UJIAN AKHIR SEMESTER

KINERJA PELABUHAN

Disusun Sebagai Tugas Ujian Akhir Semester

Mata Kuliah Kinerja Pelabuhan

Dosen Pengampu :

Dr. Cahya Purnomo, M. Sc

Disusun Oleh:

Ichbal Pangestu Wibowo

NRP 2242001

PROGRAM STUDI S1 TRANSPORTASI

SEKOLAH TINGGI MARITIM YOGYAKARTA
TAHUN 2023

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 UJIAN AKHIR SEMESTER KINERJA PELABUHAN

REVIEW BUKU
CHAPTER 4

Judul Buku Handbook Of Ocean Container Transport Logistics – Making Global

Supply Chains Effective
Penulis Paul Tae- Woo Lww And Jasmibe Siu Lee Lam
Reviewer Ichbal Pangestu Wibowo, (NRP 2242001)
Tanggal 10 Juli 2023
Metode Penelitian ini menggunakan metode deskriptif analitis, yaitu suatu metode
Penelitian yang mendeskripsikan hasil analisis masalah guna menjawab permasalahan
penelitian.
Hasil Penelitian 1. Main Problem

Busan, Hong Kong, Shanghai, and Singapore ports, referring to the

customer- centric community ports, so-called the Fifth Generation Ports, of
which the concept has been modified for evaluation.

The literature of competitiveness of container ports applied a number of

methods, among others, including time series analy- sis, DEA and SFA
methods, service quality analysis with importance-performance analysis
and Kano model, multi-criteria evaluation, survey of container ship opera-
tors and logistics managers, shift-share analysis and diversification indexes
such as Herfindahl-Hirschmann, marginal cost pricing approach, and game
theory.

However, they do not consider port competitiveness in relation to port

devolution according to a globalized economy with changes of production
and distribution channels, technology, city-port inter- face, government
policy, port users' behavior, pricing, environmental issue, as well as
security and safety.Lee and J. S. L. LamIntroduction A container port has
become a key element of global supply chain management (SCM) in
tandem with international trade development.

Numerous European and American container ports have left the top
echelons of the world container port rankings Out of 312.7 million TEUs
of the total container handling throughput in 2012, Asia's share amounts to
78.1 %, totalling 244.3 million TEUs.Claiming that the underlying

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 principles of port development policy drivers i.e., the Anglo-Saxon and the
Continental (European) Doctrines (Bennathan and Wal- ters 1979)
sufficient to explain the remarkable growth of container port developments
over the last four decades, Lee and Flynn (2011) proposed the Asian (Port)
Doctrine.

Concisely speaking, the Anglo-Saxon Doctrine considers that the port

should be financially self-sufficient and make a profit (or at least should not
make a loss), while the Continental (European) Doctrine views the port as
part of the social infrastructure and hence assesses its value in terms of its
contribution to the development of the region and not necessarily primarily
in terms of profitability.

The Asian Port Doctrine discusses how the 'Asian Doctrine' policy has
fostered the construction of or led to the construction of container terminals
in Singapore, Korea, China, and Taiwan. In addition, it illustrates the
central role of public ownership (with later supportive involvement of
private capital), the centrality of the economic policy maker as an agent in
port development, pricing approaches specific to the new doctrine, plus
providing examples of how Asian governments are more extensive in their
investment in waterside and landside infrastructure.

Unlike port developments in the UK and most of those in Europe, Asian

port developments have been driven by multi-dimensional roles of central
governments as port designer, developer, operator, port pricing maker,
mediator, and investor.Generally speaking, it seems that Asian container
ports such as Busan port and most Chinese ports have paid attention to their
capacity expansion to meet their own international trade at the initial
development stage responding to export-oriented economic policies, while
the Singapore container port is more concerned with trans- shipment
cargoes.

2. Discussion

The concept of generation type ports first intro- duced in 1994 by UNCTAD
with the third generation port has been followed by several well-founded
proposals for the fourth generation ports, Arguing that a four generation
framework is insufficient to reflect the port functions required by commu-
nity stakeholders’ requirements and the needs of port users in the rapidly
evolving globalised economic system, Flynn et al (2011) propose the 5th
Generation Ports, so-called ‘the port ladder customer-centric community-
focused port’ based on key differentiating features of 5GP.

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 Items The Fourth Generation Ports by UNCTAD The Fifth Generation
Ports modified by the Authors, Port cluster Handled through land-use
planning Port services provision integral to mission and vision.

Port leaders have role as “port clus- ter managers” in tandem with maritime
cluster contributing to generating value-added in in the context of logistics
hub. Maritime cluster Treated as separate from port function Still functional
independent of the port cluster, but subject to clustering, functional inter-
related with creative financial incentives to attract shipowner and cargo by
creating jobs and value-added.

Logistics hub Logistics developed as a back of port function; and Physical

Free Trade Zones and Logistics Parks Logistics seen as part of a mar- itime
logistics chain; Airport interface for high-value added flexibility and
Advanced Free Trade Zone and Logistic Park functions. Waterside Port
marketing as two dimensional price and quantity approach Ports developing
foreland strategies to capture transshipment cargoes in tandem with SCM
through pricing and other incentive policies.

Drawn by their survey among port experts, port service users, and port
system managers as shown, highlighting what factors are important for the
ports to characterize as ports moving from 4GP to 5GP. States that maritime
cluster covers functional independent port cluster and maritime cluster of
the port cluster, We argue that it has to harbor another incentive to meet
customers’ satisfaction to embody the core of ‘Customer-centric
Community Ports’. IT should cover single window system having one-stop
service because it is closely related to the feature of a logistics hub, we
indicated the modified features of 5GP in Table 4.2 to evaluate port
generation status of the four ports.

3. Conclution

Such analysis results are useful to evaluate major ports at the given
evaluation angle at the given time. However, these methods do not consider
competitiveness analyses of container port in relation to its devolution
according to a globalised economy with the change of production and
distribution channels, technology, city- port interface, government policy,
port users’ behavior, port stakeholders’ needs, port pricing, IT
development, environmental issue, security and safety.

This chapter attempted to evaluate port competitive edge of major Asian

container ports, community ports, so-called the Fifth Generation Ports

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 (5GP) proposed by Flynn et al. The case studies compared the situations of
port generations of the four major con- tainer ports in Asia..

In other words, leading container ports are evolving and progressing

towards a higher hier- archy in the port ladder. Among the eight items for
analyzing port generation status of the four ports, IT has reached the most
advanced stage with three ports being classified as 5GP, except for
Shanghai. As compared with major gateway ports such as Shanghai,
massive intermodal connection is not really applicable to Singapore due to
the small size of the city state and the port’s focus on transshipment traffic.

Referring to Hong Kong has achieved or is towards the 5GP status in five
items. The Hong Kong SAR government realised the issue and the Hong
Kong–Zhuhai–Macau Bridge is being constructed to improve the situation.

However, active port-city interface among port stakeholders is found in the

course of waterfront development in Busan Port. In addition, the literature
of port generations points out that the concept of 4GP is subjective.

This chapter is an original attempt for analysing port generation status by

combining a descriptive approach and a quantitative method. Therefore,
future research has first to develop a more sophisticated concept of 5GP
and then to evaluate generation status of container ports in an objective and
quantifiable way taking more cases of container hub port in Asia and
Europe.

“ THAT IS ALL AND THANK YOU ”

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