Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP joint stock company greenport terminal

MINISTRY OF TRANSPORTATION MINISTRY OF EDUCATION & TRAINING VIETNAM MARITIME UNIVERSITY STUDENT NAME: TO DINH BACH DISSERTATION GLOBAL STUDIES AND MARITIME AFFAIRS RECOMMENDATIONS TO

MINISTRY OF TRANSPORTATION MINISTRY OF EDUCATION & TRAINING

VIETNAM MARITIME UNIVERSITY

STUDENT NAME: TO DINH BACH

DISSERTATION

GLOBAL STUDIES AND MARITIME AFFAIRS

RECOMMENDATIONS TO REDUCE THE CONTAINER TRUCK CONGESTION IN ENTRANCE GATES AT A PORT OF VICONSHIP

JOINT STOCK CONPANY- GREENPORT TERMINAL

MINISTRY OF TRANSPORTATION MINISTRY OF EDUCATION & TRAINING

VIETNAM MARITIME UNIVERSITY

STUDENT NAME: TO DINH BACH

CLASS: GMA 02

DISSERTATION

GLOBAL STUDIES AND MARITIME AFFAIRS

RECOMMENDATIONS TO REDUCE THE CONTAINER TRUCK CONGESTION IN ENTRANCE GATES AT A PORT OF VICONSHIP

JOINT STOCK CONPANY- GREENPORT TERMINAL

Division: Basic economic

Faculty: Global Studies and Maritime Affairs

Purpose of the paper is to evaluate situation of container truck congestion in terminal gatesat a port of VICONSHIP joint stock company- Greenport terminal Then, recommendations are suggested to reduce container truck congestion in Greenport terminal gates

There are five main parts in this paper:

1 Introduction

2 Chapter 1: Literature review

3 Chapter 2: Situation of container truck congestion in Greenport terminal gates

4 Chapter 3: Recommendations to reduce the truck congestion in Greenport terminal gates

ABSTRACT

Vietnam is a favorable natural country having 3200 km sea-way So the development of maritime transports will bring benefits for country, especially in container transportation There are 72% container level approximately imported and exported in South Vietnam ports and 26% in North ports, Vietnam ports could compete to another region such as Singapore, Hong Kong or Busan (Thai Van Vinh, 2007) In fact, many ports are facing heavy truck congestion in the terminal, which leads to longer truck waiting time and lower operation efficiency (Xiaoju Zhang, et.al, 2013) Although Vietnam built so many large container ports, container truck congestion still occur in major terminal gate because volume of container exceeds in rush period

Then, what is the cause of the congestion problem at the port container and how to resolve this situation? The research figures out the underlying cause of the problem and offers some solutions to remedy the situation, as well as to develop Vietnam's seaports

The research will contribute some positive solution to address the immediate situation contributing to Vietnam's seaport grows and brings many benefits not only for the state but also for the whole society

TABLE O F CON TENT S

PREFACE 1

ABSTRACT 2

ACKNOWLEGEMENT 3

LIST OF ABBREVIATIONS 7

LIST OF TABLES 8

LIST OF FIGURES 9

INTRODUCTION 10

1 Introduction 10

2 Methodology 10

3 Research scope 10

CHAPTER I: LITERATURE REVIEW 11

1.1 Seaport 11

1.1.1 Definition of Seaport 11

1.1.2 Functions of Seaport 11

1.1.2.1 Traffic function 11

1.1.2.2 Merchant function 11

1.1.2.3 Industrial function 12

1.1.3 Classification of Seaport 12

1.2 Container terminal 14

1.2.1 Definition of container terminal 14

1.2.2 Functions of container terminal 14

1.3 Terminal gates 14

1.3.1 Terminal layout gates 15

1.3.2 Several model simulations applied in terminal gates 15

1.4 Congestion Overview 16

1.4.1 Definition of congestion 16

1.4.2 Types of congestion 19

1.4.3 Congestion Causes 21

1.4.4 Approaching to Congestion identification 22

1.4.5 Quantitative measures of Congestion Identification 22

CHAPTER II: SITUATION OF CONTAINER TRUCK CONGESTION IN ENTRANCE GATES AT A PORT OF VICONSHIP JOINT STOCK COMPANY- GREENPORT TERMINAL 24

