Comparative Analysis For POM And POS

Discuss about the Comparative Analysis for POM and POS.

The cargo would later have their transfer to the rail where the load is to move to the warehouse. These stores were in concentration in the King Street. (Farhan et.al, 2016). This overall task was an expensive and very inefficient process, where immediate action was a similar change at the moment. In the year 1877, the government of Victoria had the resolution to make the Yarra River at most more navigable than before, thus plans started and this majorly engaged the English engineer called Sir John Coode, who was to devise a solution to the problem.

The main agenda for the solution was to make a possible plan to make the course of the river by clean cutting of the canal the central channel of the Southall south course of river Yarra.  By conducting this operation, the overall length of the travel would be shorted by a mile and thus make the river much wider. The ultimate results of the project led to the creation of the Coode Island. After the project was a successful event, ships were able to sail, going as far as to the Queens Bridge where most of the turning basin was mainly in construction. (Liu et.al, 2015). The interesting part of the Code project. When more construction sites were in demand, because of the significant growth of the business in the port plans were put up front to facilitate the building of another port. That is Spencer Street Bridge in the year 1928, and also the Charles Grimes Bridge in the year 1975, each site made a final access to the main docks to the Far East.

In view to making it a large enterprise, the development of the port had a realization. Slowing down in the general work during the great World War II depression which later had a resumption of work after the war with the construction of the Appleton Dock and the Webb Dock in 1956 and 1960 respectively at the mouth of the Yarra and the Swanson Dock. It was the first terminal on the new island. When the work was in completion, eventually Victoria Dock was now becoming too small to handle fully large containers and ships which were to dock there. It led to its closure; its fate was permanently in a seal under the construction of the Bolte Bridge, also the City link which was across the entrance in the year 1999. It is the current Melbourne Docklands which are under redevelopment currently. In 1998, the port was a scene of the watershed industrial battle which was in action between Patrick and the maritime union of Australia in the year 1998.

Major operational problems in a Port of Melbourne and Port of Shanghai

Keeping that aside, the recent controversial issues which have led to dredge port Philips, to deepen the shipping channels was to allow larger ships into the port of Melbourne. The general process of expansion which had its beginning in 2008, and later its completion was in 2009. The whole facilitation had to involve removal of 22million cubic meters of the earth; this was to provide a minimum of 14 meters of a draft in all the times around the clock. When this was taking place, opposition occurred about environmental damage. The projects stem was a subject to environmental damage due to siltation. And thus environmental specialists who were on the verge to explain and find out the effects and possible problems that might occur was in position.

On the other hand, a brief history of the port of Shanghai (PoS). Port of Shanghai has its location in the East China Sea to the east, and this makes it be south to the bay of Hangzhou. The overall confluences of the Yangtze River and Huangpu River also the Qian-tang River in inclusion. The port managed to be in an establishment and be in control by the Shanghai international port that has superseded the mighty Shanghai port authority in 2003.

The administrator who is the Shanghai international port company has a listing in which the Shanghai municipal government roughly owns 44.23 percent of the total outstanding shares. The likely rise of the harbor into fame and major foundation can be farfetched from the Ming dynasty, which was then the, and currently, the town of Shanghai being part of the Jiangsu province. In the other hand Shanghai became the county seat of the Yuan dynasty, this led to it remaining a small town.

The location is at the mouth of the Yangtze River which was under the leadership of the coastal trade development, during the reign of the Qianlong emperor in the almost unknown town of Qing dynasty. The company had a realization of gradual development and surpassed the port of Ningbo and also the port of Guangzhou which now made it be the largest port in China at the time. In a probable assumption, in 1842, the treaty port is the name of the Shanghai, thus the overall developing sect into an international commercial city. In the early 20th century, it was in a position to take over the world by fame and thus the largest town in the Far East and the largest port in the Far East.

In 1949, the communist took over the Shanghai. Thus all the overseas trade was cut dramatically in a positive way. The economic policy of the people which was an implementation of the People’s Republic and the most crippling all the effect on the Shanghai’s  infrastructure as well as the development of the capital. In the year 1991, the government of Shanghai made an allowance of the port to initiate a reform to the port administration. ( Christos, 2015).  Since that time the port of Shanghai made a progressive development at an increasing rate and by 2005, the Yang Shan the deepest waters was to be in a construction structure, specifically on the Yang Shan Island. It is a group of islands found in the Hangzhou Bay.

