Seaports during the COVID-19 Pandemic: The Terminal Operators’ Tactical Responses to Disruptions in Maritime Supply Chains
Abstract
:1. Introduction
- Identifying the sources and kind of disruptions observed in various MSCs as a result of the COVID-19 pandemic and their impact on the operations of various kinds of port terminals, i.e., those handling bulk (universal, specialised) and general cargoes (universal, specialised).
- Identifying the dependencies between the type of terminal and its main function, and tactical decisions adopted by terminals of various types.
2. Literature Review
3. Research Methodology
- What was the impact of MSCs disruptions on the operations of various port terminals?
- Is there a dependency between the type of terminal and its function, and the tactical decisions taken by the terminal administrators during the COVID-19 pandemic?
- For the 1st phase (March, April, May, June 2020)—in the period: 8–23 August 2020.
- For the 2nd phase (July, August, September 2020)—in the period: 7–14 October 2020.
- Did the port terminals during the COVID-19 pandemic observe any significant changes/disruptions in transshipment and storage operations, and if so, what were they like?
- What was the source of those changes/disruptions?
- Is it possible to distinguish various phases of the impact (within the studied periods)?
- What decisions were taken by the port terminals operators in response to those changes/disruptions?
- What effects did the decisions bring for the operation of the terminals?
4. Results
4.1. Identification of Disruptions and Changes in MSCs as a Result of the COVID-19 Pandemic from the Perspectives of Various Terminals Operators
4.1.1. Terminal Operator A: Bulk Cargo and General Cargo Supply Chains
4.1.2. Terminal Operator B: Liquid Fuel and Liquid Chemicals Supply Chains
4.1.3. Terminal Operator C: Grain Supply Chain
4.1.4. Terminal Operator D: Conventional General Cargo Supply Chain
4.1.5. Terminal Operator E: Unitised General Cargo Supply Chain
4.1.6. Terminal Operator F: Frozen Cargo Supply Chain
4.2. Terminals Operators’ Response to COVID-19 Pandemic—Tactical Decisions
- Pro-active (offensive) measures—actions taken by an enterprise in order to engage in new maritime supply chains, and even participating in establishing new maritime chains in response to limitations caused by the pandemic, and
- Adaptive (defensive) measures—actions taken by the port terminals as a consequence of changes in the existing maritime supply chains, caused by the pandemic in the port’s foreland or hinterland.
4.2.1. Pro-Active measures—Change of Maritime Supply Chains
4.2.2. Adaptive Measures—Change of Storage Period
4.2.3. Adaptive Measures—Change of Flow Directions
5. Discussion
6. Conclusions
- Specialised terminals operators with prevailing storage function—it is necessary to respond to new needs of customers related to the extension or reduction of storage time and possible intensification of transshipment operations in specific time periods;
- Specialised terminals operators with prevailing transshipment function—it is recommended to maintain the current service capacity despite temporary suspensions or limitations of deliveries; taking actions aimed at compensating for the decrease in cargo transported in one relation by an increase in cargo handling in another relation;
- Universal terminals operators—it is suggested to take active measures aimed at replacing cargo (whose volume has been significantly limited) with new loads or cargo already handled but coming from new customers.