2.1 Greenport introduction 24

2.1.1 General information 24

2.1.2 Foundation History of VICONSHIP and Greenport- Subsidiaries 25

2.1.3 General terminal layout: 26

2.1.4 Organization and personnel 27

2.1.5 Main services 28

2.1.5.1 Berths 28

2.1.5.2 CFS Warehouses 29

2.1.5.3 Container yards 30

2.1.6 Greenport entrance gate facilities 30

2.1.7 Business operations report of Greenport: 32

2.2 General Greenport congestion situation 34

2.2.1 Greenport entrance gates situation 36

2.2.2 Greenport congestion identification by quantitative measures 37

2.2.2.1 Measurement specification 1 (Secs/mile lost due to congestion) 37

2.2.2.2 Measurement specification 4 (% of time spent in jams) 38

2.2.3 Greenport congestion causes 39

2.2.4 Consequence of Congestion 40

2.2.4.1 In term of enterprise/ terminal 40

2.2.4.2 In term of social 41

2.2.4.3 In term of environment 41

CHAPTER III: RECOMMENDATIONS TO REDUCE CONTAINER TRUCK CONGESTION IN ENTRANCE GATES AT A PORT OF VICONSHIP JOINT STOCK COMPANY- GREENPORT TERMINAL 42

3.1 Recommendation of technology 42

3.1.1 Truck appointment system (TAS) 42

3.1.1.1 Goals of TAS 42

3.1.1.2 TAS process 42

3.1.1.3 TAS strengths and weaknesses 44

3.1.2 OCR (optical character recognition) gate automation 45

3.1.2.1 Truck OCR (optical character recognition) camera portal system 46

3.1.2.2 Operator consoles 47

3.1.2.3 Truck-driver self-service kiosks 47

3.1.2.4 Brief process of OCR entrance gate automation 48

3.1.2.5 OCR gate automation strengths 49

3.2 Recommendation of infrastructural 49

3.2.1 Road extension (RE) 49

3.2.2 New subsidiary- VIP Greenport 50

APPENDICES 52

1 Business Process Modeling of Automatic gate 52

References 53

LIST OF ABBREVIATIONS

IP: Internet Protocol

RE: Road extension

LIST OF TABLES

Table 1.1: Alternate definition of congestion 17

Table 1.2: Summary of types of congestion 19

Table 1.3: Alternative congestion measures to assess user acceptability 22

Table 2.4: Greenport business operation report 33

Table 2.5: Congestion identification as Qualitative measures 35

Table 2.6: The First Measurement specification (seconds/mile) 37

Table 2.7: The First Measurement specification (minutes/meter) 38

Table 2.8: Congestion identification as the first Measurement specification 38

Table 2.9: Congestion identification as the second Measurement specification 39

LIST OF FIGURES

Figure 1.1: Terminal layout gates 15

Figure 2.2: Greenport layout 26

Figure 2.3: Management organization of VICONSHIP 28

Figure 2.4: Greenport berths 29

Figure 2.5: CFS warehouses 29

Figure 2.6: Greenport Container yards 30

Figure 2.7: Greenport entrance gates 31

Figure 2.8: Greenport CCTV camera 31

Figure 2.9: Greenport weighting stations 32

Figure 2.10: Business operation chart of Greenport 34

Figure 2.11: Researching Location- Greenport Entrance Gates 35

Figure 2.12: Road leading to Greenport entrance gates 36

Figure 3.13: TAS process 43

Figure 3.14: Queuing theory simulation 44

Figure 3.15: Truck OCR camera portal 46

Figure 3.16: Operator console in gate automation project 47

Figure 3.17: Truck-driver self-service kiosks 48

Figure 3.18: Kiosk system 48

Figure 3.19: Process of OCR gates automation 49

INTRODUCTION

1 Introduction

The gate system on container terminals is the operation channel for trucks to carry containers to move into or out of the container yard With the rapid development of maritime logistics, the demand improvement of the container terminals gate system is becoming higher and higher If the planning on the configuration of gate system such as the number of truck lanes is unreasonable, the congestion by trucks which is waiting and queuing outside the terminal gate becomes quite serious in the rush hours and it will influence the whole service performance of the container terminal Therefore, it is necessary to carry out the feasible planning on the terminal gate However the construction cost ratios of terminal gates is far lower and as the operation performance of the gate system does not bring the direct punishment charges so the planning on the terminal gate system has been not considered So far, researches on planning of container terminals focused mainly on the gate system