The most operational problems which the two ports share are the key challenges in the port sector, which it will include tight time frames for port extensions which are meant to meet the rising export and imports is increasing rapidly particularly from the resources sector. (Blok et.al, 2015). When an improvement in planning for the ports is in an establishment, with an inclusion of revision of the governance policies then arrangements and the ultimate achievements of certainly more deeds can be reached. The aspect of dealing with the urbanist encroachment where the ports become a reference point, then the predictability of the general outcome which has a direct relation to transportation corridors will certainly be in a position to provide a communal industry a greater potential.

 The vast and most prominent problem, unlike the overall minor issues, are to be put into action, an apparent reputation created by those in the administration need to overpower all the acting personnel into action. When shipping of goods become a topic of concern then the most urgent issue to be in view here is that size matters a lot in navigation. Thus the two ports need to have a glance on the initiatives that will put the entire company from having a simple and symbolic capacity to undertake all duties without fail. In this context, the establishment of expansion to hold more goods and have deep harbors for more ships to dock is a case which needs urgency.

A change to have the supplier base increase as management has been part of the project to uncover the problems of the two ports. To have a comparison with other ports across it can be in identification that many firms have got the proactive initiation to have many steps into the logical view of the sustenance factors in place. A significant change in the reduction of all the essential consolidation and reconstructing the supplier networks will make the overall network a competitive lot. The actual delegation of higher responsibilities to manage key suppliers. When such an initiation is into place, then the production also will see its way high the graph. Internal operations are also to be in consideration.

It is the internal operations which will be pertaining the supply and the management of the docks and harbors of the general firm. A streamlined integration by the company across the units in the group will be a different form of organizational structure to help in curbing the reduction of issues in the entire docking problem.

In a complete contextual analysis of the maritime business in the ports, a complete visualization of the induced comparison from the two companies will play an initiative role to oversee the success of the two companies. To begin with, a general technique on the possibilities which are to create a new platform from a technological aspect.

The principal purpose of the analysis is to try and make interactions between the new technologies at the ports of Melbourne and the port of Shanghai. (Verhetsel et.al 2015). Regarding ship, technology is relevant that: the two ports have ship sizes which will make a lead to operational problems in the ports for the requirements of the appropriate infrastructure will be an immediate action to be action.

A different point is the speed of the ships which will bring delaying in delivering the cargo in time, thus a loss on the conservative side. It is also evident that rates will lead to shorter turnarounds time which will have an overall increase in the demands upon all the navigational supports systems in place. (Kennedy et.al, 2015). In the same perspective, the container technology which at the current system is highly standardized hence the Ro-Ro technology will see a competitive lot of which it can use several types of load carriers which at the end of the process will make a lead to difficulties in the operational systems.

The other basic solution to the problem is the bit of navigational technology employed by the two companies to make the business success. Many systems work the navigation and communication systems which are easily available. Thus the development of the equipment to be used onboard is mandatory to match a technology which is conversant with the latest technology which is not found in the two ports making it a deficiency on its own. It has an effect on the utilization of resources and leads to an increase in the efficiency of the systems and safety.

The other part which has a close relation and which will be part of the original bit to make the process successful is the information and communication section technologies which accounts for a bigger percentage of the general success in the whole process. It is a fundamental part to relay information which will mean that if a delay is to make in the news section, then the entire communication process will come down rendering the process null. It makes it possible not only for the information exchange of navigation and all the traffic updates but the other general aspect provision. Is that they provide all the information relevant to be on precision on arrivals and departure teams, loading of information and plans of the two companies will eventually be an operational plan for a period which will have an enabling power source. (Bergqvist et.al, 2014). When all the pieces of information needed in place, the ports can make better plans for involvement to prepare cargo departure and cargo arrivals.

Solutions to curb the challenges.

