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Despite all the achievements in improving container terminal performance in terms of equipment and container stacking systems (CSS), terminal operators are still facing several challenges. One of these challenges is the lack of information about further transportation modes of the container, which leads to extra movements of the container inside the stacking area. Hence, we aimed to examine factors that affect container handling processes and to evaluate a container terminal’s overall equipment effectiveness. This study used data from a container terminal at the Port of Antwerp, Belgium. An agent-based model was developed based on a block-stacking strategy to investigate two scenarios: (1) having information about further transportation modes and (2) a base scenario. The Overall Equipment Effectiveness Index (OEE) was also adopted to evaluate the container terminal’s effectiveness in both scenarios. Results showed that having information on further transportation mode significantly increased the container outflow, and the OEE index improved compared to the base scenario’s results. Therefore, we recommend an integrated data-sharing system where all the stakeholders can share their information with no fear of losing their market share.
Mehdi Mazloumi; Edwin van Hassel. Improvement of Container Terminal Productivity with Knowledge about Future Transport Modes: A Theoretical Agent-Based Modelling Approach. Sustainability 2021, 13, 9702 .
AMA StyleMehdi Mazloumi, Edwin van Hassel. Improvement of Container Terminal Productivity with Knowledge about Future Transport Modes: A Theoretical Agent-Based Modelling Approach. Sustainability. 2021; 13 (17):9702.
Chicago/Turabian StyleMehdi Mazloumi; Edwin van Hassel. 2021. "Improvement of Container Terminal Productivity with Knowledge about Future Transport Modes: A Theoretical Agent-Based Modelling Approach." Sustainability 13, no. 17: 9702.
With the 2020 emergence of the COVID-19 pandemic, many production companies have re-inforced the rethinking their strategies of production location. In the 1980's and 1990's, one has witnessed a substantial shift of production activities. Increasing production activities led to increasing wage levels and land rents in developing countries since. COVID-19 may be a trigger that will re-inforce the nearshoring process. This paper develops and applies a framework with a quantitative and a qualitative part, so as to verify how a selected nearshoring candidate country performs. The quantitative part relies on a chain cost calculation model, while the qualitative part uses appreciations given by the decision maker to ‘time’, ‘value’ and ‘cost’. The framework is applied to a case with production located in China. In doing so, it is important to determine which sector one belongs to, since different characteristics will play a different role depending on the sector. Furthermore, transport costs typically do not have the biggest share in total supply costs, but may be decisive as they determine also the lead time and hence the costs related to stocks. Finally, it turns out that qualitative decision factors – rather linked to perception and personal preferences – do not always match economic outcomes.
Edwin van Hassel; Thierry Vanelslander; Kris Neyens; Hans Vandeborre; Dominique Kindt; Stefan Kellens. Reconsidering nearshoring to avoid global crisis impacts: Application and calculation of the total cost of ownership for specific scenarios. Research in Transportation Economics 2021, 101089 .
AMA StyleEdwin van Hassel, Thierry Vanelslander, Kris Neyens, Hans Vandeborre, Dominique Kindt, Stefan Kellens. Reconsidering nearshoring to avoid global crisis impacts: Application and calculation of the total cost of ownership for specific scenarios. Research in Transportation Economics. 2021; ():101089.
Chicago/Turabian StyleEdwin van Hassel; Thierry Vanelslander; Kris Neyens; Hans Vandeborre; Dominique Kindt; Stefan Kellens. 2021. "Reconsidering nearshoring to avoid global crisis impacts: Application and calculation of the total cost of ownership for specific scenarios." Research in Transportation Economics , no. : 101089.