- Statistical method: Collect and research the information about data

- Logical method: Summary and point out the situation of the process and recommend solutions

3 Research scope

Actually, the performance of the gate system plays an important role in enhancement of service quality of ports Congestion in front of gate occurs frequently not only in Vietnam terminal but also in most of terminal in over the world However, the paper only focuses on researching Greenport gate operation and congestion phenomena

CHAPTER I: LITERATURE REVIEW

1.1 Seaport

1.1.1 Definition of Seaport

The concept of ports associated with the development of the maritime industry Previously seaport is only storm shelter of boats Nowadays development

of the maritime industry led to the definition of seaports as well detailed and wider

Dr Jean-Paul Rodrigue (1998-2015) indicated that “Ports are points of convergence between two geographical domains of freight circulation (sometimes passengers); the land and maritime domains

The term port comes from the Latin portus, which means gate or gateway (Jean-Paul Rodrigue, 1998-2015) Historically, ports which are appeared as safe harbors for fishing have convenient locations became trade hubs, many of which of free access and designed to protect trade They became link of urbanization with many becoming the first port cities playing an important role in the economic welfare Today, the most important cities in the world own their port location In article of Jean-Paul Rodrigue (1998-2015): “The port is a multidimensional entity at start anchored within geography, but also dependent on its operations, governance structure and embedded within supply chains”

1.1.2 Functions of Seaport

1.1.2.1 Traffic function

In the new function of seaport article of I Jakomin (2002), the underlying function of a port is the traffic function Without it, the port operations would die away To cope with the traffic function, the port needs:

-Sufficient capacities, comprising adequate seaportinfrastructure and superstructure

-Good traffic connections with the hinterland

-Good maritime connections

The entire potential of a seaport and its optimal performing of the traffic functions can only be achieved by matching seaport capacities, transportation potential of the land infrastructure, and an adequate number of lines and services

1.1.2.2 Merchant function

In ports, there is a big concentration of goods for the national requirements,

as well as for other countries without access to the sea The merchant function of a seaport depends on its traffic function I Jakomin (December 12th, 2002) said that a seaport satisfied the commercial function needs:

- Good land and sea connections

- Concentration of goods in the seaport area

- Adequate storage capacities

In the seaport, the merchant functions include:

- The purchase and sale of goods

- Additional services to the goods, adding to the value thereof

A visible and more elementary form of the merchant function is the purchase and sale of goods in the seaport area Various forms of free trade zones grant the necessary potential for the development of the merchant role of seaports

1.1.2.3 Industrial function

After the World War II, the industrial activities were introduced in seaports The first industrial branches in seaports were shipbuilding and naval equipment manufacture These were followed by oil refineries, chemical industries, cement works and production of fertilizers later on Today, large international seaports of world importance support the development of industrial zones and various customs facilities which allow them to be competitive in the world market Large industrial complexes have been built in numerous international seaports, such as in Rotterdam, Antwerp, the area of Le Havre-Rouen, Marseilles-La Fos-Lyon, Venice-Mestre (Porta Marghera)

The concentration of industry in seaports offers numerous economic advantages, and in particular:

