A presentation by Mr Chris Lötter (Manager: Economic Regulation - The Ports Regulator of South Africa), at the Transport Forum SIG: "Driving down cost in the Supply Chain" on 3 September 2015 in Durban, hosted by Transnet. The topic of the presentation was: "Tariff Reform".
Port tariffs are fees charged by port authorities for services rendered. There are many factors that influence the level of port tariffs, including competition between ports, the type and volume of cargo, trade routes, port costs and facilities, transport methods used, exchange rates, agreements between ports, subsidies and regulations, and marketing. Port tariffs include fees for vessel berthing and cargo handling, storage, equipment usage, security, and more. Tariffs vary based on ship size and type, cargo type and amount, container usage, passenger volume, and other considerations. Exemptions may apply to some goods in transit.
This document discusses reducing transport emissions from port operations in the Vancouver region. It identifies several key enablers for emissions reduction, including engine design, alternative fuels, infrastructure improvements, information technology, and stakeholder efficiencies. Specifically, it advocates for a common reservation system for carriers that optimizes load matching and measures on-time performance. It also recommends that marine terminals and off-dock facilities adjust their hours of operation to reduce traffic congestion. The document emphasizes that all supply chain members must work collaboratively to implement flexible operations and optimize efficiency in order to reduce emissions from drayage carriers.
The document discusses HarbourLink Container Services Inc.'s trucking operations at ports. It provides an overview of a truck carrier's expectations at ports, including congestion-free access, fast turnaround times, and timely pick-up/delivery reservations. It also describes HarbourLink as a multi-million dollar asset-based business that offers integrated container transport solutions and uses technology to track trucks, chassis, and containers in real-time. Finally, it outlines HarbourLink's dispatch process which utilizes a proprietary computer system and technologies like geo-fencing and barcodes.
Harbour Link Container Services Inc. is a trucking company that provides drayage and container services in Canada. It operates a fleet of over 100 trucks and 350 chassis. The company utilizes various computer and communication technologies, including GPS tracking, PDAs, barcoding, and geofencing to optimize operations. These systems allow the company to efficiently monitor truck locations and progress, track container transit times, and improve dispatching, driver communication, and security. The systems have helped reduce container turn times at ports to under an hour on average. However, the imposition of reservation fees and limits has impacted availability and forced more trucks to be used to move the same volume of cargo. There is debate around whether more regulation is needed for the
This document summarizes a study of Tasmania's freight system. Key findings include:
- Shipping capacity across Bass Strait is at maximum utilization, limiting further growth.
- Export supply chains from Tasmania are costly and complex due to multiple handling points.
- There is a mismatch between container sizes entering and leaving Tasmania that contributes to empty container movements.
- Port capacity within Tasmania is currently sufficient but will require investment to support anticipated freight growth.
- International shipping volumes from Tasmania are too low to support direct weekly or fortnightly container services.
A presentation by Mahesh Fakir, CEO of the Ports Regulator of South Africa at the 2nd annual Coal Transportation Africa Summit, held at the Indaba Hotel in Fourways, Johannesburg from 19-20 May 2015.
Port tariffs are fees charged by port authorities for services rendered. There are many factors that influence the level of port tariffs, including competition between ports, the type and volume of cargo, trade routes, port costs and facilities, transport methods used, exchange rates, agreements between ports, subsidies and regulations, and marketing. Port tariffs include fees for vessel berthing and cargo handling, storage, equipment usage, security, and more. Tariffs vary based on ship size and type, cargo type and amount, container usage, passenger volume, and other considerations. Exemptions may apply to some goods in transit.
This document discusses reducing transport emissions from port operations in the Vancouver region. It identifies several key enablers for emissions reduction, including engine design, alternative fuels, infrastructure improvements, information technology, and stakeholder efficiencies. Specifically, it advocates for a common reservation system for carriers that optimizes load matching and measures on-time performance. It also recommends that marine terminals and off-dock facilities adjust their hours of operation to reduce traffic congestion. The document emphasizes that all supply chain members must work collaboratively to implement flexible operations and optimize efficiency in order to reduce emissions from drayage carriers.
The document discusses HarbourLink Container Services Inc.'s trucking operations at ports. It provides an overview of a truck carrier's expectations at ports, including congestion-free access, fast turnaround times, and timely pick-up/delivery reservations. It also describes HarbourLink as a multi-million dollar asset-based business that offers integrated container transport solutions and uses technology to track trucks, chassis, and containers in real-time. Finally, it outlines HarbourLink's dispatch process which utilizes a proprietary computer system and technologies like geo-fencing and barcodes.
Harbour Link Container Services Inc. is a trucking company that provides drayage and container services in Canada. It operates a fleet of over 100 trucks and 350 chassis. The company utilizes various computer and communication technologies, including GPS tracking, PDAs, barcoding, and geofencing to optimize operations. These systems allow the company to efficiently monitor truck locations and progress, track container transit times, and improve dispatching, driver communication, and security. The systems have helped reduce container turn times at ports to under an hour on average. However, the imposition of reservation fees and limits has impacted availability and forced more trucks to be used to move the same volume of cargo. There is debate around whether more regulation is needed for the
This document summarizes a study of Tasmania's freight system. Key findings include:
- Shipping capacity across Bass Strait is at maximum utilization, limiting further growth.
- Export supply chains from Tasmania are costly and complex due to multiple handling points.
- There is a mismatch between container sizes entering and leaving Tasmania that contributes to empty container movements.
- Port capacity within Tasmania is currently sufficient but will require investment to support anticipated freight growth.