As autonomous technologies proliferate in the shipping industry, limited research has been conducted on its potential implications on the Licensed Deck Officer. This research examines the potential benefits and risks of increased onboard automation with the reduction and/or removal of onboard crew on the Licensed Deck Officer. Qualitative methods of literature review, survey, and individual semi-structured interviews were used. The rating scale method and Likert Bar Graph scaling approach convey survey results. A Theoretical Thematic Analysis was used to analyze interview data. Reliability, validity, and objectivity of Subject Matter Experts (SMEs) interviewed are part of the research strategy. It was found that many barriers exist to the implementation of autonomous vessels, mostly revolving around crew and vessel safety. Reducing crews and increasing shipboard automation have potentially negative effects on the Licensed Deck Officer, including sensor over-reliance, decreased situational awareness, and increased complacency, while providing no reduction in onboard duties or fatigue. Changes in navigational, manning, and liability regulation must be addressed by maritime authorities first. The shipping industry’s mindset is slow to change, but with this inevitable technology, the mariner will adapt. Insights generated from this research will benefit involved stakeholders to better understand and prepare for changes in the maritime industry due to the onset of autonomous shipping.
Elspeth Hannaford; Edwin Hassel. Risks and Benefits of Crew Reduction and/or Removal with Increased Automation on the Ship Operator: A Licensed Deck Officer’s Perspective. Applied Sciences 2021, 11, 3569 .
AMA StyleElspeth Hannaford, Edwin Hassel. Risks and Benefits of Crew Reduction and/or Removal with Increased Automation on the Ship Operator: A Licensed Deck Officer’s Perspective. Applied Sciences. 2021; 11 (8):3569.
Chicago/Turabian StyleElspeth Hannaford; Edwin Hassel. 2021. "Risks and Benefits of Crew Reduction and/or Removal with Increased Automation on the Ship Operator: A Licensed Deck Officer’s Perspective." Applied Sciences 11, no. 8: 3569.
The present paper studies the bundling of road cargo flows of neighbouring seaports to a common hinterland. In specific cases, some hinterland flows can be too small to make bundling in a sufficient frequency possible. By combining the road freight flows of neighbouring ports, this problem can be solved. However, the additional cost of bundling and the loss of time need to be compensated for by a lower transport cost. The paper presents an empirical model for the 104 core Trans-European Transport Network (TEN-T) ports of the European Union (EU) and their 271 NUTS2 (Nomenclature of Territorial Units for Statistics) hinterland regions that allows identifying opportunities for bundling as well as the direct and external cost effects. By including the value of time (VOT) of each transport mode, the generalised cost is also calculated. The result is a business model that helps port authorities, and other port actors, to identify bundling projects that will lower the direct, generalised and external costs of the hinterland connectivity, thus increasing the port attractiveness for port users as well as lowering potential aversion by the surrounding community to port operations that create hinterland nuisance.
Joost Hintjens; Edwin Van Hassel; Thierry Vanelslander; Eddy Van De Voorde. Port Cooperation and Bundling: A Way to Reduce the External Costs of Hinterland Transport. Sustainability 2020, 12, 9983 .
AMA StyleJoost Hintjens, Edwin Van Hassel, Thierry Vanelslander, Eddy Van De Voorde. Port Cooperation and Bundling: A Way to Reduce the External Costs of Hinterland Transport. Sustainability. 2020; 12 (23):9983.
Chicago/Turabian StyleJoost Hintjens; Edwin Van Hassel; Thierry Vanelslander; Eddy Van De Voorde. 2020. "Port Cooperation and Bundling: A Way to Reduce the External Costs of Hinterland Transport." Sustainability 12, no. 23: 9983.
In this contribution, the effect of implementing the Rotterdam Maasvlakte II terminal is researched both from a shipper and from a shipowner perspective. More in particular, four scenarios are analysed: two scenarios in which the impact of opening Maasvlakte II is researched and two scenarios in which Maasvlakte II is assumed not to exist. In these latter two scenarios, the effect of potential congestion is calculated. For the calculations, we use a model which is able to calculate the total generalised chain cost for a supply chain. The calculations show that the impact on the total chain cost (the shipper’s perspective) of starting to use Maasvlakte II is rather limited. The congestion levels at Maasvlakte I (in 2012) were not so high that they caused a significant increase of the total chain cost. When it comes to the vessel cost in a port (the shipowner’s perspective), the total vessel cost increases rapidly because not the cost per TEU is relevant but rather the total cost of the vessel. Shipowners design the loop in such a way that it can offer the smallest generalised chain cost to their customers (the shippers) and also allows minimising their own cost. If Maasvlakte II were not built, the container throughput of the port of Rotterdam would not have been able to increase, without having heavy congestion. The excess growth would then have been absorbed mainly by the port of Antwerp. Therefore, the investments into the new Maasvlakte II in Rotterdam, as well as other port investment projects, should be evaluated as (very) long run investments.
