2023年全球集装箱港口绩效指数.pdf

T R A N S P O RT G LO B A L P R AC T I C EThe Container PortPERFORMANCE INDEX 2023A COMPARABLE ASSESSMENT OF PERFORMANCE BASED ON VESSEL TIME IN PORTPublic Disclosure AuthorizedPublic Disclosure AuthorizedPublic Disclosure AuthorizedPublic Disclosure Authorized 2022 International Bank for Reconstruction and Development/International Development Association or The World Bank1818 H Street NWWashington,DC 20433Telephone:[phone]Internet:www.worldbank.orgThis work is a product of the staff of The World Bank,together with external contributions from S&P Global Market Intelligence.The findings,interpretations,and conclusions expressed in this work do not necessarily reflect the views of The World Bank,its Board of Executive Directors,or the governments they represent.The World Bank does not guarantee the accuracy of the data included in this work.The boundaries,colors,denominations,and other information shown on any map in this work do not imply any judgment on the part of The World Bank 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not created by The World Bank and should not be considered an official World Bank translation.The World Bank shall not be liable for any content or error in this translation.AdaptationsIf you create an adaptation of this work,please add the following disclaimer along with the attribution:This is an adaptation of an original work by The World Bank.Views and opinions expressed in the adaptation are the sole responsibility of the author or authors of the adaptation and are not endorsed by The World Bank.Third-party contentThe World Bank does not necessarily own each component of the content contained within the work.The World Bank,therefore,does not warrant that the use of any third party-owned individual component or part contained in the work will not infringe on the rights of those third parties.The risk of claims resulting from such infringement rests solely with you.If you wish to reuse a component of the work,it is your responsibility to determine whether permission is needed for that reuse and to obtain permission from the copyright owner.Examples of components can include,but are not limited to,tables,figures,or images.All queries on rights and licenses should be addressed to World Bank Publications,The World Bank Group,1818 H Street NW,Washington,DC 20433,USA;fax:[phone];e-mail:pubrightsworldbank.org.TRANSPORT GLOBAL PRACTICEThe Container Port Performance Index 2023 A Comparable Assessment of Performance based on Vessel Time in Porti|TABLE OF CONTENTSTable of contentsAcknowledgements.iiiAbbreviations and Acronyms.ivGlossary.vForeword.viExecutive summary.11.Introduction.92.The Port Performance Program.13Introduction.13The Port Performance Program.14The Automatic Identification System and Port Zoning.14The Anatomy of a Port Call.15Overall Port Time Distribution.17The Significance of Call Size.203.The Approach and Methodology.25The Structure of the Data.25Constructing the Index:The Administrative Approach.29Why Is Matrix Factorization Useful?.34The Statistical Methodology.35Borda-Type Approach for Index Aggregation.364.The Container Port Performance Index 2023.38Introduction.38The CPPI 2023.38Ranking by Region.40Ranking by Throughput.485.Conclusions and NextSteps.55Appendix A:The CPPI 2023.56Table of conTenTs|ii TablesTable E.1 The CPPI 2023:Global Ranking of Container Ports.2Table 2.1 Average Arrival Time Development per Region and Ship Size,20222023.19Table 2.2 Average Arrival Time Performance per Ship Size Range per Region.20Table 3.1 Port Calls Distribution.27Table 3.2 Ship Size Group Definitions.27Table 3.3 Call Size Sensitivity.28Table 3.4 Quantity of Ports Included per Ship Size Group.29Table 3.5 An Example of Imputing Missing Values.30Table 3.6 Port Hours Performance Appraisal.31Table 3.7 Assumptions to Determine a Fuel Consumption Index.32Table 3.8 Sample Port Productivity Data Structure by Ship Size.34Table 3.9 Sample Illustration of Latent Factors.34Table 3.10 An Example of Aggregated Rankings for Four Ports with Randomly Generated Administrative and Statistical Index Values.36Table 4.1 The CPPI 2023.39Table 4.2 The CPPI by Region:North America.41Table 4.3 The CPPI by Region:Central America,South America,and the Caribbean Region.41Table 4.4 The CPPI by Region:West,Central,and South Asia(Saudi Arabia to Bangladesh).43Table 4.5 The CPPI by Region:East Asia(Myanmar to Japan).44Table 4.6 The CPPI by Region:Oceania(Australia,New Zealand,and the Pacific Islands).45Table 4.7 The CPPI by Region:Sub-Saharan Africa.45Table 4.8 The CPPI by Region:Europe and North Africa.46Table 4.9 The CPPI by Throughput:Large Ports(More than 4 million TEUs per