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Acknowledgments
Conflicts of Interest
References
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Key: | |
Change of Flow Directions | |
Change of Maritime Supply Chain | |
Change of Storage Time |
Author(s) | Type of the Terminal Analysed | Identification the Influence on | Response Strategies | Tactical Decisions | |||||||
---|---|---|---|---|---|---|---|---|---|---|---|
Specialised | Universal | Not specified | Cargo turnover | Shipping | Hinterland | Management strategies | International procedures to protect travellers and port staff | Stronger integration of global supply chains | Identification of the types of tactical decision | Identification the dependencies between the type of the terminal and tactical decisions | |
Notteboom and Haralambides [14] | ✓ | ✓ | ✓ | ✓ | |||||||
Depellegrin et al. [47] | ✓ | ✓ | ✓ | ||||||||
Jeevan et al. [48] | ✓ | ✓ | |||||||||
Russell et al. [50] | ✓ | ✓ | |||||||||
Donnan et al. [51] | ✓ | ✓ | |||||||||
Notteboom et al. [52] | ✓ | ✓ | ✓ | ||||||||
Zhang et al. [56]. | ✓ | ✓ | ✓ | ✓ | |||||||
Michail and Melas [61] | ✓ | ||||||||||
Gaskin et al. [53] | ✓ | ✓ | |||||||||
Faqiang and Abliakimova [54] | ✓ | ✓ | |||||||||
Kolesnikova [55] | ✓ | ✓ | |||||||||
Chinonyerem et al. [57] | ✓ | ✓ | |||||||||
Doumbia-Henry [58] | ✓ | ✓ | |||||||||
Presented paper | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ |
Scope of Activity of Terminal Operator | Number of Terminals | Maritime Supply Chains (Cargo Type) | Flow Directions | Location | Prevailing Services/Supplementary Services |
---|---|---|---|---|---|
Terminal Operator A | |||||
Universal: dry bulk cargoes and conventional general cargoes | 3 | iron ores, coke, steel products, cellulose, fertilisers | Export, import | Port of Szczecin | Transshipment/Storage |
Terminal Operator B | |||||
Specialised: liquid bulk cargoes | 2 | liquid fuels, liquid chemical cargoes | Import | Port of Szczecin Port of Świnoujście | Storage/Transshipment |
Terminal Operator C | |||||
Specialised: dry bulk cargoes | 2 | grain, soybean meal | Export, import | Port of Szczecin | Transshipment |
Terminal Operator D | |||||
Universal: conventional general cargoes | 1 | steel products, wood | Export, import | Port of Szczecin | Transshipment/Storage |
Terminal Operator E | |||||
Specialised: Unitised general cargoes | 1 | containerised general cargoes | Export, import | Port of Gdańsk | Transshipment |
Terminal Operator F | |||||
Specialised: General cargoes | 1 | frozen fish | Import | Port of Gdańsk | Storage |
Terminal Operator | Maritime Supply Chain | Source of MSC Disruption | Cause of MSC Disruption | Effect on Prevailing Activity of the Terminal | Anticipated Impact on Activity of the Terminal | Significant Changes in Port handling/Hinterland Transport |
---|---|---|---|---|---|---|
A | 1. Imports of iron ore from Africa and Brazil to the Polish hinterland of the port | Domestic hinterland of the port | Significant limitation of metallurgical production level in Poland | transshipments | short-term long-term | Disruptions in road vehicles handling (delays at the border crossing) |
2. Export of metal products from the Polish hinterland to i.a. Great Britain | Domestic hinterland of the port | Decreased competitiveness, and consequently considerable limitation of metallurgical production in Poland | transshipments | |||
3. Export of coke from Polish hinterland to smelting plants in Spain | The port’s foreland | Significant limitation of metallurgical production in Southern Europe | transshipmentsstorage time | |||
4. Import of cellulose from new sources—Sweden, Chile—to Polish hinterland | Domestic hinterland of the port | Increased demand for cellulose products in Polish hinterland | transshipments | |||
5. Import of steel semi-finished products (pipes) from Spain, Italy, Russia to Polish hinterland | Domestic hinterland of the port | Increased demand in connection with investments in gas pipelines in Polish hinterland | transshipments | |||
6. Import of fertilisers (urea) from Iran to hinterland of Poland, Germany, Czech Republic, Austria | - | Cargo taken over from competitors | transshipments | |||