- International shipping volumes from Tasmania are too low to support direct weekly or fortnightly container services.
A presentation by Mahesh Fakir, CEO of the Ports Regulator of South Africa at the 2nd annual Coal Transportation Africa Summit, held at the Indaba Hotel in Fourways, Johannesburg from 19-20 May 2015.
A presentation by Karl Socikwa, chief executive, Transnet Port Terminals, South Africa. Presented during African Ports Evolution 2015 in Durban, South Africa.
More like this on www.transportworldafrica.co.za
The document discusses measuring and evaluating the performance and productivity of ports. It examines various factors that make analyzing port performance challenging, such as the large number of parameters involved, lack of reliable data, and local factors influencing results. The document focuses on defining common methodologies for measuring performance, specifically analyzing the duration of ships' stays in ports and the quality of cargo handling. It explores various key performance indicators used to evaluate efficiency related to issues like quay productivity, crane utilization, and ship turnaround times. The conclusion emphasizes the importance of developing a culture of performance measurement in ports using agreed-upon indicators to understand system performance and support decision-making.
Reefer Tracking - Knowledge is Power: The Analytical AdvantageORBCOMM Inc.
ORBCOMM’s Chris Corlee participated in the panel at the 2015 Refrigerated Division of the Truckload Carrier Association (TCA) that discussed how trailer tracking can increase the bottom line.
This presentation provides a sneak peek of some of the upcoming changes to ReeferTrak that will not only wow customers but also provide the tools and data needed to analyze reefer performance including:
• Individual shipment and trip level analysis
• Temperature ranges, set point, reefer mode of operation
• Fuel theft events by location and time period
• Refuel transactions and invoice comparison
• Vendor, customer and driver actions and compliance
• Geofence entry and exit details
Calcasieu Ship Channel Traffic Study (Port of Lake Charles)O'Carroll Group
The document summarizes the results of a simulation study of vessel traffic in the Calcasieu Ship Channel conducted to assess the channel's current and future capacity. Key findings include:
- Median wait times for all vessels are projected to increase from 2.3 hours in 2013 to 6.8 hours in 2023 as traffic doubles over the next decade.
- Large LNG carriers experience the longest wait times of vessel categories due to restrictions on the outer bar and more stringent wind limits.
- Wait times vary seasonally, with lower times in summer and higher in winter due to increased delays from wind and poor visibility conditions.
- The channel is capable of handling all forecasted vessel traffic through 2033 but significant increases in
The document discusses various factors to consider in port investment and financing decisions. It identifies key objectives such as economic efficiency, equity, and environmental quality. It also outlines approaches to evaluate investments, factors that influence decisions, and financial metrics to assess alternatives like internal rate of return, net present value, and payback period.
The document discusses plans to enhance capacity at Orlando International Airport (MCO) as passenger traffic approaches the limits of the North Terminal Complex (NTC). It proposes expanding key areas like ticket lobbies, baggage systems, and international facilities to allow the NTC to accommodate 45 million annual passengers. It also recommends building a South Airport Automated People Mover complex and parking garage to relieve pressure on the NTC. Long term, a South Terminal Complex will be developed in a demand-driven manner once the NTC hits 40 million passengers or 2 million international passengers annually.
Transnet National Ports Authority Strategic DirectionTristan Wiggill
The document provides an overview of Transnet National Ports Authority's (TNPA) strategic direction. It discusses TNPA's role in South Africa's integrated port system and its core functions. It outlines trends shaping the global ports and shipping industry, including increasing vessel sizes, supply chain integration, and sustainability. The document also summarizes TNPA's plans to invest over R56 billion in port infrastructure over the next 10 years to increase capacity and develop smart port cities. It emphasizes TNPA's focus on transformation, supplier development, and ensuring South African ports can accommodate future uncertainties and changes in the industry.
Disbursement Accounting Processing
PDA Estimate’s
Vendor Services (Towage)
Laytime Calculations
Operations Managers spend almost 20% of their time in cumbersome Paperwork to justify DA
Compliances & Accounting. The Shipping Industry growing at a quick pace, the cost of noncompliance
is 150% more than the cost of submission, it becomes almost impossible for them to
pay close attention to certain costs, which may seem insignificant and petty. Which can effect the
revenues to Ship Operators.
This document summarizes key findings from a report on developing ports in Wales. It discusses relevant EU and UK freight and port policies, international trends affecting ports, freight market analysis, and emerging issues. Case studies analyze the ports of Milford Haven, Swansea, Cardiff, and Holyhead. The document concludes that marketing efforts and pricing options need improvement to develop short sea shipping through Welsh ports. Infrastructure should develop based on market needs rather than speculation. Overall, the report aims to identify options for further developing business and encouraging modal shifts to short sea routes through Welsh ports.
This document discusses various ways to evaluate the performance of a port. It discusses evaluating performance from a single port perspective as well as from a multi-port perspective. From a single port perspective, it is important to evaluate technical efficiency, cost efficiency, and effectiveness. Key performance indicators mentioned include loading/unloading rates, turnaround times, reliability, and prices. A multi-port perspective involves comparing performance across ports using statistical models to evaluate relative technical efficiencies.
Market gyrations, changes in freight rates and services levels can leave supply chain officials feeling anxious in their efforts to produce and distribute goods to domestic and international markets. In this fast-paced, interactive session, explored how changes in the container freight sector could impact future supply chain and logistics practices. By looking back, participants learned to gauge when their current tactics may have run their course and when it is time to adjust tactics. The session touched on planning best practices and how to leverage containerized logistics options and service providers to drive immediate improvements.