Year).49Table 4.10 The CPPI by Throughput:Medium Ports(between 0.5 million and 4 million TEUs per Year).49Table 4.11 The CPPI by Throughput:Small Ports(Less than 0.5 million TEUs per Year).52Table A.1 Aggregated Rankings Using Borda-type Approach.56Table A.2 The CPPI 2023(the Administrative Approach).61Table A.3 The CPPI 2023(the Statistical Approach).72FiguresFigure 2.1 The Anatomy of a Port Call.16Figure 2.2 In-Port Time Consumption.17Figure 2.3 Global Average Arrival Time Development 2022-2023.18Figure 2.4 The Aggregated Correlation between Ship and Call Size.21Figure 2.5 Container Moves Performed per gross Crane Hour across Various Ship Sizes.22Figure 2.6 Gross Crane Productivity by Call Size.22Figure 2.7 Crane Productivity by Crane Intensity.23Figure 2.8 Call Size versus Crane Intensity.23Figure 2.9 Average Moves per Crane.24Figure 3.1 The Structure of the CPPI.26Figure 3.2 Percentage of Port Calls per Ship Size Group-2023.28iii|ACkNOWLEDGEMENTSAcknowledgementsThis technical report was prepared jointly by the teams from the Transport Global Practice of the Infrastructure Vice-Presidency at the World Bank and the Maritime,Trade and Supply Chain division of S&P Global Market Intelligence.The World Bank team was led by Richard Martin Humphreys(Global Lead for Connectivity and Logistics and Lead Transport Economist,ITRGk),Dominique Guillot(Associate Professor,University of Delaware),under the guidance of Binyam Reja(Global Practice Manager Transport,ITRGk)and Nicolas Peltier-Thiberge(Global Practice Director Transport,ITRGk).The S&P Global Market Intelligence team was led by Turloch Mooney(Global Head of Port Intelligence&Analytics,GIA),underthe guidance ofGuy Sear(Head of Global Risk&Maritime,GIA)and Jenny Paurys(Head ofGlobal Intelligence&Analytics).The joint team would like to extend special thanks to the following experts for their comments on the draft of the technical report:Gylfi Palsson(Lead Transport Specialist,ILTC1),Ninan Biju Oommen(Senior Transport Specialist,IEAT1),and Yin Yin Lam(Senior Transport Specialist,IEAT1).abbreviaTions and acronyms|iv abbreviations and acronymsAcronymsDescriptionAISAutomatic Identification SystemCICrane IntensityCOVID-19Coronavirus Disease 2019CPPIContainer Port Performance IndexEEZExclusive Economic ZoneFAFactor AnalysisGCIGlobal Competitiveness IndexGCMPHMoves per Gross Crane HourGDPGross Domestic ProductGRTGross Registered TonnageITUInternational Telecommunication UnionLLDCLandlocked Developing CountryLPILogistics Performance IndexSIDSSmall Island Developing StatesTEUTwenty-foot Equivalent UnitUNCTADUnited Nations Conference on Trade and Developmentv|GLOSSARYGlossaryAll fast:The point when the vessel is fully secured at berth and all mooring lines are fastArrival time/hours:The total elapsed time between the vessels automatic identification system(AIS)recorded arrival at the actual port limit or anchorage(whichever recorded time is the earlier)and its all lines fast at the berthBerth hours:The time between all lines fast and all lines releasedBerth idle:The time spent on berth without ongoing cargo operations.The accumulated time between all fast to first move plus last move to all lines releasedCall size:The number of container moves per call,inclusive of discharge,load,and restowageCargo operations:When cargo is being exchanged,the time between first and last container movesCrane intensity(CI):The quantity of cranes deployed to a ships berth call.Calculated as total accumulated gross crane hours divided by operating(first to last move)hoursFactor analysis(FA):A statistical method used to describe variability among observed,correlated variables in terms of a potentially lower number of unobserved variables called factorsFinish:Total elapsed time between last container move and all lines releasedGross crane hours:Aggregated total working time for all cranes deployed to a vessel call without any deductions.Time includes breakdowns,inclement weather,vessel inspired delays,un/lashing,gantry,boom down/up plus hatch cover and gear-box handlingGross crane productivity(GCMPH):Call size or total moves divided by total gross crane hours.Hub port:A port which is called at by deep-sea mainline container ships and serves as a transshipment point for smaller outlying,or feeder,ports within its geographical region.Typically,more than 35 percent of its total throughput would be hub and spoke or relay transshipment container activityMoves:Total container moves.Discharge+restowage moves+load.Excluding hatch covers,gearboxes,and other non-container related crane work.Breakbulk cargo lifts are excluded,however empty platform(tweendeck or flat-rack)handling moves are included.Moves