Edwin Van Hassel; Hilde Meersman; Eddy Van De Voorde; Thierry Vanelslander. Impact of investing in new port capacity from a shipper and a shipowner perspective: The case of maasvlakte II. Case Studies on Transport Policy 2020, 8, 1170 -1180.
AMA StyleEdwin Van Hassel, Hilde Meersman, Eddy Van De Voorde, Thierry Vanelslander. Impact of investing in new port capacity from a shipper and a shipowner perspective: The case of maasvlakte II. Case Studies on Transport Policy. 2020; 8 (4):1170-1180.
Chicago/Turabian StyleEdwin Van Hassel; Hilde Meersman; Eddy Van De Voorde; Thierry Vanelslander. 2020. "Impact of investing in new port capacity from a shipper and a shipowner perspective: The case of maasvlakte II." Case Studies on Transport Policy 8, no. 4: 1170-1180.
In order to face challenges and threats arising from narcotics in ports, customs authorities need to achieve substantial enhancement in the supervision of the container supply chain by improving the current control operations and by introducing additional highly efficient technological (and other) measures and means, thereby significantly improving the supervision ratio within this supply chain. At the same time, the cost and time impact on international supply chains through the port must be kept to a strict minimum, in order to safeguard the competitive position of ports. This paper studies and identifies well-suited state-of-the-art/new technological solutions that should make it possible to screen the maximum possible number of containers (primarily in relation to imports) the most time-effectively. A two-dimensional methodology was applied within the project. First, several interviews were held with associations of shipping companies, forwarders, shippers, terminal operators and customs authorities, in order to combine knowledge gained from the technological assessment with experience from the professional field. Results from the interviews were used to map the current scanning process, as well as the potential for changes to that process. Second, the following tools, solutions and techniques were used as part of the feasibility study and a supply chain impact analysis study: X-ray technology and electromechanical techniques, both supported and not by AI. The results obtained indicate that increasing the scanning rate will increase the cost of scanning for terminals. These costs will be significantly higher than they currently are, particularly for large container terminals. Furthermore, congestion at the terminal and delays in the operational process are essential issues that must be addressed. In the results, distinctions can be made amongst the various types of terminals and scenarios.
Seyed Abolfazl Mohseni; Evy Onghena; Edwin van Hassel; Thierry Vanelslander. Security in the maritime container supply chain: what is feasible and realistic? Journal of Transportation Security 2020, 1 -27.
AMA StyleSeyed Abolfazl Mohseni, Evy Onghena, Edwin van Hassel, Thierry Vanelslander. Security in the maritime container supply chain: what is feasible and realistic? Journal of Transportation Security. 2020; ():1-27.
Chicago/Turabian StyleSeyed Abolfazl Mohseni; Evy Onghena; Edwin van Hassel; Thierry Vanelslander. 2020. "Security in the maritime container supply chain: what is feasible and realistic?" Journal of Transportation Security , no. : 1-27.
Sustainable transport is an important way of mitigating climate change. Inland navigation still is a sustainable mode of transport which is of great importance for the whole European transport market. However, due to its market structure, it risks losing the battle for volume and market share with the other transportation modes. Opting for inductive research approach, this paper first of all collects data. Next, the paper observes the market of the European inland navigation sector and looks for patterns in order to develop a set of structural pathways. From the data collection, it turns out that the sector is facing challenges, mainly due to overcapacity, uncontrolled costs and volatile freight prices. The classical reaction pattern to overcome these shortcomings (capacity control, cost control, playing with ‘time’ and ‘reliability’ factors) does no longer suffice. By analyzing the patterns, the researchers were able to formulate five pathways: A first path is that of technological/operational innovation or retrofitting for ecological and social sustainability. A second path is that of industrial economics: inland navigation is marked by a lot of fragmentation. A solution might be pooling up, whereby the risk of anti-competitive impacts seems very low. A third path is that of financing: the classical financing through banks clearly provides no incentive for reducing overcapacity, even not through bankruptcies. Actual lay-up of vessels seems a must. For longer-run financing, bonds, credit unions or even crowd-funding can be solutions. A fourth path builds on the second one, with more co-operation needed within the wider sector, also with vertically-related partners: charterers, terminal operators, etc. Fifth and finally, a dynamic regulation is needed, following modern rules, with an eye on the longer-term viability of the sector.