B | 1. Import of liquid fuels from Russia to Polish hinterland | Domestic hinterland of the port | Decreased demand for fuel, a drop in fuel prices | transshipments storage time | short-term long-term | Temporary switch-over from using two ships (including transshipment in Świnoujście) to direct transport with a smaller ship |
C | 1. Import of soybean meal from Argentina to Polish hinterland | The port’s foreland | Disruptions in ship handling in Argentinian ports | transshipments | short-term long-term | Temporary decrease in ship size (from handymax to coaster) |
2. Export of grain from Polish hinterland to Africa (Morocco, Egypt) | - | - | transshipments | |||
D | 1. Import of smelter products from Holland to Polish hinterland | Domestic hinterland of the port | Withholding the car production | transshipments | short-term long-term | |
2. Export of wood from hinterland of Poland and Eastern Germany to paper mills in Sweden | Hinterland of the port | Withholding furniture production and drought (oversupply of resources) | transshipments | |||
E | 1. Import of containerised cargo from China and South Korea to hinterland of Poland and other Central European countries | The port’s foreland | Withholding the industrial production in China | transshipments | short-term long-term | Increased number of container stripping operationsDisruptions in road vehicles handling (delays at the border crossing)Increased share of rail |
2. Export of containerised cargoes from hinterland of Poland and other Central European countries to China | The port’s foreland | increased demand for FMCG in China (due to production withholding) imported from Europe (i.a. from Belarus) | transshipments | |||
F | 1. Import of frozen fish from Iceland and Norway to Polish hinterland | Hinterland of the port | Increased demand for canned food in 1st phase of pandemic | transshipments storage time | short-term long-term |
Terminal Operator | Main Function | Type of Terminal | Maritime Supply Chain | Action on the Supply Chain | Tactical Decisions |
---|---|---|---|---|---|
A | transshipment | universal—with the domination of bulk cargo | 1 | discontinuation of the supply chain | pro-active—change of supply chains (searching for new supply chains) |
2 | reduction of transshipment volume | ||||
3 | reduction of transshipment volume | ||||
4 | creation of a new supply chain | ||||
5 | creation of a new supply chain | ||||
6 | creation of a new supply chain | ||||
B | storage | specialised—bulk cargo terminal | 1 | extension of storage time | adaptive—change of storage time (changing the organisation of the terminal’s work, adjusting the terminal’s service offer) |
C | transshipment | specialised—bulk cargo terminal | 1 | reduction of transshipment volume | adaptive—change of flow directions (no possibility of taking actions to mitigate the phenomenon) |
2 | increase of transshipment volume | ||||
D | transshipment | universal—with the domination of general cargo | 1 | reduction of transshipment volume | pro-active—change of supply chains (searching for new supply chains) |
2 | creation of a new supply chain | ||||
E | transshipment | specialised—general cargo terminal | 1 | reduction of transshipment volume | adaptive—change of flow directions (no possibility of taking actions to mitigate the phenomenon) |
2 | increase of transshipment volume | ||||
F | storage | specialised—general cargo terminal | 1 | reduction of storage time | adaptive—change of storage time (changing the organisation of the terminal’s work, adjusting the terminal’s service offer) |
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Mańkowska, M.; Pluciński, M.; Kotowska, I.; Filina-Dawidowicz, L. Seaports during the COVID-19 Pandemic: The Terminal Operators’ Tactical Responses to Disruptions in Maritime Supply Chains. Energies 2021, 14, 4339. https://doi.org/10.3390/en14144339
Mańkowska M, Pluciński M, Kotowska I, Filina-Dawidowicz L. Seaports during the COVID-19 Pandemic: The Terminal Operators’ Tactical Responses to Disruptions in Maritime Supply Chains. Energies. 2021; 14(14):4339. https://doi.org/10.3390/en14144339
Chicago/Turabian StyleMańkowska, Marta, Michał Pluciński, Izabela Kotowska, and Ludmiła Filina-Dawidowicz. 2021. "Seaports during the COVID-19 Pandemic: The Terminal Operators’ Tactical Responses to Disruptions in Maritime Supply Chains" Energies 14, no. 14: 4339. https://doi.org/10.3390/en14144339