- Increases the turnover and provides employment

- Facilitates and furthers the inclusion of the country in international exchange

- Improves the competitive potential of the industries based in seaports in comparison with the industry located inland

The underlying precondition for an adequate industrial function in a seaport

is its satisfactory traffic function Today, industrial seaports or seaport zones with all the basic facilities for efficient performance are planned already at the time of construction of new seaports

1.1.3 Classification of Seaport

Features of attractive port areas, including the criteria in terms of size, population, type of urban, economic, industrial, maritime services and transport infrastructure connecting seaports; The role, function and influence of ports for economic development - local economic development, inter-regional or country; The size and capabilities of the port, including the criteria for the output of goods

and cargo through the port; the total length of the harbor, tonnage received at the present time and as planned; Trends in construction which investments to develop port and avoid spreading, defined in Article 59 of Vietnam Maritime Code (http://www.moj.gov.vn/vbpq/Lists/Vn%20bn%20php%20lut/View_Detail.aspx?ItemID=18150) Port is divided into 3 main types:

Port Type I is particularly important seaport catering mainly for economic development of the country or inter-regional Port Type I served as gateway ports or international transit port, serving the economic development - the country's society

is denoted seaport type IA;

Port Type II is an important sea port mainly served for economic development of regions and localities;

Port Type III is seaport primarily used exclusively for the operation of the business

In terms of the freight handled, ports can be classified in two categories; monofunctional ports and polyfunctional ports

Firstly, monofunctional ports transit a limited array of commodities, most often dry or liquid bulks (raw materials) The oil ports of the Persian Gulf or the mineral ports of Australia, Africa and in some measure of Canada are monofunctional ports They have specialized piers designed to handle specific commodities and where the flows a commonly outbound, implying that they are usually load centers

Secondly, polyfunctional ports are vast harbors where several transshipment and industrial activities are present They have a variety of specialized and general cargo piers linked to a wide variety of modes that can include containers, bulk cargo

or raw materials

According to the logistic and supply chain documents, port is classified into many terms In term of basic functions of seaports including type: Commercial port, passenger port, industrial port, fishing ports, military ports

In term of operators: general port and specialized ports

In term of nature: natural port and artificial port

In term of technical nature in the port construction: Close port and open ports

In term of the scope of port management: National port, public port and private port

1.2 Container terminal

1.2.1 Definition of container terminal

A container terminal is a place where containers arrive by ocean vessels are transferred to inland carriers, such as trucks, trains, or canal barges and vice verse (Asmy sheriff, Container terminal analysis, 2008) Generally, a terminal is a facility where cargo containers are transshipped between different transport vehicles, for onward transportation The transshipment may be between ships and land vehicles, for example trains or trucks, in which case the terminal is described as a maritime terminal Alternatively the transshipment may be between land vehicles, typically between train and truck, in which case the terminal is described as an inland terminal

1.2.2 Functions of container terminal

There are 4 main functions of maritime terminal: receiving, storage, staging, and loading for both import (entering the terminal by sea and usually leaving by land modes) and export (usually entering the terminal by land and leaving by sea modes) containers (James E deMin, Gerard O’Neill, May 2012) Receiving involves container arrival at the terminal, either as an import or export, recording its arrival, retrieving relevant logistics data and adding it to the current inventory

- Storage is the function of placing the container in a known and recorded location so it may be retrieved when it is needed

- Staging is the function of preparing a container to leave the terminal In other words the containers that are to be exported are identified and organized so as

to optimize the loading process Import containers follow similar processes, although staging is not always performed An exception is a group of containers leaving the terminal via rail

- Finally, the loading function involves placing the correct container on the ship, truck, or other mode of transportation In this work the emphasis will be put on internal logistics chain of container terminal (i.e vessel-truck-yard and opposite direction respectively)

1.3 Terminal gates

Terminal gates which are points of entry stack area or exit terminal separate between terminal and outsight The gate system on container terminals is the operation channel for trucks to carry containers to move into or out of the container yard.It identifies or checks container weigh, number of container, location of loading container and procedures and help terminal operations safety