Christa Sys; Eddy Van de Voorde; Thierry Vanelslander; Edwin van Hassel. Pathways for a sustainable future inland water transport: A case study for the European inland navigation sector. Case Studies on Transport Policy 2020, 8, 686 -699.
AMA StyleChrista Sys, Eddy Van de Voorde, Thierry Vanelslander, Edwin van Hassel. Pathways for a sustainable future inland water transport: A case study for the European inland navigation sector. Case Studies on Transport Policy. 2020; 8 (3):686-699.
Chicago/Turabian StyleChrista Sys; Eddy Van de Voorde; Thierry Vanelslander; Edwin van Hassel. 2020. "Pathways for a sustainable future inland water transport: A case study for the European inland navigation sector." Case Studies on Transport Policy 8, no. 3: 686-699.
Objective To improve safety and address current employment challenges in the waterborne transport sector, the VT concept is developed. The VT is a vessel platooning concept that is semi-autonomous. The VT is composed by one Leader Vessel (LV) and Follower Vessels (FVs) that will be connected with each other with sensors. The research examines from a business-economic and societal perspective, whether it is interesting to invest in and use the VT, instead of sailing with a conventional vessel. Methods The business-economic performance of the VT is tested from theperspective of the vessel owner (VO) for the inland navigation trajectory Antwerp – Rotterdam – Duisburg, using a relevant transport model. With this research, the results allow comparison of the total costs of the reference scenario with alternative VT scenarios and thus allow to see which of the scenarios are interesting for the VOs to invest in and use the VT. From a societal perspective, the expected modal shift from road (and possibly rail) to inland waterways and the external cost savingsfor the society are calculated. Results The results show that for some scenarios the expected benefits of the society are high, thanks to the modal shift from road (and rail) to inland waterway transport (IWT) mode and to the reduced external costs. However, for the scenarios with negative business-economic cost savings, negative welfare gains are found due to the likelihood of reverse modal shift from IWT to road (and rail), because the VT is found more expensive than the conventional sailing. Implications for research/policy If all the actors of the VT project have benefits, being theVO, the VT organizer (VTO) and the cargo owner (CO), the implementation of the VT concept will be decided. The implementation of the concept can still be decided, if the loss of one of the actors is compensated by the other(s) actor(s). Thus, subsidies by the government are not needed. However, what is needed is the change of the current legislation that would allow the sailing of the VT with reduced crew on board in inland waterways.
Hilde Meersman; Eleni Moschouli; Loghman NanwayBoukani; Christa Sys; Edwin van Hassel; Thierry Vanelslander; Eddy Van De Voorde. Evaluating the performance of the vessel train concept. European Transport Research Review 2020, 12, 1 -11.
AMA StyleHilde Meersman, Eleni Moschouli, Loghman NanwayBoukani, Christa Sys, Edwin van Hassel, Thierry Vanelslander, Eddy Van De Voorde. Evaluating the performance of the vessel train concept. European Transport Research Review. 2020; 12 (1):1-11.
Chicago/Turabian StyleHilde Meersman; Eleni Moschouli; Loghman NanwayBoukani; Christa Sys; Edwin van Hassel; Thierry Vanelslander; Eddy Van De Voorde. 2020. "Evaluating the performance of the vessel train concept." European Transport Research Review 12, no. 1: 1-11.
The works to double the capacity of the Panama Canal were completed in 2016. This may have significant implications on the maritime flows of goods, both locally and on international shipping routes between the US, Asia and Europe. This paper examines the impact of the expanded Panama Canal on potential shifts of cargo flows from different port regions in either the US or Europe via different case studies. The analysis uses a model designed for calculating the generalised cost of transporting a container from origin to destination. This model has been extended with more detailed geographical coverage for the US and additional functionalities. From the different performed case studies, before and after the expansion of the Panama Canal, for cargo flows form the US to Europe, it can be concluded that there is an effect of the new Panama Canal on the port range selection, in both the US and even, to a lesser extent, also in Europe. This article is a revised and expanded version of a paper entitled Impact of the new Panama Canal on the competitiveness of the Hamburg - Le Havre range ports presented at the 44th European Transport Conference 2016, 05-07 October, 2016, Barcelona, Spain.
