Developing Walvis Bay Port into a logistics gateway for southern Africa: Issues, challenges and the potential implications for Namibia’s future

Many developing countries wish to become the ‘gateway’ to a region or part of a continent.One strategy involves encouraging logistics cluster development. These hubs support global supply chains and may enable the economic growth of the host country through the resulting trade, as well as providing direct and indirect employment opportunities during the build and subsequent operation of the hub. Namibia intends to develop the Port of Walvis Bay to be come the preferred gateway to southern Africa and the Southern African Development Community region. This article builds on research on Caribbean cluster potential and Namibian logistics to identify the potential benefits and impact on development, as well as the drawbacks and risks of such a strategy

The Post-War Port Industry Development Models: the Effects on the Economic Development of the Port’s Hinterland.

The economic development of the port industry that followed the Second World War was based upon two economic theories trends. Until the late 70’s the model based on Keynesianism forms the basic idea for ownership, infrastructure, investment, pricing policy and role of ports. Since the early 80’s neoliberalism is adopted as a new model of development oversetting what was taken for granted until now and employing a new basis for the port production. Within this framework container ports are the spearhead. The reformed container port industry focuses on container terminals as links in the logistics’ chain with effectiveness in port production and in the integrated logistics’ chain being their main aim. For this purpose private investment and private port operators come forth. This paper tries to examine whether and in what ways the modern port affects the economic development of its local (port city) or broader (region) hinterland. How is this accomplished in the age of globalized economy?

Supply chain dynamics in Asia

Supply chain management in Asia is a relatively new topic but is a key challenge for all Asiabased manufacturers and traders trying to integrate into the global market. The purpose of this paper is to describe key supply chain issues faced in Asia. Many of these issues are related to the importance of a properly managed supply chain in enhancing firms' competitiveness, as well as supply chain security issues that force Asian firms to comply with numerous regulatory requirements. The critical role played by Asia-based logistics providers in facilitating supply chain integration is further explored. Logistics providers must be able to design effective and efficient supply chains in order to meet clients' needs. A case study is then presented to illustrate how supply chain dynamics affects supplier selection

UNPLUGGED CITY Escaping from Global Networks and Flows Trap? New Geographies of Logistics :: Urban and Regional Implications

The urban and regional influence of contemporary passengers, goods and information traffic within the new global economy based on knowledge and logistics, and the physical structures that shape the networks (harbours, airports, train stations, motorways) are assumed as capitally important. Nevertheless, so far, the impact of these dynamics is much more attached to hierarchical processes of socio-spatial fragmentation-segmentation-polarization rather than balanced re-distributive systems. Global connectivity has as much strengths as threats, and the integration within the new production, consumption and distribution geographies generates as much opportunities as irreversible mutations. Unplugged City is presented as an incursion on connectivity and accessibility, exploring the strengths and threats derived from the management of logistics and freight transport flows within the frame of the so-called “catch-up†economy. The Trans-European Transport Network Plan (TEN-T) will be on focus as the main policy-making framework behind the new geographical transformation in Europe. The importance of the exponential growing freight transport and logistic sector has been exposed as a key factor to understand the bases of current globalisation. The sharp changes generated by the dropping of transport cost in patterns of production-consumption-distribution geographies have to be contrasted with deep transformations of labour market, linkages between transport and industrial location and new network models. What is close is just what is cheap. Distances nowadays are no measured in kilometres or hours but in Euros, imposing a new logic for the global geographic structure. Regions with better access to locations of input materials and markets are assumed to be more productive, more competitive and hence more successful than more peripheral and isolated regions. But this hypothesis has to be urgently reformulated, contrasting transport policies with quantitative research and the appraisal of real socio-economic impact of the new transport geographies. The assumed idea of connectivity as pure benefiting will be critically discussed as a much complex phenomena. Corridors are fostering the survival of core regional centres meanwhile a growing regional imbalance is monitored; regions that still have to deal with environmental, budgetary and indirect issues derived from the management of these flows.

The Digitalisation of African Agriculture Report 2018-2019

An inclusive, digitally-enabled agricultural transformation could help achieve meaningful livelihood improvements for Africa’s smallholder farmers and pastoralists. It could drive greater engagement in agriculture from women and youth and create employment opportunities along the value chain. At CTA we staked a claim on this power of digitalisation to more systematically transform agriculture early on. Digitalisation, focusing on not individual ICTs but the application of these technologies to entire value chains, is a theme that cuts across all of our work. In youth entrepreneurship, we are fostering a new breed of young ICT ‘agripreneurs’. In climate-smart agriculture multiple projects provide information that can help towards building resilience for smallholder farmers. And in women empowerment we are supporting digital platforms to drive greater inclusion for women entrepreneurs in agricultural value chains