1.3.1 Terminal layout gates

Figure 1.1: Terminal layout gates

Source: A Case Study Center for Transportation Research University of Texas (2007)

Each terminal has different gate systems There are 2 gates in terminal- entrance gates and exit gates Entrance gates have duties including checks procedures, container weight, number and signs of container and truck, location of loading and unloading container

Exit gates have same function with entrance gate but it serves only for outbound truck going from stack area without vehicles insight terminal Quality of terminal gate plays an important role for the company development Terminal gate

is considered as company’s face

1.3.2 Several model simulations applied in terminal gates

A simulation is developed by Moini (2010) to determine the impact of truck appointment system implementation at terminal gates thus extending the system’s application to the truck interchange area (inside the terminal), where trucks proceed for container pick up and/or drop off Building upon the work of Boile et al (2008b) where a methodology for analyzing dray truck traffic inside the terminal and beyond the terminal gate on the port access network in an integrated way was presented, Dougherty (2010) developed a simulation-based approach for modeling different gates strategies and evaluating the benefits that different operational improvements may have in reducing congestion in the vicinity of the terminals Guan & Liu (2009) used a multi-server queuing model to quantify marine terminal gate congestion for inbound trucks, evaluate truck waiting cost and explore alternatives for gate system optimization Their results indicated truck waiting costs as an issue to be addressed and for this purpose they proposed a gate appointment system to reduce gate

congestion and increase system efficiency Huynh (2009) performed an evaluation study on the scheduling rules of gate appointment systems proposing two types of scheduling strategies i.e individual appointment systems (IAS) and block appointment systems He concluded that there is a real benefit for a terminal without

an appointment system to employ the IAS as it kept yard cranes highly utilized while improving the yard turn time With a focus on the Port of New York/New Jersey area, Boile et al (2008a) presented a simulation based modeling approach for the evaluation of different gate operation strategies and the assessment of the impact

of their implementation on the terminal access network Extending beyond the terminal gate, Namboothiri and Erera (2008) used an integer programming- based heuristic to model and determine the optimal pickup and delivery sequences of daily drayage operations based on minimal transportation costs and considering the restrictions imposed by the implementation of a gate appointment system Huynh and Walton (2005) developed a simulation model of the Barbours Cut Terminal at the port of Houston with the objective to reduce truck turn time by examining yard crane availability and the implementation of a gate appointment system They evaluated the maximum number of trucks with appointment for each defined zone and the time window such that the average truck turn time did not exceed a maximum Their results indicated that the implementation of such a system is not always effective unless its parameters are efficiently determined

TAS is a best recommendation to relieve container truck congestion in terminal gates Boile (2012) mentions that to ease congestion at terminal gates, one

of the proposed recommendations is the implementation of an appointment system

at inbound gates, which can be effective in controlling truck random arrivals, modifying peak hours of demand, minimizing truck idling, and improving the utilization of the terminal’s capacity

1.4 Congestion Overview

1.4.1 Definition of congestion

Normally, congestion is a concept used to describe the speed limit of vehicles

in traffic with the main cause is the large density of vehicles involved Congestion usually relates to an excess of vehicles on a portion of roadway at a particular time resulting in speeds that are slower sometimes much slower than normal or “free flow” speeds This phenomenon often occurs in narrow intersections with high quantities of vehicles participation

Table 1.1- Alternate definition of congestion

acceptable service levels

Rothenberg, 1985

Congestion is a condition that arises because more people wish to travel at a given time than the transportation system can accommodate: a simple case of demand

exceeding supply

The Institute of Civil Engineers, 1989 cited inMiller and Li, 1994

When vehicular volume on a transportation facility (street or highway) exceeds the capacity of that facility, the result is a state of

congestion

Vuchic and Kikuchi,

1994

Congestion is the impedance vehicles impose

on each other, due to the speed-flow relationship, in conditions where the use of a transport system approaches its capacity