per crane:Total Moves for a call divided by the crane intensityPort call:A call to a container port/terminal by a container vessel where at least one container was discharged or loadedPort hours:The number of hours a ship spends at/in port,from arrival at the port limits to sailing from the berthPort limits:Either an anchorage zone or the location where pilot embarkation or disembarkation occurs and recorded as whichever activity is the earliestPort to berth hours:The time from when a ship first arrived at the port limits or anchorage zone(whichever activity occurs first)until it is all fast alongside the berth.Relay transshipment:Containers transshipped between ocean going container shipsShip size:Nominal capacity in twenty-foot equivalent units(“TEUs”)Start:The time elapsed from berthing(all lines fast)to first container moveSteam in time:The time required to steam-in from the port limits and until all fast alongside the berthTwenty-foot equivalent unit or TEU:A standard metric for container throughput,and the physical capacity of a container terminal.A 20-foot container is equal to 1 TEU,and a 40-foot or 45-foot container is equal to 2 TEUs.Regardless of container size(10 feet,15 feet,20 feet,30 feet,40 feet,or 45 feet),each is recorded as one move when being loaded or discharged from the vessel.Vessel capacity:Nominal capacity in twenty-foot equivalent Units(“TEUs”)Waiting time:Total elapsed time from when vessel enters anchorage zone to when vessel departs anchorage zone(vessel speed must have dropped below 0.5 knots for at least 15 mins within the zone)foreword|vi forewordThe challenges caused by the COVID-19 pandemic and its aftermath on the sector eased further in 2023.Continuing or new disruptions in the form of Russias invasion of Ukraine,the attacks on shipping in the Gulf of Aden,and draught restrictions on the Panama Canal,all impacted container shipping.In addition,the glut of new capacity ordered by lines during the pandemic and falling demand meant that freight rates have fallen,after an initial slump,to pre-pandemic norms on most routes.These changes impact performance and the ranking of ports.While some problems are exogenous or systemic,some are endogenous or location specific,with the result that both impact the performance and ranking of individual ports.One of the silver linings of the pandemic was greater awareness and focus on the resilience and efficiency of the maritime gateways,where any friction will result in tangible impacts on consumer choice,price,and ultimately economic development.That focus is even more important now.Traditionally,one of the major challenges to stimulating improvement in the efficiency of ports has historically been the lack of a reliable,consistent,and comparable basis on which to compare operational performance across different ports.While modern ports collect data for performance purposes,the quality,consistency,and availability of data,the definitions employed,and the capacity and willingness of the organizations to collect and transmit data to a collating body have all precluded the development of a robust comparable measure(s)to assess performance across ports and time.The introduction of new technologies,increased digitalization,and the willingness on the part of industry stakeholders to work collectively toward systemwide improvements have now provided the opportunity to measure and compare container port performance in a robust and reliable manner.A partnership has resulted in this technical report,which is the fourth iteration of the Container Port Performance Index(CPPI),produced by the Transport Global Practice of the World Bank in collaboration with the Global Intelligence&Analytics division of S&P Global Market Intelligence.The CPPI is intended,as in its earlier iterations,to serve as a reference point for improvement for key stakeholders in the global economy,including national governments,port authorities and operators,development agencies,supranational organizations,various maritime interests,and other public and private stakeholders in trade,logistics,and supply chain services.The performance of a port may be assessed based on a myriad of measurements,such as:terminal capacity or space utilization,cost,landside connectivity&services,or ship to shore interchange.The CPPI is based on available empirical objective data pertaining exclusively to time expended in a vessel stay in a port and should be interpreted as an indicative measure of container port performance,but not a definitive one.Nicolas Peltier-Thiberge Global Practice Director Transport The World BankJenny Paurys Head of Global Intelligence&Analytics S&P Global Market Intell