Commodities and Linkages: Meeting the Policy Challenge

The results of detailed empirical enquiry into the nature and determinants of the breadth and depth of linkages in and out of the commodities sector in eight SSA countries (Angola, Botswana, Gabon, Ghana, Nigeria, South Africa Tanzania, and Zambia) and six sectors (copper, diamonds, gold, oil and gas, mining services and timber) has shown extensive scope for industrial development (MMCP DP 13, 2011). A primary conclusion of this research was that policy in both the private and public realm was a prime factor holding back the development of linkages. Addressing this problem requires the closing of three sets of misalignments between policy and practice – within the corporate sector, within the public sector, and between the public sector and other stakeholders involved in linkage development. In addition, specific policies need to be developed, monitored and implemented in relation to the three contextual drivers of linkages from the commodity sector – skills and capabilities, infrastructure and policies towards ownership

Commodities and Linkages: Industrialisation in Sub-Saharan Africa

In a complementary Discussion Paper (MMCP DP 12 2011) we set out the reasons why we believe that there is extensive scope for linkage development into and out of SSA’s commodities sectors. In this Discussion Paper, we present the findings of our detailed empirical enquiry into the determinants of the breadth and depth of linkages in eight SSA countries (Angola, Botswana, Gabon, Ghana, Nigeria, South Africa Tanzania, and Zambia) and six sectors (copper, diamonds, gold, oil and gas, mining services and timber). We conclude from this detailed research that the extent of linkages varies as a consequence of four factors which intrinsically affect their progress – the passage of time, the complexity of the sector and the level of capabilities in the domestic economy. However, beyond this we identify three sets of related factors which determined the nature and pace of linkage development. The first is the structure of ownership, both in lead commodity producing firms and in their suppliers and domestic customers. The second is the nature and quality of both hard infrastructure (for example, roads and ports) and soft infrastructure (for example, the efficiency of customs clearance). The third is the availability of skills and the structure and orientation of the National System of Innovation in the domestic economy. The fourth, and overwhelmingly important contextual factor is policy. This reflects policy towards the commodity sector itself, and policy which affects the three contextual drivers, namely ownership, infrastructure and capabilities. As a result of this comparative analysis we provided an explanation of why linkage development was progressive in some economies (such as Botswana) and regressive in others (such as Tanzania). This cluster of factors also explains why the breadth and depth of linkages is relative advanced in some countries (such as South Africa), and at a very nascent stage in other countries (such as Angola)

Multi Agent Systems in Logistics: A Literature and State-of-the-art Review

Based on a literature survey, we aim to answer our main question: “How should we plan and execute logistics in supply chains that aim to meet today’s requirements, and how can we support such planning and execution using IT?†Today’s requirements in supply chains include inter-organizational collaboration and more responsive and tailored supply to meet specific demand. Enterprise systems fall short in meeting these requirements The focus of planning and execution systems should move towards an inter-enterprise and event-driven mode. Inter-organizational systems may support planning going from supporting information exchange and henceforth enable synchronized planning within the organizations towards the capability to do network planning based on available information throughout the network. We provide a framework for planning systems, constituting a rich landscape of possible configurations, where the centralized and fully decentralized approaches are two extremes. We define and discuss agent based systems and in particular multi agent systems (MAS). We emphasize the issue of the role of MAS coordination architectures, and then explain that transportation is, next to production, an important domain in which MAS can and actually are applied. However, implementation is not widespread and some implementation issues are explored. In this manner, we conclude that planning problems in transportation have characteristics that comply with the specific capabilities of agent systems. In particular, these systems are capable to deal with inter-organizational and event-driven planning settings, hence meeting today’s requirements in supply chain planning and execution.supply chain;MAS;multi agent systems

An evaluation of logistics policy enablers between Taiwan and the UK

Purpose: This paper aims to empirically identify crucial international logistics policy enablers and to examine their impacts on logistics performance using survey data collected from 169 responding firms in Taiwan and 109 responding firms in the UK including logistics companies, freight forwarders, shipping companies, agencies and airline companies. Design/methodology/approach: A multiple regression analysis is used as a method to empirically validate the research model. Findings: Results indicate the five most important logistics policy enablers according to Taiwanese logistics firms are information technology system, inland transport linkage, simplifying the customs clearance procedures, ports and maritime transport and having a policy to ensure efficient service operation and multiplicity of services. In contrast, for the UK logistics firms, the five most important logistics policy enablers are telecommunications, information technology system, avoidance of unnecessary regulation, inland transport linkage and ports and maritime transport. Results also indicate that logistics policy dimensions in terms of regulation, integration, infrastructure and logistics education have a positive influence on firms’ logistics service quality and efficiency. Originality/value: Theoretical and policy implications from the research findings on logistics policy between these two countries are discussed in this paper