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 & TRAININGVIETNAM MARITIME UNIVERSITY STUDENT NAME: TO DINH BACH DISSERTATION GLOBAL STUDIES AND MARITIME AFFAIRS RECOMMENDATIONS TO REDU

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

HAI PHONG – 2015

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

Faculty: Global Studies and Maritime Affairs

HAI PHONG – 2015

Purpose of the paper is to evaluate situation of container truck congestion interminal gates at a port of VICONSHIP joint stock company- Greenport terminal.Then, recommendations are suggested to reduce container truck congestion inGreenport 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 Greenportterminal gates

Vietnam is a favorable natural country having 3200 km sea-way So thedevelopment of maritime transports will bring benefits for country, especially incontainer transportation There are 72% container level approximately imported andexported in South Vietnam ports and 26% in North ports, Vietnam ports couldcompete 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, whichleads to longer truck waiting time and lower operation efficiency (Xiaoju Zhang,et.al, 2013) Although Vietnam built so many large container ports, container truckcongestion still occur in major terminal gate because volume of container exceeds inrush period

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

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

TABLE OF CONTENTS

PREFACE 1

ABSTRACT 2

ACKNOWLEGEMENT 3

LIST OF ABBREVIATIONS 8

LIST OF TABLES 9

LIST OF FIGURES 10

INTRODUCTION 11

1 Introduction 11

2 Methodology 11

3 Research scope 11

CHAPTER I: LITERATURE REVIEW 12

1.1 Seaport 12

1.1.1 Definition of Seaport 12

1.1.2 Functions of Seaport 12

1.1.2.1 Traffic function 12

1.1.2.2 Merchant function 12

1.1.2.3 Industrial function 13

1.1.3 Classification of Seaport 13

1.2 Container terminal 15

1.2.1 Definition of container terminal 15

1.2.2 Functions of container terminal 15

1.3 Terminal gates 15

1.3.1 Terminal layout gates 16

1.3.2 Several model simulations applied in terminal gates 16

1.4 Congestion Overview 17

1.4.1 Definition of congestion 17

1.4.2 Types of congestion 20

1.4.3 Congestion Causes 22

1.4.4 Approaching to Congestion identification 23

1.4.5 Quantitative measures of Congestion Identification 23

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

TERMINAL 25

2.1 Greenport introduction 25

2.1.1 General information 25

2.1.2 Foundation History of VICONSHIP and Greenport- Subsidiaries 26

2.1.3 General terminal layout: 27

2.1.4 Organization and personnel 28

2.1.5 Main services 29

2.1.5.1 Berths 29

2.1.5.2 CFS Warehouses 30

2.1.5.3 Container yards 31

2.1.6 Greenport entrance gate facilities 31

2.1.7 Business operations report of Greenport: 33

2.2 General Greenport congestion situation 35

2.2.1 Greenport entrance gates situation 36

2.2.2 Greenport congestion identification by quantitative measures 38

2.2.2.1 Measurement specification 1 (Secs/mile lost due to congestion) 38

2.2.2.2 Measurement specification 4 (% of time spent in jams) 39

2.2.3 Greenport congestion causes 40

2.2.4 Consequence of Congestion 41

2.2.4.1 In term of enterprise/ terminal 41

2.2.4.2 In term of social 42

2.2.4.3 In term of environment 42

CHAPTER III: RECOMMENDATIONS TO REDUCE CONTAINER TRUCK CONGESTION IN ENTRANCE GATES AT A PORT OF VICONSHIP JOINT STOCK COMPANY- GREENPORT TERMINAL 43

