The World Port Strategy Forum is a CEO driven which will discuss and debate the development of Port Authorities regarding the logistics strategy for ports, locally and globally.The discussion will focus on the development of Hong Kong, Shenzhen and South China with respect to Port Logistics and how Port Authorities are managing Coordination, Communication and Control globally and locally, in pursuit of a better logistics product.

Globalization means that more and more goods flow between continents and subsequently the traditional role of ports in the wider supply chain context is being subject to a process of radical review.
In broad terms, the traditional port model is being replaced by a model which focuses on logistics service quality which in turn has brought the performance of ports and their logistics communities in to sharp focus.Given the combined perception of port logistics by its final clients – shipping companies, importers/exporters- who perceives the quality in a port in a combined manner, with little differentiation among its specific services and many different types of agents, coordination, communication and control amongst stakeholders is key to guaranteeing the quality of port services.Across the world “First Mover” port authorities and their communities alive to these new challenges have devised and developed a myriad of strategies and programs designed to deliver a seamless integrated logistics product to their clients. Identifying early adopters and researching their experiences has been the work of the Institute for the last 4 years and now sharing our best 12 case studies from right across the world with a global audience will be our work for the next two.Our vision is to improve global logistics one port at a time.

The south China port of Shenzhen reported the lowest growth percentage of mainland ports last year, its throughput increasing by just 0.27 per cent. As an export port, that seems about right given the trade slowdown, until you look to the north and see that Shanghai grew by more than nine per cent in 2011.
The problem for Shenzhen, and Hong Kong, is that factories are drifting inland and the ones that are going make goods that are transported in marine containers. Government policies against low value polluting goods, rising labour and rent costs, generous incentives to Go West – all are seeing momentum gathering in the migration inland.
This is undercutting throughput at Shenzhen’s Chiwan, Shekou and Yantian terminals, but the falling numbers have not gone unnoticed. The port authorities are doing what hub airports like Hong Kong have been doing for years: If the cargo is moving further away, go and fetch it.
Factories moving to the rapidly emerging industrial municipality of Chongqing are closer to the Yangtze River and the waterway is a more logical route to a hub port, which is Shanghai.
So Shenzhen is establishing rail links to inland cities to capture the containerised cargo before it gets on the river and is lost. The port has 15 rail links to cities such as Chongqing and Kunming and plans to build more in the future.
Helping Shenzhen are the serious problems involved in using the Yangtze as a transport corridor. Congestion, drought, too shallow, limited capacity –the sort of issues that will make a forwarder look for alternatives.
Unfortunately, rail also comes with its own issues, limited capacity being one of the biggest ones. Only one per cent of China’s cargo travels by rail, which is reserved largely for passengers and coal. During national holidays when billions of journeys are made, forget it.
But when it comes to overcoming infrastructure challenges, China is a master. Five years from now the Yangtze will be dredged to a depth that can accommodate larger vessels, easing capacity and making the transport of containers cheaper. Rail links will also be strengthened between the manufacturing heartland and coastal ports. (maritimeprofessional.com)

The Port of Virginia has encountered similar challenges to Shenzhen in relation to rail connectivity to the hinterland. The forum will discuss Virginia Port Authority’s rail strategy for overcoming these challenges and how global ports can adopt these methods to improve their hinterland connectivity and overall logistics product, therefore increasing revenue.
The discussion will also include the Port of Zeebrugge, Belgium who run a best in class short-sea shipping service. Zeebrugge will also present their Port Connect Program. This is a global benchmark in running a barge connection and a rail connection

INTRODUCTION TO FORUM[dopts id=”85″]
Year in Review[dopts id=”82″]
Expansion of China 3PL Roles[dopts id=”83″]
China OFDI[dopts id=”84″]

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Container Terminal Quality System Power Point Presentation with Audio
Container Terminal Quality System Brochure
CASE STUDIES
2011: Case Study: Muuga Container Terminal
2012: Case Study: HHLA Container Terminal Altenwerder results of CTQS Implementation
MEDIA
2007: Lloyds List “Standard for terminal quality emerges after three years” Katrin Berkenkopf
2007: Germanischer Lloyd Press Clippings
2008: Deliver Magazine “Uniform Standards for Container Port Terminals” Sergi Mikhallov
2009: “HHLA’s CTA Terminal Achieves CTQI For Second Consecutive Year” GIL Press
RESEARCH
2007: Reasoning and Methodology for the Creation of a Global Standard for
Port Performance in Container Terminal Operations