Port-oriented supply chains and landside logistics marketplaces continue to be restructured and rationalized. Profit pools have rapidly changed and value has migrated, and is migrating, to new functionalities, creating tensions, new patterns of demand and new bases for efficiency in freight...

Supply chains generally, and port-oriented chains more particularly, are not easily integrated for operational efficiency. This is not especially surprising given their complexity and the underlying power relationships by which they are structured. Nonetheless, integration that does occur may...

A decade after port reform was initiated in Australia it is becoming clear that objectives of corporatisation are not being realised. For example, political intervention persists, which thwarts commercial benefits being realised. The chapter suggests that this is not a problem of political...

The emergence of hub/feeder networks in the Singapore-Japan corridor through the 1970s and 1980s reflected not only the rapid growth of containerized cargo in regional Southeast and East Asia but also the exceptional importance of Far East/transPacific and Far East/Europe mainline shipping...

In 1997 the Australian government introduced reform measures aimed at improving the efficiency and cost effectiveneess of the Auistralian maritime sector. These measures are part of an ongoing reform programme initiated in the early 1980s; but despite concerted efforts by a succession of...

Australia port reform initiatives have taken on a variety of forms — from out-right sale and transfer of ownership, to the sale of particular assets of infrastructure or services, or to long-term lease arrangements; or in some cases state governments, unable to relinquish control, have opted...