To make a step forward to be a successful business then a handful of necessary remedies which will be an advantage to the companies. The practical logistics to be an advantage to the whole process to be a potential attribute, the systems have to be in an operation which will favor the manner of conventional logistics systems.  (Tang, 2014). The possible solutions will include the treatment of the assets in the conformation of functions and their availability, will be better that the use of the environmental objectives which will be an inclusion of a particular identity and form. It will add to the way the assets are to treat. Dissociation of ownership to control the property will also serve a good ground to allow the physical location of assets for better utilization of the two ports, by making this initiation there will many traces of the company’s activities to an extent of making it a success and documentation on progress easy. When an access is allowed to the logistic resources to have computer-based trading of logistic resources will enhance relations which have a high impact.

Conclusion

In the two ports that are the port of Melbourne and the port of Shanghai, a prominent integration of current technology into the transportation and the general production for the general purpose of making a reasonable maintenance of product control and comfortable stock taking in the port. Also, the harmonization of a logistic system to resources can make the outcome be a great potential to treat the all owned logistics and commodities to be utilized and provision of a sharing notion of resources. Port cooperation’s which are in a run in the understanding of basic concepts will be an enhancement of the standard use of hinterland to expand the operational grounds. (Leavy, 2014). The docking place and problems of lacking physical allowance space for expansion can add by dislodging, and proper initiatives are implemented to allow proper docking of the ships.

The containers used should be updated and match the current standards needed in the general operation which will enhance delivery of goods and services and the cargo in time without delay. The staff should be in a position to have exposure to new technological creativeness, which will be able to connect the significant gaps and niches in a position to bring a good relation and up to date technology in the two ports. (Zheng et.al 2015). The only difference is that the ports are located in different geographical places but have majorly a good reputation of tradeoff cargo to Australia and China respectively.

References

Bergqvist, R. and Monios, J., 2014. The role of contracts in achieving effective governance of intermodal terminals. World Review of Intermodal Transportation Research, 5(1), pp.18-38.

Blok, A. and Tschötschel, R., 2015. World port cities as cosmopolitan risk community: Mapping urban climate policy experiments in Europe and East Asia. Environment and Planning C: Government and Policy, p.0263774X15614673.

Becker, A., 2015. 17 The state of climate adaptation for ports and the way forward. Climate Change and Adaptation Planning for Ports, p.265.

Christos, S., 2015. Investigation of the potential to implement offshore wind energy technology in Victoria, Australia.

Farhan, J. and Ong, G.P., 2016. Forecasting seasonal container throughput at international ports using SARIMA models. Maritime Economics & Logistics.

Koyama, M., Moriguchi, C. and Sng, T.H., 2015. Geopolitics and Asia's Little Divergence: A Comparative Analysis of State Building in China and Japan after 1850. Available at SSRN 2682702.

Liu, Y., Xue, J., Lin, J. and Wu, H., 2015. Invasion and morphological variation of the non-indigenous barnacle Chthamalus challengeri (Hoek, 1883) in Yangshan Port and its surrounding areas. Journal of Ocean University of China, 14(3), pp.575-583.

Sakalayen, Q.M., Chen, P.S.L. and Cahoon, S., 2016. Investigating the strategies for Australian regional ports' involvement in regional development. International Journal of Shipping and Transport Logistics,8(2), pp.153-174.

Tang, S., 2014. Sustainable Packaging Design: A Business Case Study.

Tsatsou, Alexandra. "Port cities and climate change: actions for resilience." (2014).

TOVAR, B., HERNÁNDEZ, R. and RODRÍGUEZ-DÉNIZ, H., Port competitiveness and connectivity: the Canary Islands main ports case.

Verhetsel, A., Vanelslander, T. and Balliauw, M., 2016. Maritime world cities: development of the global maritime management network.International Journal of Shipping and Transport Logistics, 8(3), pp.294-317.

WU, Y., BURKE, M., CUI, J. and HALL, P., 2015. Direct over Indirect Container Transport for ‘Remote’Areas: A Case for North Queensland?.Journal of the Eastern Asia Society for Transportation Studies, 11(0), pp.2444-2458.

Zheng, J., Meng, Q. and Sun, Z., 2014. Impact analysis of maritime cabotage legislations on liner hub-and-spoke shipping network design.European Journal of Operational Research, 234(3), pp.874-884.

Zheng, J., Sun, Z. and Gao, Z., 2015. Empty container exchange among liner carriers. Transportation Research Part E: Logistics and Transportation Review, 83, pp.158-169.