Bovy and Salomon,

Downs, 2004

In the transportation realm, congestion usually relates to an excess of vehicles on a portion of roadway at a particular time resulting in speeds that are slower-sometimes much slower-than normal or "free flow"

speeds

Cambridge Systematic and TTI,

roadway at any time exceeds the ability of the roadway to carry the load at generally acceptable service levels While Vuchic and Kikuchi (1994) mentioned that when vehicular volume on a transportation facility (street or highway) exceeds the capacity of that facility, the result is a state of congestion

Then Congestion is the impedance vehicles impose on each other, due to the speed-flow relationship, in conditions where the use of a transport system approaches its capacity (ECMT, 1999)

In the next ones, definitions remain focus on delay time, as Lomax (Lomax et

al, 1997) congestion is travel time or delay in excess of that normally incurred under light or free-flow travel conditions In an article of Weisbrod, Vary and Treyz (2001), Traffic congestion is a condition of traffic delay (when the flow of traffic is slowed below reasonable speeds) because the number of vehicles trying to use the road exceeds the traffic network capacity to handle them The definition of congestion related to delay time is more completed then In the transportation realm, congestion usually relates to an excess of vehicles on a portion of roadway at a particular time resulting in speeds that are slower- sometimes much slower- than normal or "free flow" speeds (Cambridge Systematic and TTI, 2005)

Finally, congestion which refers to the incremental costs resulting from interference among road users (VTPI, 2005) is the cost related definition

From common knowledge of congestion, “Congestion in Terminal Gates” is defined as the exceed situation of container truck stuck inboard or outboard terminal and had low speed-relationship together over time

1.4.2 Types of congestion

Congestion may occur follow 3 mentioned types including Recurrent congestion, Non-recurrent congestion and Pre-congestion (Borderline congestion) Recurrent congestion occurs at regular times at a site It can be anticipated by road users that normally use the route during those times Examples of recurrent congestion are morning or evening peak hour congestion, or congestion due to a regular event such as a street market on a particular day each week Non-recurrent congestion occurs at non-regular times at a site It is unexpected and unpredictable

by the driver and is normally due to incidents such as accidents, vehicle breakdowns

or other unforeseen loss of carriageway capacity Pre-congestionoccurs where flow conditions breakdown but full congestion has not yet occurred This may occur either side of the time period when congestion occurs or upstream or downstream of congestion that is already occurring According to information of congestion types,

free-“recurrent congestion” is the most frequently phenomenon in Vietnam terminal, especially in the peak-period

Table 1.2- Summary of types of congestion

Congestion Types Definition

Recurrent congestion

Occurs at regular times at a site It can be anticipated by road users that normally use the route during those times Examples of recurrent congestion are morning or evening peak hour congestion, or congestion due to regular events such as a street market on a particular

day each week

Non-recurrent

congestion

Occurs at non-regular times at a site It is unexpected and unpredictable by the driver and is normally due to incidents such as accidents, vehicle breakdowns or other unforeseen loss of carriageway capacity

occurring

Source: Notes to table adapted from Brownfield, 2003

On the other hands, congestion is divided into major categories consisting ship berth congestion, ship work congestion, vehicle work congestion, cargo stack congestion, ship entry/ exit route congestion as an article of Dr Usman Gidado (2015) According to Dr Usman Gidado:

- Ship berth congestion, mainly caused by bunching of ships waiting on the

port entry routes as a result of other ships said to have occupied the available berth designated or likely to be allocated to the waiting traffic

- Ship work congestion, mainly caused by delays attributable to lapses

in the procedure for work on loading and / or unloading the ship, which could result in stoppages that could elongate the period of time the ship had to remain in port to accomplish the cargo operation task

- Vehicle Gate congestion, mainly resulting from poor programming of

landward access to the port via trucks scheduled arrivals at the port gates If impediments or programming defaults occur, it will instantaneously send queuing signals to trucks coming into or out of the port gates for delivery or evacuation of cargo This results in port gate congestion