Edwin van Hassel; Hilde Meersman; Eddy Van de Voorde; Thierry Vanelslander. The impact of the expanded Panama Canal on port range choice for cargo flows from the U.S. to Europe. Maritime Policy & Management 2020, 48, 610 -628.
AMA StyleEdwin van Hassel, Hilde Meersman, Eddy Van de Voorde, Thierry Vanelslander. The impact of the expanded Panama Canal on port range choice for cargo flows from the U.S. to Europe. Maritime Policy & Management. 2020; 48 (5):610-628.
Chicago/Turabian StyleEdwin van Hassel; Hilde Meersman; Eddy Van de Voorde; Thierry Vanelslander. 2020. "The impact of the expanded Panama Canal on port range choice for cargo flows from the U.S. to Europe." Maritime Policy & Management 48, no. 5: 610-628.
International maritime shipping is confronted from 2006 onwards with regulation until 2030 by different policy actors (i.e. International Maritime Organization, hereafter IMO), the EU) in order to improve the ecological performance of maritime shipping, and will face more so in the future. Many of these regulations concern the reduction of air pollution of vessels both globally and in particular in so-called Emission Control Areas (ECA’s).In this research, the economic impact of alternative technologies in order to reduce the Sulphur emissions in existing ECA zones is analyzed both from the perspective of the vessel owner, as well as for the evaluation of generalized chain cost, hence from the shipper point of view.The container carriers can choose different methods to comply with the new regulations, such as switching fuel types (Liquefied Natural Gas (LNG), Marine Diesel Oil (MDO)) or opting for innovative technologies like installing scrubber systems.The goal of this research is twofold: first, to discover alternative available technologies to mitigate Sulphur emissions according to the literature; second, to evaluate economically the selected technologies both from vessel owners and shippers perspectives.In order to study this, an update of an existing model is used. The added value of the extended model is threefold: calculating the generalized chain cost of transporting a container from the origin (US and Asia) to a destination in the EU, incorporating in the model the different ECA zones in the world and integrating more detailed fuel cost calculations and capital cost for different engine types or technologies used.The methodology used in this research is an extension of an existing model which is updated for the purpose of this research. This update includes a new functionality to allow calculating the vessel owner cost for different fuel types and propulsion systems (Heavy Fuel Oil or HFO, MDO and LNG). Next to that, more maritime distance data is collected containing the distance sailed in ECA zones. This means that for each port-to-port combination, in the total maritime distance database in the model, this additional information is added. Based on this information, the fuel cost can be calculated when a vessel is sailing in ECA zones using either MDO, LNG or HFO (including a scrubber).The research is particularly interesting for logistics operators, legislation regulators and academia. The extended model allows calculating the best economic solutions for selected routes. For logistics operators and in particular for shippers, the results allow making the most rewarding investments from an economic point of view and affirm the importance of different technologies on the generalized chain cost. The results indicate that the price of the different fuels (and the spread between them) displays an important factor in the overall outcome.
Seyed Abolfazl Mohseni; Edwin van Hassel; Christa Sys; Thierry Vanelslander. Economic evaluation of alternative technologies to mitigate Sulphur emissions in maritime container transport from both the vessel owner and shipper perspective. Journal of Shipping and Trade 2019, 4, 1 -27.
AMA StyleSeyed Abolfazl Mohseni, Edwin van Hassel, Christa Sys, Thierry Vanelslander. Economic evaluation of alternative technologies to mitigate Sulphur emissions in maritime container transport from both the vessel owner and shipper perspective. Journal of Shipping and Trade. 2019; 4 (1):1-27.
