Malmquist Productivity Index for Container Terminal

The current decade sees significant growth in worldwide seaborne container transportation and with it an essential need for optimization of its productivity.  Container ports and their terminals are required to remain competitive and able to handle the anticipated growth as there are huge challenges to increase its productivity, to reduce the spatial pressure and terminal congestion. The paper aims to analyse and measure the productivity of major container ports in Peninsular Malaysia. A non-parametric technique is employed to analyse and measure Malmquist productivity in estimating the utmost productive container terminals. The malmquist productivity results replicate the actual container ports productivity in line with resources within container terminals and obtained throughput. It is prove that current container terminals expansion by port operators in line with future demand. Keywords: Container terminal, DEA, Malmquist Productivity Inde

Efficiency of Operations in Container Terminals: A Frontier Method

Nowadays transporting cargo via containers are significant for every shipment. The movement of container involves multi modes to reach destination. In Malaysia, efficient transport networking systems are catalyst for container terminal in providing excellent services to their client. The paper focuses on the metamorphosis of the terminal efficiency and container movements at 6 major container terminals in Peninsular Malaysia. The aim is to analyse the efficiency of container terminals that contributes significant economic development in Peninsular Malaysia. Non parametric approach under frontier method is used to analyse panel data from 2003 to 2010 in relation with container terminal equipments and throughput. Result of the analysis shows no significant relationship between container terminal size and efficiency. Thus, efficiency is determined from allocation of resources efficiently by terminal operators and not by size of terminals. Keywords: Technical efficiency, Container terminal, Data envelopment analysis, Terminal productivity, Transportatio

An analysis of price disparity: Peninsular Malaysia and Sabah

This study examines the price differences between Peninsular Malaysia and Sabah from 2004 using quantitative and qualitative methods. For quantitative research, we employ disaggregate monthly consumer price indices for nine types of goods and services. Based on the Johansen co-integration test, the results reveal that the long-run relationship only exists for transport group. The findings using Granger pair-wise causality test indicated that the prices in Peninsular Malaysia do not determined the price in Sabah. Qualitative research was further conducted via interviews with stakeholders of shipping providers, port authority, government and special interest group show that the price disparity between Peninsular Malaysia and Sabah occurred due to trade imbalance, sluggish economic activities, poor accessibility between port and retailers, insufficient infrastructure and technical facilities and political sentiment

JMASM37: Simple Response Surface Methodology Using RSREG (SAS)

Response surface methodology (RSM) can be used when the response variable, y, is influenced by several variables, x’s. When treatments take the form of quantitative values, then the true relationship between response variables and independent variables might be known. Examples are given in SAS

Transportation dynamic behaviour of structural break and consumer price index

This paper studies the dynamic behaviour of transportation price in Peninsular Malaysia and Sabah from 2004 to 2015 using disaggregated monthly price data of consumer price index (CPI). For that, unit root tests and cointegration tests with structural breaks are incorporated. The findings indicated that (i) both Zivot and Andrews unit root test and Perron unit root test provided fairly similar results; most of the break points occurred in 2008, (ii) the variables cointegrate in the Johansen cointegration test which indicates that there is a long-run relationship and (iii) the Gregory and Hansen test also demonstrated some form of cointegration with structural break(s), especially in 2008. Overall, this study intends to match the structural break points with the comparable critical economic events

Rational speculative bubble size in Hang Seng, S&P500 and Nikkei 225 index trend from year 1976 until 2016

Rational speculative bubble size happens when the prices of an asset surpass its intrinsic value. This bubbles are harmful when burst because its gives a big impact towards the economic. The aims of this study is to show the size of rational speculative bubble existed from year 1976 until 2016. The period are separated into four which are the first cycle is from 1/11976 to 6/12/1987, the second cycle happen in 7/12/1987 to 12/8/1998, 13/8/1998 to 26/10/2008 for the third cycle and 27/10/2008 to 31/12/2016 for the fourth cycle. This study is also emphasizing on the trend of the rational speculative bubble from one cycle to another cycle. This bubbles size was studied in three markets which are Hang Seng, S&P 500 and Nikkei 225 by using generalized Johansen-Ledoit-Sornette model

Regression model analysis for vessel service time

Turnaround time in port industry portrays the capability and ability of a container terminal port in providing shipping services. This study is motivated by the rapid development in container terminal ports to provide efficient and effective services and high port productivity. The aim of this research is to develop mathematical relationships between port throughputs and port facilities. Presently, the factors that influence the performance of a port in terms of turnaround time are still debatable. This research proposes a regression model that relates the turnaround time and the port facilities. Two ports in Port Klang, i.e. the Westport and the Northport, were selected as the studied subjects from which the actual vessel call data were collected. A one - month data were used in the analysis. The overall results showed that the vessel turnaround time is highly correlated with crane allocation, number of containers loaded and discharged. The model relating these variables is in the form of multiple regression. The benefits of such a model include that of giving port operators the opportunity to determine optimum crane allocation in order to achieve the desired turnaround time given the quantity of containers to be processed

A regression model for vessel turnaround time

Turnaround time in port industry portrays capability and ability of container terminal in providing services. This study is motivated by the rapid development in port container terminal, in providing efficient and effective services and high port productivity, with the aim to achieve optimum port performance. Research arises from the issue between port throughputs (i.e. Teus- Twenty Footer Equivalent Unit) and port facilities (e.g. quay crane, prime movers etc), as currently it is not possible to determine significant factor(s) that influence port performance, in terms of turnaround time. For this purpose, the research proposes a regression model that relates these variables, i.e. turnaround time and port facilities. Two ports in Port Klang – Westport and Northport – are used as the subjects from which actual vessel call data collected between August 1 and August 31, 2005 are used. The results show that vessel turnaround time is highly correlated with crane allocation as well as the number of containers loaded and discharged. The benefits of such model include giving port operators opportunity to determine optimum crane allocation to achieve the desired turnaround time given the quantity of containers to be processed