- Cargo stack congestion, mainly emanating from continuous stay of

cargo at the storage area beyond reasonable hours/days or above the maximum capacity of the cargo stacking area

- Ship entry / exit route congestion, arises mainly when there is any

circumstantial blockade on the marine side access routes to the port facility Such blockade could lead to queuing, bunching and ultimately overstay of ships around the port facility

Secondly, roadway being encroached for business or services is one of reasons cause congestion in terminal gates Truck repair service and mobile replacement tires service is happening frequently on street Surface area is narrowed sharply by parking of motorbike and truck overtime Phenomena is not noticed and solved fiercely by local governments

Last but not least, the congestion cause is the truck driver awareness which is the most popular cause in Vietnam leading to congestion not only in highways but also in urban link Multiple vehicles go wrong lane and pank improper places as well as turn in rush-hours contribute directly to truck congestion Drivers turn truck back in peak-period causes

1.4.4 Approaching to Congestion identification

Firstly, formalized theory of congestion begins to express more rigorously and may be strongly related to indicators or form of quantified theories The theory given by the Highways Agency (DMRB, 1997) captures the wide understanding of congestion and relates it to characteristics of the network The theory is:

“The situation when the hourly traffic demand exceeds the maximum sustainable hourly throughput of the link.”

It will be the first method to determine congestion or not In fact, Vietnamese overuse vehicles, adults use motorbike, high school students use electric bike and primary school students use bike It makes the excess vehicle situation In peak hours, the increasing participates in traffic demand combined with the excessive transportation density causes traffic congestion

According to Goodwin 2004:

“Congestion is defined as the impedance vehicles impose on each other, due

to the speed-flow relationship, in conditions where the use of a transport system approaches its capacity”.

That theory is the second method to determine congestion because all vehicles in situation queue and have same speed not only car but also motorbike Majority people believe that vehicles would stuck/trap for a long time if congestion occurred It’s inaccurate Although mobile vehicles having speed nearly together move slowly or participate in traffic but road reaches to its maximum capacity so that road is still determined as congested

In general, large areas of country have high density vehicles Especially in the peak hours, density of the vehicles is solidified and excessed which leads to traffic jams or congestion The freezing of vehicles reduces the speed of vehicles and makes to extend travel time

1.4.5 Quantitative measures of Congestion Identification

Literature review will identify congestion before entrance gates in term of quantitative measure in bellowed table

Basic congestion measure related to container truck can be categorized as table There are 3 main measures: Time lost per unit and time spent in jams as well

as risk of serious delay Each measure has specification First measure- time lost per unit can be identified by seconds to mile lost due to congestion or minutes per 100 mile journey lost due to jam or hours to year lost due to congestion

Table 1.3- Alternative congestion measures to assess user acceptability

Basis for Measurement Measurement specification

Time lost per unit travelled for a typical

journey and average vehicle

1) Secs/mile lost due to congestion2) Mins/100 mile journey lost due tocongestion

3) Hours/year lost due to congestion

Time spent in Jams (at standstill or

speeds < mph)

4) % of time spent in jams5) Mins spent in jams/hour of driving

Source: Dr Susan Grant-Muller & et.al (2001)

Time spent in jams (at standstill or speeds lower than mph) has 2 measurement specifications which are percentage of time spent in congestion and minutes spent in congestion to hour of driving Third measure is the risk of serious delays having chances of serious delay Mph (miles per hour) equal 0.44704 m/s and

1.609344 km/h

Finally, the paper will apply measure specifications which are Secs/mile lost

due to congestion and percent of time spent in jams in table of quantitative measure

to determine a situation has been congested or not

CHAPTER II: SITUATION OF CONTAINER TRUCK CONGESTION IN ENTRANCE GATES AT A PORT OF VICONSHIP JOINT STOCK COMPANY- GREENPORT

Greenport total length is 480 m for ships (including three piers and a barge pier) with a depth of water line at the pier is 8 m Bridge No 1 was put into operation in September 2004 and for number 2 put into operation from October 3/2006 May 01 2008 brought more barge pier for operation

