Another important factor influential to port operations is the ports different sub-structure and super-structure. Goulielmos & Pardali (2002) believed that, “the main determinant factors for a port sub-structure should be: (1) the length of the ports berth, (2) the ports depth at the seaport, (3) the total are of warehousing containers, (4) total storage capacity, and last but not least, (5) the number of the port cranes”. Goulielmos & Pardali (2002) were further of the opinion that, “these factors alone do not determine exactly the level of service or quality of ports. They suggested that factors such as accessibility and possible connections to mainland, as well as quality of ports information system could be mentioned”. ‘We count on the
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(1988) suggested that, “the most important factor in port operations is the ability to handle and store large shipments, which according to them is a proxy for port capacity”. They further stated that, “with the increasing significance on load centring in which international trade participants use a limited number of ports in a particular geographic area, it becomes crucial for individual ports to have adequate handling and storage capacity”. Of late, ports all over the world have tremendously increased capacity. As they strived to combat and address the lack of storage space in their facilities, new struggles with regards to the efficient use of storage spaces have emerged. Advances in logistics in the last decades gave a new meaning to the temporary storage on terminals. According to Kek Choo Chung (1993), “Instead of using the stacking area as a facilitator for a smooth synchronization between transport modes, shippers and logistics service providers started to use terminals as places for cheap storage of consignments. This change in the functional use of terminals implied that high dwell times at container yards were no longer an indication of a poor connectivity, low productivity and lack of synchronisation between maritime operations and land transport. It represents a divergence from conventional port productivity measures”. Additionally, Notteboom and Rodrigue (2008) shared the same sentiments, they were of the opinion that, “high containerised cargo dwell times got more and more associated with actions of actors in the supply chain who wanted to make maximum use of the free storage time offered to them from terminal operators”. They further mentioned that, “in most cases the purchaser can delay payment to the vendor until final delivery even if the consignment is conveniently available at the nearby terminal. Terminals became cheap buffers in supply chains”. They concluded that, “higher containerised cargo dwell times can, in some
(1988) suggested that, “the most important factor in port operations is the ability to handle and store large shipments, which according to them is a proxy for port capacity”. They further stated that, “with the increasing significance on load centring in which international trade participants use a limited number of ports in a particular geographic area, it becomes crucial for individual ports to have adequate handling and storage capacity”. Of late, ports all over the world have tremendously increased capacity. As they strived to combat and address the lack of storage space in their facilities, new struggles with regards to the efficient use of storage spaces have emerged. Advances in logistics in the last decades gave a new meaning to the temporary storage on terminals. According to Kek Choo Chung (1993), “Instead of using the stacking area as a facilitator for a smooth synchronization between transport modes, shippers and logistics service providers started to use terminals as places for cheap storage of consignments. This change in the functional use of terminals implied that high dwell times at container yards were no longer an indication of a poor connectivity, low productivity and lack of synchronisation between maritime operations and land transport. It represents a divergence from conventional port productivity measures”. Additionally, Notteboom and Rodrigue (2008) shared the same sentiments, they were of the opinion that, “high containerised cargo dwell times got more and more associated with actions of actors in the supply chain who wanted to make maximum use of the free storage time offered to them from terminal operators”. They further mentioned that, “in most cases the purchaser can delay payment to the vendor until final delivery even if the consignment is conveniently available at the nearby terminal. Terminals became cheap buffers in supply chains”. They concluded that, “higher containerised cargo dwell times can, in some