Supply Chain Project Status Update 010911 McdMark_Deacon
This document provides a status update on a container port supply chain project. It outlines a 6-stage process to construct an integrated planning model for the port: 1) Improve commodity forecasts and identify key routes; 2) Map routes using CAD/GIS; 3) Develop rolling commodity forecasts and shipping requirements; 4) Model port constraints; 5) Link revenue data; 6) Benchmark ports and develop reports. The goal is to provide management forward visibility and illustrate how supply chain principles can influence container movements and productivity.
The document outlines a global shipping line's expectations for a global container terminal operator. Key expectations include: efficient vessel turnaround times to save on bunker costs; high crane productivity and smooth yard operations; up-to-date and well-maintained equipment for reliability; competitive costs through economies of scale and standardized restow rates; and reliable customer service through EDI interfaces, information sharing, and dedicated customer representatives. The shipping line seeks a proactive terminal operator that can meet productivity and cost targets while providing excellent customer service.
This document provides an overview of the Transportation Infrastructure Model (TIM), which identifies least cost infrastructure options to balance regional gas supply and demand in Indonesia until 2040. The model minimizes transportation costs across pipeline and LNG connections between regions based on inputs from the Detailed Assessment of Supply Scenarios model. Key outputs include optimized interregional flows, infrastructure capacity requirements, unmet demand volumes, and delivered gas costs by region. The document outlines the model assumptions, scenarios, limitations, and how to operate the model by running optimizations and adjusting inputs and connection concepts. It also provides an example of comparing results from base and high demand cases and adjusting connection concepts to find a more optimal infrastructure combination.
The document discusses upcoming changes and opportunities in the payments industry over the next 1-2 years. It notes that new regulations will open up the market to more flexible solutions from a wider range of providers. However, these changes also introduce challenges around issues like interchange fees and ensuring a consistent customer experience across channels. The document recommends that companies develop a payments strategy and roadmap involving stakeholders from different departments to effectively navigate these changes and opportunities.
Grand Alliance will realign its 10 fixed-day weekly transpacific trade service network after the Panama Canal expansion project. An integer programming model is developed to determine the optimal service network design that minimizes total operating costs. The model results show that Grand Alliance should deploy different vessel types on services based on cargo volume and eliminate the PAX service. Cargo diversion from the Port of LA/LB is estimated to be around 3% with 50% of divertible cargo diverted to other ports. Further research is needed on additional factors like export demand and rail capacity constraints.
This document summarizes the infrastructure and capabilities of the Pangaon Inland Container Terminal (PICT) in Bangladesh. It describes the jetty, yard area, equipment, and annual handling capacity of the terminal. It also discusses customs and banking facilities available at PICT. The document outlines transportation options for containers between PICT and Chittagong port via inland vessels. It presents freight rates and highlights the benefits of direct coastal shipping services between Indian ports and PICT, including reduced costs, transit times, and environmental benefits. Overall traffic and performance statistics for PICT from 2013-2017 are provided, showing substantial year-over-year growth.
The document summarizes efforts to improve the efficiency of cargo operations at the Port of New York and New Jersey to accommodate larger cargo ships. It discusses infrastructure upgrades like deepening harbors and raising bridges to allow bigger ships. It also outlines initiatives to enhance traffic management and labor hiring. Key projects include developing a chassis management system, truck reservation system, and performance metrics to help the port adapt to changes and ensure reliable operations.
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
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A presentation by Karl Socikwa, chief executive, Transnet Port Terminals, South Africa. Presented during African Ports Evolution 2015 in Durban, South Africa.
More like this on www.transportworldafrica.co.za
The document discusses measuring and evaluating the performance and productivity of ports. It examines various factors that make analyzing port performance challenging, such as the large number of parameters involved, lack of reliable data, and local factors influencing results. The document focuses on defining common methodologies for measuring performance, specifically analyzing the duration of ships' stays in ports and the quality of cargo handling. It explores various key performance indicators used to evaluate efficiency related to issues like quay productivity, crane utilization, and ship turnaround times. The conclusion emphasizes the importance of developing a culture of performance measurement in ports using agreed-upon indicators to understand system performance and support decision-making.
Reefer Tracking - Knowledge is Power: The Analytical AdvantageORBCOMM Inc.
ORBCOMM’s Chris Corlee participated in the panel at the 2015 Refrigerated Division of the Truckload Carrier Association (TCA) that discussed how trailer tracking can increase the bottom line.
This presentation provides a sneak peek of some of the upcoming changes to ReeferTrak that will not only wow customers but also provide the tools and data needed to analyze reefer performance including:
• Individual shipment and trip level analysis
• Temperature ranges, set point, reefer mode of operation
• Fuel theft events by location and time period
• Refuel transactions and invoice comparison
• Vendor, customer and driver actions and compliance
• Geofence entry and exit details
Calcasieu Ship Channel Traffic Study (Port of Lake Charles)O'Carroll Group
The document summarizes the results of a simulation study of vessel traffic in the Calcasieu Ship Channel conducted to assess the channel's current and future capacity. Key findings include:
- Median wait times for all vessels are projected to increase from 2.3 hours in 2013 to 6.8 hours in 2023 as traffic doubles over the next decade.
- Large LNG carriers experience the longest wait times of vessel categories due to restrictions on the outer bar and more stringent wind limits.
- Wait times vary seasonally, with lower times in summer and higher in winter due to increased delays from wind and poor visibility conditions.
- The channel is capable of handling all forecasted vessel traffic through 2033 but significant increases in
The document discusses various factors to consider in port investment and financing decisions. It identifies key objectives such as economic efficiency, equity, and environmental quality. It also outlines approaches to evaluate investments, factors that influence decisions, and financial metrics to assess alternatives like internal rate of return, net present value, and payback period.