Chicago/Turabian StyleSeyed Abolfazl Mohseni; Edwin van Hassel; Christa Sys; Thierry Vanelslander. 2019. "Economic evaluation of alternative technologies to mitigate Sulphur emissions in maritime container transport from both the vessel owner and shipper perspective." Journal of Shipping and Trade 4, no. 1: 1-27.
The inland tanker sector in the Antwerp - Rotterdam - Amsterdam (ARA) -Rhine region has the newest and most modern inland tankers in the world of shipping sector. The sector is characterized by a dynamic and a volatile market on both the demand and the supply sides. On the supply side, the market is dynamic with many new and large tank barges that are added to the fleet. Moreover, the total tank barge market is characterized by high volatility on the supply side (due to fluctuating water levels on the river Rhine). On the demand side, the demand is derived from two main sub-sectors. The first one is the mineral sector (crude oil, fuels and fuel derivatives), and the second one is the chemical sector. Hence, the volatility in demand arises from the fuel trade trends and the crude oil price. The main objective of this paper is to provide an insight into the inland tank barge sector and to identify the factors that are impacting the transport volume of the tank barge sector by means of an error correction model (ECM). Moreover, a forecast for the potential demand is made based on 3 scenarios.
Edwin van Hassel; Yasmine Rashed. Analyzing the tank barge market in the ARA - Rhine region. Case Studies on Transport Policy 2019, 8, 361 -372.
AMA StyleEdwin van Hassel, Yasmine Rashed. Analyzing the tank barge market in the ARA - Rhine region. Case Studies on Transport Policy. 2019; 8 (2):361-372.
Chicago/Turabian StyleEdwin van Hassel; Yasmine Rashed. 2019. "Analyzing the tank barge market in the ARA - Rhine region." Case Studies on Transport Policy 8, no. 2: 361-372.
Automation is an ongoing development that has already changed the inland waterway transport sector (IWT) fundamentally. One of the next possible steps is the technology for fully automated operation systems under conditions and with the possibility for human intervention from on-shore. This article develops and explores a fully automated and unmanned inland vessel and questions if a positive business case for the IWT and society is possible. It also identifies the success and failure factors of this innovation. Two analyses were applied regarding barriers that could prevent market uptake (System of innovation approach, SIA), and the social costs and benefits of automation (Social Cost/Benefit Analysis, SCBA). The innovation has the potential to be disruptive in the entire supply chain as all transport modes are discovering their automation potential. The technology is assumed to have a possible impact on vessel safety, trip planning, fuel efficiency and even freight capacity. Also the institutional framework of the European IWT is taken in account regarding crew requirements and safety standards.
E. Verberght; E. Van Hassel. The automated and unmanned inland vessel. Journal of Physics: Conference Series 2019, 1357, 012008 .
AMA StyleE. Verberght, E. Van Hassel. The automated and unmanned inland vessel. Journal of Physics: Conference Series. 2019; 1357 (1):012008.
Chicago/Turabian StyleE. Verberght; E. Van Hassel. 2019. "The automated and unmanned inland vessel." Journal of Physics: Conference Series 1357, no. 1: 012008.
Peter Shobayo; Edwin Van Hassel. Container barge congestion and handling in large seaports: a theoretical agent-based modeling approach. Journal of Shipping and Trade 2019, 4, 1 .
AMA StylePeter Shobayo, Edwin Van Hassel. Container barge congestion and handling in large seaports: a theoretical agent-based modeling approach. Journal of Shipping and Trade. 2019; 4 (1):1.
Chicago/Turabian StylePeter Shobayo; Edwin Van Hassel. 2019. "Container barge congestion and handling in large seaports: a theoretical agent-based modeling approach." Journal of Shipping and Trade 4, no. 1: 1.
Edwin Van Hassel; Thierry Vanelslander. Guest editorial. Maritime Business Review 2019, 4, 2 -3.
AMA StyleEdwin Van Hassel, Thierry Vanelslander. Guest editorial. Maritime Business Review. 2019; 4 (1):2-3.
Chicago/Turabian StyleEdwin Van Hassel; Thierry Vanelslander. 2019. "Guest editorial." Maritime Business Review 4, no. 1: 2-3.