From the pilot's point (Float 0) at Nam Trieu to Greenport over Bach Dang River, Hai Phong:

The navigator: 20º40'00N- 106º50'00E

Length of streams: 30 km

Tide: diurnal tide, the highest difference of 4.23 m

The largest ships can receive: 10,000 DWT / wharf

Diurnal tide became the disadvantage for Greenport terminal so time is very limited The great amount of ship loading and unloading in the short time makes the trouble for terminal

Charter capital of Greenport is 450 billion VND

Greenport is located in a favorable location, right next to Nam Hai Dinh Vu port today Located in an area similar to the South Sea Dinh Vu Port, the maximum capacity of the port Green Port can reach 500,000 TEU / year, 40% higher than the current Greenport harbor

VSC's position in the region will completely change becomes business providing port services for investment decisions The Greenport is invested carefully

by VICONSHIP than the other They say confidently that the company has the most modern equipment available today

Greenport is belonged to VICONSHIP which is port type II- served mainly for economic development of regions and localities In terms of the freight handled, polyfunctional port is a kind of VICONSHIP and subsidiary company- Greenport terminal They have a variety of specialized and general cargo piers linked to a wide variety of modes that can include containers, bulk cargo or raw materials.

2.1.2 Foundation History of VICONSHIP and Greenport- Subsidiaries

- 1985: July 27th 1985 the company was foundation named “Viet Nam Container Company”

- 1992: The Company renamed to “North Vietnam Container Company” (Haiphong VICONSHIP) and created new branch in Ho Chi Minh City Then new branch separated and became an independent company under Vinaline (VICONSHIP Saigon)

- 1995: Haiphong VICONSHIP established the “Vietnam- Japan joint stock company” (VIJACO) which cooperate with 5 Japanese corporation (Kanematsu - Honda Trading - Suzue - Meiko Trans - Kamigumi)

- 1996: April 1996, VICONSHIP established subsidiary in Haiphong named the “International container forwarding services company”

- 1997: Opened a new branch in Ho Chi Minh City named “Ho Chi Minh VICONSHIP”

- 2000: Established subsidiaries in Da Nang “Container limited liability Company in Central region”

- 2001: Haiphong VICONSHIP established subsidiary in Ho Chi Minh “MSC company agent”

- 2002: April 2002 Hai Phong VICONSHIP was privatized and became a joint stock company under the name “Vietnam Container Shipping Joint Stock Company”

- 2004: March 2004 Establishment “TS Line limited liability Company” September 2004 brought the port of VICONSHIP (Greenport) into operation

- 2006: March 2006 Hai Phong VICONSHIP brought additional wharf No 2

in operation, operating enhanced port of Greenport VICONSHIP founded “Global Green Transport Limited Liability Company” in August 2006

- 2007: October 2007 VICONSHIP renamed the “International container forwarding services Company” to “Green Star shipping Limited Liability Company”

- 2008: January 2008 VICONSHIP traded officially on the Ho Chi Minh City Stock Exchange February 2008 VICONSHIP brought additional 51,5m length barge wharf in operation

- 2009: Contribution of capital to “Future Logistics joint stock company” April 2009 open new branch in Quang Ninh

- 2012: January 2012 Putting the first barge wharf loading 72 TEUs (GS05)

in operation, VICONSHIP brought the barge No 2 (GS11) same TEUs in operation

Sources: Information quoted in VICONSHIP ’s homepage

2.1.3 General terminal layout:

The scale of the Greenport is small (15 ha) compared to the other ports such

as Hai Phong ports (52 ha), Dinh Vu port (20 ha) Although location stays in an unfavorable position as Dinh Vu port, but the Green Port container extraction rates above design capacity is much higher, up to 117% (2013) compared with 103% of the Dinh Vu port

Figure 2.2- Greenport layout

Source: quoted in Homepage of VICONSHIP