The document discusses plans to enhance capacity at Orlando International Airport (MCO) as passenger traffic approaches the limits of the North Terminal Complex (NTC). It proposes expanding key areas like ticket lobbies, baggage systems, and international facilities to allow the NTC to accommodate 45 million annual passengers. It also recommends building a South Airport Automated People Mover complex and parking garage to relieve pressure on the NTC. Long term, a South Terminal Complex will be developed in a demand-driven manner once the NTC hits 40 million passengers or 2 million international passengers annually.
Transnet National Ports Authority Strategic DirectionTristan Wiggill
The document provides an overview of Transnet National Ports Authority's (TNPA) strategic direction. It discusses TNPA's role in South Africa's integrated port system and its core functions. It outlines trends shaping the global ports and shipping industry, including increasing vessel sizes, supply chain integration, and sustainability. The document also summarizes TNPA's plans to invest over R56 billion in port infrastructure over the next 10 years to increase capacity and develop smart port cities. It emphasizes TNPA's focus on transformation, supplier development, and ensuring South African ports can accommodate future uncertainties and changes in the industry.
Disbursement Accounting Processing
PDA Estimate’s
Vendor Services (Towage)
Laytime Calculations
Operations Managers spend almost 20% of their time in cumbersome Paperwork to justify DA
Compliances & Accounting. The Shipping Industry growing at a quick pace, the cost of noncompliance
is 150% more than the cost of submission, it becomes almost impossible for them to
pay close attention to certain costs, which may seem insignificant and petty. Which can effect the
revenues to Ship Operators.
This document summarizes key findings from a report on developing ports in Wales. It discusses relevant EU and UK freight and port policies, international trends affecting ports, freight market analysis, and emerging issues. Case studies analyze the ports of Milford Haven, Swansea, Cardiff, and Holyhead. The document concludes that marketing efforts and pricing options need improvement to develop short sea shipping through Welsh ports. Infrastructure should develop based on market needs rather than speculation. Overall, the report aims to identify options for further developing business and encouraging modal shifts to short sea routes through Welsh ports.
This document discusses various ways to evaluate the performance of a port. It discusses evaluating performance from a single port perspective as well as from a multi-port perspective. From a single port perspective, it is important to evaluate technical efficiency, cost efficiency, and effectiveness. Key performance indicators mentioned include loading/unloading rates, turnaround times, reliability, and prices. A multi-port perspective involves comparing performance across ports using statistical models to evaluate relative technical efficiencies.
Market gyrations, changes in freight rates and services levels can leave supply chain officials feeling anxious in their efforts to produce and distribute goods to domestic and international markets. In this fast-paced, interactive session, explored how changes in the container freight sector could impact future supply chain and logistics practices. By looking back, participants learned to gauge when their current tactics may have run their course and when it is time to adjust tactics. The session touched on planning best practices and how to leverage containerized logistics options and service providers to drive immediate improvements.
Supply Chain Project Status Update 010911 McdMark_Deacon
This document provides a status update on a container port supply chain project. It outlines a 6-stage process to construct an integrated planning model for the port: 1) Improve commodity forecasts and identify key routes; 2) Map routes using CAD/GIS; 3) Develop rolling commodity forecasts and shipping requirements; 4) Model port constraints; 5) Link revenue data; 6) Benchmark ports and develop reports. The goal is to provide management forward visibility and illustrate how supply chain principles can influence container movements and productivity.
The document outlines a global shipping line's expectations for a global container terminal operator. Key expectations include: efficient vessel turnaround times to save on bunker costs; high crane productivity and smooth yard operations; up-to-date and well-maintained equipment for reliability; competitive costs through economies of scale and standardized restow rates; and reliable customer service through EDI interfaces, information sharing, and dedicated customer representatives. The shipping line seeks a proactive terminal operator that can meet productivity and cost targets while providing excellent customer service.
This document provides an overview of the Transportation Infrastructure Model (TIM), which identifies least cost infrastructure options to balance regional gas supply and demand in Indonesia until 2040. The model minimizes transportation costs across pipeline and LNG connections between regions based on inputs from the Detailed Assessment of Supply Scenarios model. Key outputs include optimized interregional flows, infrastructure capacity requirements, unmet demand volumes, and delivered gas costs by region. The document outlines the model assumptions, scenarios, limitations, and how to operate the model by running optimizations and adjusting inputs and connection concepts. It also provides an example of comparing results from base and high demand cases and adjusting connection concepts to find a more optimal infrastructure combination.
The document discusses upcoming changes and opportunities in the payments industry over the next 1-2 years. It notes that new regulations will open up the market to more flexible solutions from a wider range of providers. However, these changes also introduce challenges around issues like interchange fees and ensuring a consistent customer experience across channels. The document recommends that companies develop a payments strategy and roadmap involving stakeholders from different departments to effectively navigate these changes and opportunities.
Grand Alliance will realign its 10 fixed-day weekly transpacific trade service network after the Panama Canal expansion project. An integer programming model is developed to determine the optimal service network design that minimizes total operating costs. The model results show that Grand Alliance should deploy different vessel types on services based on cargo volume and eliminate the PAX service. Cargo diversion from the Port of LA/LB is estimated to be around 3% with 50% of divertible cargo diverted to other ports. Further research is needed on additional factors like export demand and rail capacity constraints.