From a European, regional and local perspective, as well as from the perspective of port authorities, it is important that waterborne transport becomes sustainable. As possible solutions to comply with new types of legislation (SECA-zones), shipping companies consider amongst others the use of liquefied natural gas (LNG) and low sulphur fuel. An important aspect in the choice of fuel are the current bunker strategies of the shipping companies. Therefore, this research deals with the bunker market and wants to increase the insight into the strategy of the shipping companies, why they bunker in Antwerp or in another port (e.g. Rotterdam). Which criteria are the most important: the price per tonne, the quality of the fuel, or another characteristic (e.g. calling pattern)? The research question is answered with a discrete choice experiment, evaluating the preferences of the shipping lines. A multinomial logit model is chosen for this experiment because of the low expected number of respondents. The research is further expanded with more in-depth interviews with bunkering decision makers of various shipping companies.
Raimonds Aronietis; Christa Sys; Edwin van Hassel; Thierry Vanelslander. Investigating the bunkering choice determinants: the case of the port of Antwerp. Journal of Shipping and Trade 2017, 2, 8 .
AMA StyleRaimonds Aronietis, Christa Sys, Edwin van Hassel, Thierry Vanelslander. Investigating the bunkering choice determinants: the case of the port of Antwerp. Journal of Shipping and Trade. 2017; 2 (1):8.
Chicago/Turabian StyleRaimonds Aronietis; Christa Sys; Edwin van Hassel; Thierry Vanelslander. 2017. "Investigating the bunkering choice determinants: the case of the port of Antwerp." Journal of Shipping and Trade 2, no. 1: 8.
Osama Al Enezy; Edwin Van Hassel; Christa Sys; Thierry Vanelslander. Developing a cost calculation model for inland navigation. Research in Transportation Business & Management 2017, 23, 64 -74.
AMA StyleOsama Al Enezy, Edwin Van Hassel, Christa Sys, Thierry Vanelslander. Developing a cost calculation model for inland navigation. Research in Transportation Business & Management. 2017; 23 ():64-74.
Chicago/Turabian StyleOsama Al Enezy; Edwin Van Hassel; Christa Sys; Thierry Vanelslander. 2017. "Developing a cost calculation model for inland navigation." Research in Transportation Business & Management 23, no. : 64-74.
Raimonds Aronietis; Christa Sys; Edwin van Hassel; Thierry Vanelslander. Forecasting port-level demand for LNG as a ship fuel: the case of the port of Antwerp. Journal of Shipping and Trade 2016, 1, 1 .
AMA StyleRaimonds Aronietis, Christa Sys, Edwin van Hassel, Thierry Vanelslander. Forecasting port-level demand for LNG as a ship fuel: the case of the port of Antwerp. Journal of Shipping and Trade. 2016; 1 (1):1.
Chicago/Turabian StyleRaimonds Aronietis; Christa Sys; Edwin van Hassel; Thierry Vanelslander. 2016. "Forecasting port-level demand for LNG as a ship fuel: the case of the port of Antwerp." Journal of Shipping and Trade 1, no. 1: 1.
This article examines environmental policy impacts on competition between the European container ports in the Hamburg–Le Havre range on the one hand and the Mediterranean ports on the other. More in particular, two scenarios are considered: the internalisation of external cost on the European hinterland and the establishment of a Sulphur Emission Control Area (SECA) in the North Sea region. Geographically, applications are made for container loops from both Asia and South America to Europe. A total chain model is applied that incorporates the maritime, port and hinterland legs of the supply chain. The calculations show that the effects of either policy option would not significantly impact on the theoretical captive hinterland of respectively the Hamburg–Le Havre range and the ports of the Mediterranean, as the effects measured are smaller than the error margin of the model applied. Additionally, it is found that the impacts of the two policy options on competition between ports in the Hamburg–Le Havre range and the Mediterranean ports would differ for the two container loops considered.
Edwin Van Hassel; Hilde Meersman; Eddy Van De Voorde; Thierry Vanelslander. North–South container port competition in Europe: The effect of changing environmental policy. Research in Transportation Business & Management 2016, 19, 4 -18.
AMA StyleEdwin Van Hassel, Hilde Meersman, Eddy Van De Voorde, Thierry Vanelslander. North–South container port competition in Europe: The effect of changing environmental policy. Research in Transportation Business & Management. 2016; 19 ():4-18.