3.1 Recommendation of technology 43

3.1.1 Truck appointment system (TAS) 43

3.1.1.1 Goals of TAS 43

3.1.1.2 TAS process 43

3.1.1.3 TAS strengths and weaknesses 45

3.1.2 OCR (optical character recognition) gate automation 46

3.1.2.1 Truck OCR (optical character recognition) camera portal system 47

3.1.2.2 Operator consoles 48

3.1.2.3 Truck-driver self-service kiosks 48

3.1.2.4 Brief process of OCR entrance gate automation 49

3.1.2.5 OCR gate automation strengths 50

3.2 Recommendation of infrastructural 50

3.2.1 Road extension (RE) 50

3.2.2 New subsidiary- VIP Greenport 51

APPENDICES 53

1 Business Process Modeling of Automatic gate 53

References 54

LIST OF ABBREVIATIONS

LCL: Less than Container Load

CFS: Container freight station

CCTV: Closed-circuit television

VOCs: Volatile Organic Compounds

TAS: Truck appointment system

HDC: Harbor development commission

OCR: Optical character recognition

LPR: Location plates reader

ISO: International organization for standardization

TOS: Terminal operating system

LCD: Liquid crystal display

VoIP: Voice over IP

IP: Internet Protocol

RE: Road extension

EDI: Electronic Data Interchange

PL-TOS: Port logics-Terminal Operation System

IAS: Individual appointment systems

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

1 Introduction

The gate system on container terminals is the operation channel for trucks tocarry containers to move into or out of the container yard With the rapiddevelopment of maritime logistics, the demand improvement of the containerterminals gate system is becoming higher and higher If the planning on theconfiguration of gate system such as the number of truck lanes is unreasonable, thecongestion by trucks which is waiting and queuing outside the terminal gatebecomes quite serious in the rush hours and it will influence the whole serviceperformance of the container terminal Therefore, it is necessary to carry out thefeasible planning on the terminal gate However the construction cost ratios ofterminal gates is far lower and as the operation performance of the gate system doesnot bring the direct punishment charges so the planning on the terminal gate systemhas been not considered So far, researches on planning of container terminalsfocused 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 andrecommend solutions

3 Research scope

Actually, the performance of the gate system plays an important role inenhancement of service quality of ports Congestion in front of gate occursfrequently not only in Vietnam terminal but also in most of terminal in over theworld However, the paper only focuses on researching Greenport gate operationand 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 maritimeindustry 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 convergencebetween 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 safeharbors for fishing have convenient locations became trade hubs, many of which offree access and designed to protect trade They became link of urbanization withmany becoming the first port cities playing an important role in the economicwelfare Today, the most important cities in the world own their port location Inarticle of Jean-Paul Rodrigue (1998-2015): “The port is a multidimensional entity atstart anchored within geography, but also dependent on its operations, governancestructure 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 underlyingfunction of a port is the traffic function Without it, the port operations would dieaway To cope with the traffic function, the port needs:

-Sufficient capacities, comprising adequate seaport infrastructure andsuperstructure

-Good traffic connections with the hinterland

-Good maritime connections

The entire potential of a seaport and its optimal performing of the trafficfunctions can only be achieved by matching seaport capacities, transportationpotential 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 aseaport depends on its traffic function I Jakomin (December 12th, 2002) said that aseaport 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 purchaseand sale of goods in the seaport area Various forms of free trade zones grant thenecessary 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 equipmentmanufacture These were followed by oil refineries, chemical industries, cementworks and production of fertilizers later on Today, large international seaports ofworld importance support the development of industrial zones and various customsfacilities which allow them to be competitive in the world market Large industrialcomplexes 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 economicadvantages, and in particular:

- Increases the turnover and provides employment

- Facilitates and furthers the inclusion of the country in internationalexchange

- Improves the competitive potential of the industries based in seaports incomparison 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 allthe basic facilities for efficient performance are planned already at the time ofconstruction 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 transportinfrastructure connecting seaports; The role, function and influence of ports foreconomic 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 thepresent time and as planned; Trends in construction which investments to developport 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 economicdevelopment of the country or inter-regional Port Type I served as gateway ports orinternational 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 economicdevelopment of regions and localities;

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

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, mostoften dry or liquid bulks (raw materials) The oil ports of the Persian Gulf or themineral ports of Australia, Africa and in some measure of Canada aremonofunctional ports They have specialized piers designed to handle specificcommodities and where the flows a commonly outbound, implying that they areusually load centers

Secondly, polyfunctional ports are vast harbors where several transshipmentand industrial activities are present They have a variety of specialized and generalcargo 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 intomany 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 openports

In term of the scope of port management: National port, public port andprivate port