This document summarizes the infrastructure and capabilities of the Pangaon Inland Container Terminal (PICT) in Bangladesh. It describes the jetty, yard area, equipment, and annual handling capacity of the terminal. It also discusses customs and banking facilities available at PICT. The document outlines transportation options for containers between PICT and Chittagong port via inland vessels. It presents freight rates and highlights the benefits of direct coastal shipping services between Indian ports and PICT, including reduced costs, transit times, and environmental benefits. Overall traffic and performance statistics for PICT from 2013-2017 are provided, showing substantial year-over-year growth.
The document summarizes efforts to improve the efficiency of cargo operations at the Port of New York and New Jersey to accommodate larger cargo ships. It discusses infrastructure upgrades like deepening harbors and raising bridges to allow bigger ships. It also outlines initiatives to enhance traffic management and labor hiring. Key projects include developing a chassis management system, truck reservation system, and performance metrics to help the port adapt to changes and ensure reliable operations.
Similar to Tariff strategy for the South African Port System (20)
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
The October 2022 issue of Business Fleet Africa.
Business Fleet Africa is an innovative and target market-focused digital magazine aimed at one of the most important vehicle buying sectors in the local market, be they users of cars, vans, light commercials, medium and heavy trucks.
Business Fleet Africa is the ideal route to connect with senior executives and decision-makers in the South African business vehicle and fleet operations environment.
It is the first and only magazine of its kind in South Africa that focuses solely on vehicles and the manner in which they are used for business purposes.
Delivered by Mr Coenie Vermaak, CEO of the Electronic Toll Collection company at a transport forum session in South Africa on road funding and economic development.
The document discusses the establishment and functions of the Gauteng Transport Authority (GTA) in South Africa. Key points include:
- The GTA was established through legislation to integrate and regulate public transport services in Gauteng province.
- Its objectives are to consolidate transport functions, integrate the transport system, foster cooperation between operators, and improve public transport planning and services.
- The GTA's responsibilities include developing a long-term strategic transport plan, regulating fares, providing infrastructure and services, and collecting transport data and statistics.
- It will be governed by a board of directors representing government and transport specialists and will work to better coordinate planning, operations, enforcement and funding of public transport.
Delivered by acting CEO of the Road Freight Association, Gavin Kelly during a ‘Road Funding in South Africa - Feedback from Operators’ event held in Midrand, Johannesburg.
Road funding from a freight forwarding and logistics perspectiveTristan Wiggill
Heavy vehicles contribute significantly to road damage and congestion but do not adequately contribute to road funding through taxes. This increases freight transportation costs and air pollution. Freight forwarders argue that the fuel levy tax model does not account for differences in fuel efficiency between vehicles and that freight is a major economic contributor that is punished under the current system. Buses receive subsidies for using roads while freight does not, despite freight's greater economic impact. The government could help by creating a sustainable freight infrastructure funding system, improving operator training, reducing inefficient freight transport costs, and reducing affiliation fees for regulatory compliance.
E-tolls: The Impact on Development in GautengTristan Wiggill
The document discusses the impact of e-tolls on development in Gauteng, South Africa. It summarizes that e-tolls were implemented to fund the Gauteng Freeway Improvement Project (GFIP) which upgraded roads to support economic growth. The GFIP reduced congestion and improved access, benefiting commercial and residential development. Studies found the GFIP created jobs and increased GDP, and that e-tolls provided savings through reduced travel costs and times that outweighed toll fees. The conclusion is that while e-tolls have some negative costs, the GFIP and tolls overall benefit the Gauteng economy.
Transport and the economy: Understanding the relationship...and the dangersTristan Wiggill
A presentation by Professor Stephan Krygsman. Delivered during a Transport Forum Special Interest Group 'Roads and the Economy' event in Johannesburg, South Africa on 14 February 2019.
A presentation by Peter Copley, transport engineer and member of SARF. Delivered during a Transport Forum Special Interest Group 'Roads and the Economy' event in Johannesburg, South Africa on 14 February 2019.
The Future of National Roads: The 2030 Roads Plan and a Sustainable Funding M...Tristan Wiggill
Presented by Louw Kannemeyer, engineering executive at SANRAL. Delivered during a Transport Forum Special Interest Group 'Roads and the Economy' event in Johannesburg, South Africa on 14 February 2019.
Beneficiaries of an optimally designed transportation system Tristan Wiggill
Presented by Mr. Francois Meyer, General Manager Long-Term Planning, Transnet SOC Ltd during the Roads and Economy Transport Forum held on 14 February 2019.
A presentation by Mr Stefan Neubrech, principal of Infrastructure Advisory at Aurecon, South Africa. Delivered during a Transport Forum Special Interest Group event in Pretoria on 6 December 2018.
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[To download this presentation, visit:
https://www.oeconsulting.com.sg/training-presentations]
This presentation is a curated compilation of PowerPoint diagrams and templates designed to illustrate 20 different digital transformation frameworks and models. These frameworks are based on recent industry trends and best practices, ensuring that the content remains relevant and up-to-date.
Key highlights include Microsoft's Digital Transformation Framework, which focuses on driving innovation and efficiency, and McKinsey's Ten Guiding Principles, which provide strategic insights for successful digital transformation. Additionally, Forrester's framework emphasizes enhancing customer experiences and modernizing IT infrastructure, while IDC's MaturityScape helps assess and develop organizational digital maturity. MIT's framework explores cutting-edge strategies for achieving digital success.
These materials are perfect for enhancing your business or classroom presentations, offering visual aids to supplement your insights. Please note that while comprehensive, these slides are intended as supplementary resources and may not be complete for standalone instructional purposes.
