, will be distributed on 54 vessels of 14,000 to 21,000 TEU. These giant vessels will operate on the Asia-Europe trade within the new alliances, cascading capacity downstream while making fewer direct port calls and driving up transhipment volume that hub ports will struggle to handle.
For lines, the potential productivity and unit cost savings from mega-vessels are clear….provided cargo volumes are assured. But, the increased scale of vessels and increased concentration of alliance cargo volumes (i.e. larger hub operations), creates considerable challenges.
For ports and terminal operators the productivity upsides from the rush to “economies of scale” are less clear, especially when the gains are set against the capex costs. The continued subsidization and over-capacity of ship yards further clouds the picture – too many under-priced mega-vessels looking for owners; as does a transhipment model built around cross-subsidized lifts - if transhipment tariffs and gateway tariffs more accurately reflected the costs of provision, would the liner networks be organized in the same fashion?
2. Global Pooling – Financial Pressures The world's container lines could be heading for collective losses of $10bn this year, according to Mitsui OSK Lines president Akimitsu Ashida. He said first quarter results from the world's biggest carriers showed they made total losses of around $2.6bn. Mr Ashida said this was likely to top $3bn if the financial performance of smaller carriers was taken into account. Extrapolating the first quarter figures over the full year, Mr Ashida said lines could face a total "$10bn loss" in 2009. Pointing to the container shipping market in general, Mr Ashida said cargo volumes were down by an average of 20% even though more than 500 containerships, totalling around 300,000 teu, were laid up From the Shipping News .