1.2 Container terminal

1.2.1 Definition of container terminal

A container terminal is a place where containers arrive by ocean vessels aretransferred to inland carriers, such as trucks, trains, or canal barges and vice verse(Asmy sheriff, Container terminal analysis, 2008) Generally, a terminal is a facilitywhere cargo containers are transshipped between different transport vehicles, foronward transportation The transshipment may be between ships and land vehicles,for example trains or trucks, in which case the terminal is described as a maritimeterminal Alternatively the transshipment may be between land vehicles, typicallybetween 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 byland modes) and export (usually entering the terminal by land and leaving by seamodes) containers (James E deMin, Gerard O’Neill, May 2012) Receivinginvolves container arrival at the terminal, either as an import or export, recording itsarrival, retrieving relevant logistics data and adding it to the current inventory

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

- Staging is the function of preparing a container to leave the terminal Inother 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 containersleaving the terminal via rail

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

1.3 Terminal gates

Terminal gates which are points of entry stack area or exit terminal separatebetween terminal and outsight The gate system on container terminals is theoperation channel for trucks to carry containers to move into or out of the containeryard It identifies or checks container weigh, number of container, location ofloading 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 entrance gates and exit gates Entrance gates have duties including checksprocedures, container weight, number and signs of container and truck, location ofloading and unloading container

terminal-Exit gates have same function with entrance gate but it serves only foroutbound truck going from stack area without vehicles insight terminal Quality ofterminal 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 truckappointment system implementation at terminal gates thus extending the system’sapplication to the truck interchange area (inside the terminal), where trucks proceedfor 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 beyondthe terminal gate on the port access network in an integrated way was presented,Dougherty (2010) developed a simulation-based approach for modeling differentgates strategies and evaluating the benefits that different operational improvementsmay 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 forinbound trucks, evaluate truck waiting cost and explore alternatives for gate systemoptimization Their results indicated truck waiting costs as an issue to be addressedand for this purpose they proposed a gate appointment system to reduce gate

congestion and increase system efficiency Huynh (2009) performed an evaluationstudy on the scheduling rules of gate appointment systems proposing two types ofscheduling strategies i.e individual appointment systems (IAS) and blockappointment 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 utilizedwhile improving the yard turn time With a focus on the Port of New York/NewJersey area, Boile et al (2008a) presented a simulation based modeling approach forthe evaluation of different gate operation strategies and the assessment of the impact

of their implementation on the terminal access network Extending beyond theterminal gate, Namboothiri and Erera (2008) used an integer programming- basedheuristic to model and determine the optimal pickup and delivery sequences of dailydrayage operations based on minimal transportation costs and considering therestrictions imposed by the implementation of a gate appointment system Huynhand Walton (2005) developed a simulation model of the Barbours Cut Terminal atthe port of Houston with the objective to reduce truck turn time by examining yardcrane availability and the implementation of a gate appointment system Theyevaluated the maximum number of trucks with appointment for each defined zoneand the time window such that the average truck turn time did not exceed amaximum Their results indicated that the implementation of such a system is notalways effective unless its parameters are efficiently determined

TAS is a best recommendation to relieve container truck congestion interminal 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 theutilization 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 Congestionusually relates to an excess of vehicles on a portion of roadway at a particular timeresulting in speeds that are slower sometimes much slower than normal or “freeflow” speeds This phenomenon often occurs in narrow intersections with highquantities of vehicles participation

Table 1.1- Alternate definition of congestion

acceptable service levels

Rothenberg, 1985

Congestion is a condition that arises becausemore people wish to travel at a given timethan the transportation system canaccommodate: a simple case of demand

exceeding supply

The Institute ofCivil Engineers,

1989 cited inMiller and Li, 1994

When vehicular volume on a transportationfacility (street or highway) exceeds thecapacity 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-flowrelationship, in conditions where the use of atransport system approaches its capacity

Bovy and Salomon,

Downs, 2004

In the transportation realm, congestionusually relates to an excess of vehicles on aportion of roadway at a particular timeresulting in speeds that are slower-sometimesmuch slower-than normal or "free flow"

speeds

CambridgeSystematic and TTI,

Then Congestion is the impedance vehicles impose on each other, due to thespeed-flow relationship, in conditions where the use of a transport systemapproaches 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 underlight 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 isslowed below reasonable speeds) because the number of vehicles trying to use theroad exceeds the traffic network capacity to handle them The definition ofcongestion 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 aparticular time resulting in speeds that are slower- sometimes much slower- thannormal or "free flow" speeds (Cambridge Systematic and TTI, 2005)