Frameworks/Models included:
Microsoft’s Digital Transformation Framework
McKinsey’s Ten Guiding Principles of Digital Transformation
Forrester’s Digital Transformation Framework
IDC’s Digital Transformation MaturityScape
MIT’s Digital Transformation Framework
Gartner’s Digital Transformation Framework
Accenture’s Digital Strategy & Enterprise Frameworks
Deloitte’s Digital Industrial Transformation Framework
Capgemini’s Digital Transformation Framework
PwC’s Digital Transformation Framework
Cisco’s Digital Transformation Framework
Cognizant’s Digital Transformation Framework
DXC Technology’s Digital Transformation Framework
The BCG Strategy Palette
McKinsey’s Digital Transformation Framework
Digital Transformation Compass
Four Levels of Digital Maturity
Design Thinking Framework
Business Model Canvas
Customer Journey Map
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IMPACT Silver is a pure silver zinc producer with over $260 million in revenue since 2008 and a large 100% owned 210km Mexico land package - 2024 catalysts includes new 14% grade zinc Plomosas mine and 20,000m of fully funded exploration drilling.
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This PowerPoint compilation offers a comprehensive overview of 20 leading innovation management frameworks and methodologies, selected for their broad applicability across various industries and organizational contexts. These frameworks are valuable resources for a wide range of users, including business professionals, educators, and consultants.
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1. Tariff Strategy for the South African
Port System
Transport Forum
3 September 2015
2. Overview
• Tariff Strategy in context
• Status Quo/ Problem Statement
• Approach to the tariff strategy
• Guiding Principles
• Asset Allocation
• Cargo Dues
• Marine Services
• Deviations from the Base Tariff
– Cross-subsidies
– Incentives
• Way forward and Implementation
www.portsregulator.org 2
3. Tariff Strategy in Context
• Tariff Methodology vs Tariff Strategy
– Tariff Methodology
• 2013 Interim methodology
• 2014 Multi-year methodology (applicable to 2017/18)
• Overall Revenue Requirement
• Determines the “size of the cake”
• Calculates the average tariff change
• ROD is the implementing mechanism for the Tariff
Strategy
www.portsregulator.org 3
4. Tariff Strategy in Context
• Tariff Methodology vs Tariff Strategy
– Tariff Strategy
• 2nd Round of consultation
• Answers the question: Who pays for what? And why?
• Determines “how the cake should be cut”
• Sets the structure of the tariff book
• Must be considered with the RR methodology in mind
– “zero-sum game”
• Formalisation of existing tariff trajectory
• Aims to “clean up the tariff book” – status quo
www.portsregulator.org 4
5. Status Quo/Problem Statement
• Lack of a clear set of principles and rules to be applied in determining the
individual tariffs for the various services and facilities, especially where
deviating from a baseline tariff;
• Lack of clarity and transparency regarding all operating costs, expenses
and revenues incurred or generated from a specific service, facility or land,
as well as the value of the capital stock related to such services, facilities
or land;
• Lack of explanation for differential tariffs for different commodities using
the same handling classification;
• Lack of information detail with respect to services or facilities pricing and
cost relationships, making it impossible to determine where and in which
direction subsidisation takes place or if it does not;
• Lack of information on how the tariff structure promotes access to ports
and efficient and effective management and operation of ports.
www.portsregulator.org 5
6. Status Quo/Problem Statement
• Very high tariff levels for cargo dues resulting from the migration from
the old wharfage charge, which was calculated on an ad-valorem basis
depending on the value of the cargo;
• Very high differentials in the levels of cargo dues for different cargo types
and commodities with no clear motivation for the differences;
• Relatively low tariff levels for maritime services, which are based on an
activity-based costing exercise conducted during the tariff reform of 2002
and that has since not been updated, resulting in the subsidisation of
most services;
• Relatively low and unevenly distributed levels of revenue from the real
estate business based on the asset value and benefits derived from being
in the port system
www.portsregulator.org 6
9. Asset Allocation
www.portsregulator.org 9
Port User Asset Class Lessees
Terminal
Operator Cargo Owners Shipping Lines
Breakwaters 33% shared on a NBV basis 33% 33%
Channels, Fairways, basins 50% 50%
Quay walls, berths and jetties 50% 50%
All ship working vessels and aids to
navigation 100%
Vessel repair infrastructure 40% 15% 15% 30%
All movable NPA assets, buildings and
structures (not part of lease
agreements) and unused land 50% shared on a NBV basis 25% 25%
Terminal land and staging areas 100%
Non-Terminal Land including
recreational and yachting 100%
All common access infrastructure 66% Shared on a NBV basis 33%
Overheads 50% shared on a NBV basis 25% 25%
Assets were allocated according to benefit.
±75%
11. Implementation
www.portsregulator.org 11
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
1 2 3 4 5 6 7 8 9 10 11
Tenants
Shipping Lines
Cargo Owners
• The changes will be implemented over a period of ten years;
• The changes reflected above and below are based on the current tariff structure;
• Cargo owners: real decrease in prices on an annual basis of -5.2%;
• Shipping lines: real increase on an annual basis of 7.2% and
• Lease revenue: increase in real terms by 2.8% annually.
• These are indicative numbers only and will change each year as the value of the asset base changes due to new
capital and revaluation of assets.
• The review of this allocation will be published annually and reflected in the tariff determination.
12. Total
Required
Revenue (RR)
= RAB*WACC + Operating Costs + Tax + Depreciation...