Chicago/Turabian StyleEdwin Van Hassel; Hilde Meersman; Eddy Van De Voorde; Thierry Vanelslander. 2016. "North–South container port competition in Europe: The effect of changing environmental policy." Research in Transportation Business & Management 19, no. : 4-18.
In recent years, an increase in the size of the container ships could be observed. The question is how these larger ships will influence the total generalised costs from a port of loading to a destination in the European hinterland. The second question is whether a scale increase of the container ships on other loops, such as a loop from the United States to Europe, has the same impact on the generalised chain costs as on the loop from Asia to Europe. A derived question is which element of the total chain has the highest importance, and whether this balance varies as the ship size changes. In this article, a model is developed that allows answering the above research questions. The model is designed to simulate the cost of a complete loop of a container ship and of a chain that uses that same loop. For the chain cost simulation, the maritime part is determined by the loop. From the ports of loading and unloading, the port container handling and the hinterland transportation costs are also integrated. The model also allows calculating the total chain cost from a point of origin (either a hinterland region or a port) to a destination point (also a port or a hinterland region). An actual container loop of a container shipping company can be introduced in the model. An application is made to two existing container loops, namely from Asia respectively the United States to Europe. It turns out that changing ship does indeed lead to economies of scale, but also that the impact is larger on the Asia–Europe connection than on the US–Europe connection. Furthermore, the maritime component has the biggest share in the total chain cost, but as ship size increases, the shares start getting closer to each other. This research contributes to the existing literature in two ways. First of all, it quantifies the impact of the scale increase of container ships throughout the total chain. Second, this is done from a bottom-up engineering modelling approach.
Edwin Van Hassel; Hilde Meersman; Eddy Van De Voorde; Thierry Vanelslander. Impact of scale increase of container ships on the generalised chain cost. Maritime Policy & Management 2016, 43, 192 -208.
AMA StyleEdwin Van Hassel, Hilde Meersman, Eddy Van De Voorde, Thierry Vanelslander. Impact of scale increase of container ships on the generalised chain cost. Maritime Policy & Management. 2016; 43 (2):192-208.
Chicago/Turabian StyleEdwin Van Hassel; Hilde Meersman; Eddy Van De Voorde; Thierry Vanelslander. 2016. "Impact of scale increase of container ships on the generalised chain cost." Maritime Policy & Management 43, no. 2: 192-208.
There is a significant increase in the attention given to green maritime ship technologies due to the growing importance of sustainable operations. The driving force behind this development is the implementation of several new legislative actions taken by the International Maritime Organization (IMO) and the European Union (EU). One of the main questions that arise is whether this new emission legislation stimulates the implementation of sustainable energy-efficient maritime technologies. In this paper, a framework is developed that allows linking the different emission legislation initiatives in different countries with the technical energy-efficient solutions that could be used to comply with the legislation. Based on this framework, the main research question can be answered. It turns out that the EEDI (Energy-Efficient Design Index) does not in the first place stimulate the introduction of new ship engine technologies nor the use of alternative fuels, but rather makes shipping companies order ships with a reduced design speed. SEEMP (Ship Energy Efficient Management Plan) on the contrary makes companies shift to bi-fuel engine systems, rather than fully to alternative energy systems. The findings are of relevance both to policy-makers and to shipping companies.
Laurence Stevens; Christa Sys; Thierry Vanelslander; Edwin van Hassel. Is new emission legislation stimulating the implementation of sustainable and energy-efficient maritime technologies? Research in Transportation Business & Management 2015, 17, 14 -25.
AMA StyleLaurence Stevens, Christa Sys, Thierry Vanelslander, Edwin van Hassel. Is new emission legislation stimulating the implementation of sustainable and energy-efficient maritime technologies? Research in Transportation Business & Management. 2015; 17 ():14-25.
Chicago/Turabian StyleLaurence Stevens; Christa Sys; Thierry Vanelslander; Edwin van Hassel. 2015. "Is new emission legislation stimulating the implementation of sustainable and energy-efficient maritime technologies?" Research in Transportation Business & Management 17, no. : 14-25.