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

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

1.4.2 Types of congestion

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

free-flow conditions breakdown but full congestion has not yet occurred This may occureither side of the time period when congestion occurs or upstream or downstream ofcongestion that is already occurring According to information of congestion types,

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

Table 1.2- Summary of types of congestion

Recurrent congestion

Occurs at regular times at a site It can be anticipated byroad users that normally use the route during thosetimes Examples of recurrent congestion are morning orevening peak hour congestion, or congestion due toregular 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 unexpectedand unpredictable by the driver and is normally due toincidents such as accidents, vehicle breakdowns orother unforeseen loss of carriageway capacity

occurring

Source: Notes to table adapted from Brownfield, 2003

On the other hands, congestion is divided into major categories consistingship berth congestion, ship work congestion, vehicle work congestion, cargo stackcongestion, 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 berthdesignated 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 couldresult in stoppages that could elongate the period of time the ship had to remain inport 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 Ifimpediments or programming defaults occur, it will instantaneously sendqueuing signals to trucks coming into or out of the port gates for delivery orevacuation 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 maximumcapacity 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 shipsaround the port facility

Secondly, roadway being encroached for business or services is one ofreasons cause congestion in terminal gates Truck repair service and mobilereplacement tires service is happening frequently on street Surface area is narrowedsharply by parking of motorbike and truck overtime Phenomena is not noticed andsolved fiercely by local governments

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

1.4.4 Approaching to Congestion identification

Firstly, formalized theory of congestion begins to express more rigorouslyand may be strongly related to indicators or form of quantified theories The theorygiven by the Highways Agency (DMRB, 1997) captures the wide understanding ofcongestion 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, Vietnameseoveruse vehicles, adults use motorbike, high school students use electric bike andprimary school students use bike It makes the excess vehicle situation In peakhours, the increasing participates in traffic demand combined with the excessivetransportation 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 allvehicles 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 congestionoccurred It’s inaccurate Although mobile vehicles having speed nearly togethermove slowly or participate in traffic but road reaches to its maximum capacity sothat road is still determined as congested

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

1.4.5 Quantitative measures of Congestion Identification

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

Basic congestion measure related to container truck can be categorized astable 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 perunit can be identified by seconds to mile lost due to congestion or minutes per 100mile 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 to

congestion3) Hours/year lost due to congestionTime spent in Jams (at standstill or

speeds < mph)

4) % of time spent in jams5) Mins spent in jams/hour of drivingRisk of serious delays 6) chances of serious delay

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

Time spent in jams (at standstill or speeds lower than mph) has 2measurement specifications which are percentage of time spent in congestion andminutes spent in congestion to hour of driving Third measure is the risk of seriousdelays having chances of serious delay Mph (miles per hour) equal 0.44704 m/s and1.609344 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 bargepier) with a depth of water line at the pier is 8 m Bridge No 1 was put intooperation in September 2004 and for number 2 put into operation from October3/2006 May 01 2008 brought more barge pier for operation

From the pilot's point (Float 0) at Nam Trieu to Greenport over Bach DangRiver, 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 verylimited The great amount of ship loading and unloading in the short time makes thetrouble for terminal

Charter capital of Greenport is 450 billion VND

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

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

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

Greenport is belonged to VICONSHIP which is port type II- served mainlyfor economic development of regions and localities In terms of the freight handled,polyfunctional port is a kind of VICONSHIP and subsidiary company- Greenportterminal They have a variety of specialized and general cargo piers linked to a widevariety 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 NamContainer Company”

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

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

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

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

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

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

- 2002: April 2002 Hai Phong VICONSHIP was privatized and became ajoint stock company under the name “Vietnam Container Shipping Joint StockCompany”

- 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 “GlobalGreen Transport Limited Liability Company” in August 2006

- 2007: October 2007 VICONSHIP renamed the “International containerforwarding services Company” to “Green Star shipping Limited LiabilityCompany”

- 2008: January 2008 VICONSHIP traded officially on the Ho Chi Minh CityStock Exchange February 2008 VICONSHIP brought additional 51,5m lengthbarge 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 anunfavorable position as Dinh Vu port, but the Green Port container extraction ratesabove design capacity is much higher, up to 117% (2013) compared with 103% ofthe Dinh Vu port

Figure 2.2- Greenport layout

Source: quoted in Homepage of VICONSHIP