Asset Allocation
Cargo Owners
RR breakwaters and
channels, vessel
repair, NPA assets,
common access
infrastructure and
overheads
RR allocated to
cargo handling type
according to vessel
call ratio obtained
from SAP
Total RR per
cargo type/
forecasted
number of units
or tons per
cargo type
= cargo due
for each
cargo type
per ton or
unit
Cargo Dues – How the individual
tariff is calculated
13. Cargo Dues Cost Contribution
www.portsregulator.org 13
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
1 2 3 4 5 6 7 8 9 10
Costcontribution
Containers
Dry bulk
Liquid bulk
RoRo's
Break bulk
Individual cargo dues will be rationalised over ten years from a commodity based cargo due to a cargo
handling type cargo due. This is reflected in the graph below. Cargo dues are allocated according to the
number of vessel calls per cargo handling type.
14. Cargo Dues change in Required Revenue
www.portsregulator.org 14
3.9%
9.0% 9.1%
18.0%
60.0%
7.7% 7.5%
9.5%
29.7%
45.5%
0%
10%
20%
30%
40%
50%
60%
70%
Break bulk RoRo's Liquid bulk Dry bulk Containers
ContributiontoRequiredRevenuefromCargo
Current distribution
Target distribution
15. Cargo Dues change in Required Revenue
www.portsregulator.org 15
4.1% 2.7%
3.4%
10.6%
14.7%
Target contribution to total revenue
2.4%
5.4%
5.5%
10.9%36.2%
Current contribution to total revenue
Break bulk
RoRo's
Liquid bulk
Dry bulk
Containers
16. Resulting Base Level Cargo Dues
www.portsregulator.org 16
Base tariffs (R) in the proposed end state (based on 2013/14 data)
Dry bulk 6.53
Break bulk 31.03
Liquid bulk 15.21
RoRo Import (Tons) 51.30
Export (Tons) 25.65
Container (full) Import (TEU) 651.53
Export (TEU) 325.77
The table below shows the cargo dues expected after 10 or more years, given the
proposed tariff strategy. This is based on today’s money, asset valuation, vessel call
count and volumes. Ro-ro and containers are differentiated by import and export in
line with government’s beneficiation promotion agenda.
17. Cargo Dues – Global Port Pricing
Comparator StudyThe GPPCS produced by the Ports Regulator for the past three years shows that cargo dues, collectively,
are higher than global ports but, importantly, that container and automotive cargo dues are substantially
higher than dry bulk cargo dues (which are slightly below the global average).
www.portsregulator.org 17
743.76
874.20
-50.03
-5.28
588.79
413.39
-57.76
-34.04
541.00
388.23
-59.70 -45.63-90
110
310
510
710
910
Automotive Containers Coal iron ore
Deviation
%
Commodities
2012/2013
2013/2014
2014/2015
18. Marine Services
www.portsregulator.org 18
Costs for marine services will be collected according to the following rationale in the tariff strategy:
Tariff
Tariff Base/Design
Methodology Charge Frequency Rationale
Port Dues
GRT per port/ 6 hour
periods/linear fee per
GRT Per visit
Incentive for quicker
turnaround times
Berthing and Running of
lines
Consolidated
tariff/Linear fee per GRT Per visit Simplification
Tugs
Flat fee per Tug,
irrespective of Tug
size/number of tugs
determined by Harbour
master
Per visit as determined
by Harbour master
Incentive for latest
technology vessels by
moving away from fixed
vessel size/tug ratio
Pilotage
Flat fee per service
differentiated by port
Compulsory at every
port/per visit Simplification
VTS
GRT per port/linear fee
differentiated by port
Every port where
available
As per current tariff
book
Light Dues
GRT per port/linear fee
differentiated by port First port of call
As per current tariff
book
19. Total
Required
Revenue (RR)
= RAB*WACC + Operating Costs + Tax + Depreciation...
RR Tugs RR Pilotage RR VTS RR Lights
RR Berthing and
running of lines
Asset Allocation
RR Breakwater
and channels,
quay walls and
berths, vessel
repair, NPA
assets and
overheads
(Port Dues)
Shipping Lines
RR Tugs/
total
movement
s adjusted
by tug port
factor
=Flat rate
per tug
differentiat
ed by port
RR
pilotage/
total
movement
s adjusted
by pilotage
port factor
=Rate per
service
differentia
ted by port
RR VTS/
total GRT
(all vessel
arrivals at
all ports in
one year)
=flat rate
per ton for
each port
visit
RR Lights/
total GRT
(all first
arrivals
over one
year)
=flat rate
per ton for
each visit
to SA ports
system
RR / Ship GRT
serviced
=incremental
linear fee per
GRT
RR
infrastructure/
port dues
factor
=Linear
incremental fee
per 6h stay and
GRT
20. Marine Services Cost allocation
www.portsregulator.org 20
26%
31%
12%
6%
7%
4% 5%
0%
5%
2%
14%
32%
10%
4%
4%
8%
6%
1%
14%
6%
Port Dues
Tugs
Pilotage
VTS
Light Dues
Berthing
Ship Repair
Floating Crane
Networks
Facilities
The proportions of revenue recovered from various marine services
will change under the tariff strategy in the following ways. Changes
are a result of a more accurate reflection of the underlying cost of
each service.
21. Marine Services Cost changes
www.portsregulator.org 21
469
551
222
115 129
77 98
4
90
41
303
665
219
93 85
171
133
15
286
136
-
100
200
300
400
500
600
700
Port Dues Tugs Pilotage VTS Light Dues Berthing Ship
Repair
Floating
Crane
Networks Facilities
RandMillion
Current revenue requirement Proposed revenue requirement
The value of revenue recovered from various marine services will
change under the tariff strategy in the following ways.
22. Marine Services – Global Port Pricing
Comparator Study
www.portsregulator.org 22
-47.37
-36.97
-26.00
-71.57
-45.11
-40.54
-37.75
-74.17
-65.97
-52.11
-41.66
-79.25
-90
-80
-70
-60
-50
-40
-30
-20
-10
0
10
Automotive Coal Containers iron ore
Deviation
%
commodities
2012/2013 2013/2014 2014/2015
The GPPCS produced by the Ports Regulator has shown three years in a row that
charges to vessels for marine services and port dues are below the global average.
23. Rental
www.portsregulator.org
23
Total
Required
Revenue (RR)
= RAB*WACC + Operating Costs + Tax + Depreciation...
Asset Allocation
Lease Holders
RR breakwaters, quay
walls and berths, vessel
repair, NPA assets,
terminal land, common
access infrastructure and
overheads
RR allocated
according to
current NPA lease
structure until
more information is
available
24. Deviations from the Base Tariff
www.portsregulator.org 24
The tariff strategy attempts to create a fair pricing system where tariffs are cost
reflective and allocated according to benefit as far as possible. However, in special
cases, it makes strategic sense to deviate from a cost reflective tariff. The deviations
from the base tariff outline these special cases.
25. Criteria for allowing a cross-subsidy
www.portsregulator.org 25
Cross-subsidisation between user groups will be avoided as far as possible but will be allowed
when it is in the public interest in accordance with the Directives to the National Ports Act (12
of 2005). Criteria have been identified under which subsidies will be granted. These are that
the cross-subsidy:
– will meet economic growth and developmental objectives;
– aligns to national policy objectives with port pricing;
– is necessary for equality in benefit;
– will minimise finance and volume risk;
– will promote efficient use of port facilities;
– will reduce congestion;
– will promote the inclusion of previously disadvantaged persons;
– is aimed at reducing carbon emissions;
– If not granted, implies a drastic cost to the economy .
Industry will have an opportunity to apply to the NPA to receive a cross-subsidy.
26. Incentives
www.portsregulator.org 26
• Incentives in its simplest form can be seen as a special case of discounts
that serves some commercial purpose.
• These discounts are therefore available to the NPA in order to gain some
commercial goal, without requiring any cross-subsidy from other users.
The objective of the discount is to be clearly revenue neutral at minimum
i.e. It must pay for itself.
27. Strategic approach to cross-subsidies
www.portsregulator.org 27
Potential Cross-subsidies arising from historical
pricing
Tariff strategy approach
Cargo owners are subsidising other user groups
such as vessel owners, and tenants.
A new asset allocation that results in an infrastructure cost reflective tariff
proportional to the benefit each user group derives from the infrastructure or
service provision. See sections 2 and 3.
Container and automotive cargo owners pay
more than dry bulk cargo owners on a global
comparator basis
Similarly, infrastructure is costed according to benefit derived from each cargo
handling type – this is calculated by weighting total revenue required from
cargo owners according to the number of vessel calls per cargo type and is then
divided by total volume to get a per unit cost. See section 4.1.
It is still to be determined whether lessees are
being subsidised (i.e. paying less than market
value for their land) and whether some lessees are
subsidising others (i.e. paying unequal or unfair
tariffs).
The Regulator will start to actively monitor rental prices to ensure that two
pieces of land with similar characteristics are not being charged radically
different rentals. Furthermore, the Regulator will endeavour to determine the
market value of port land as part of its asset valuation exercise. See section 4.3.
Port users of a particular port subsidising users in
other ports, through a system wide tariff book
approach.
System-wide pricing will remain in order to reduce the risk placed on any single
port user; however, the tariff book is to be rebalanced and direct user charges in
certain instances may be introduced. See section 2.3.
Port users subsidise fledgling port-related
industries and other national policy
initiatives/government objectives.
Discounting certain infrastructure for identified port users in order to achieve
national objectives of economic growth and inclusion will remain. See section
5.
Use of port revenue/profits for non-port
purposes.
This is outside the scope of the tariff strategy
Port users of the same category or user group
paying lower tariffs than similar users through
differentiated tariffs or discount structures.
All discount structures are to be removed from the tariff book. Tariff
rationalisation will result in a gradual move towards consolidated tariffs that will
include the removal of any discount structure currently in place. Certain built-in
incentives and discounts will remain, mainly related to coastwise shipping and
transhipment etc. See section 5.2 for further information.
28. Way Forward
• Cargo dues to be amended in a similar way to previous tariff
determinations for 2016/17.
• Convergence with annually published base rates to be accelerated
beyond 2016/17 based on ongoing sensitivity analysis.
• Volume discounts to be removed within five years-or as situation allows
• Charges will be simulated during 2016/17. and implemented in 2017/18.
• Overall lease revenue annual increases sufficient for implementation of
the strategy, however, more work within lease revenue required.
• Annual monitoring of amongst others, freight rates and volumes will
allow the assessment of the impact of the strategy, including the effect of
pass through and intermodal changes as well as the effect of vessel
changes etc.
www.portsregulator.org 28
29. How your tariff change will be determined
www.portsregulator.org 29
Tariff application will contain proposed tariff changes –
commenting process
Tariffs will only converge to base rate
i.e. cannot increase above or decrease below base rate
Changes dependent on : Revenue Requirement and Price
sensitivity
Tariff strategy indicates general change by sector
RR determines Average tariff change
30. Way Forward (cont)
• Phase 3
– Beneficiation Strategy to be concluded
– Review of the Tariff Methodology
– Valuation of the asset base
www.portsregulator.org 30
To include Stakeholder and government
consultation process