helen mba _2 - Nelson Mandela Metropolitan University

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subject to the same terms and conditions. Portnet management was of the opinionthat open gates would present new opportunities to private hauliers, while the roadtransport arm of Portnet would also benefit from the wider market in which it wouldoperate (Dispatch online, 1999:2).In reality, however, the limited container handling equipment in the port of PortElizabeth and the increased number of haulage vehicles calling at the terminal, hasresulted in queues sometimes as long as 65 vehicles outside the port gates. Thequeuing lowers the productivity and efficiency of vehicles, forcing the intermodalindustry to increase prices, to the disadvantage of the customer.3.6.1 Future container flows in South African portsIn line with an increase in global trade and exports, container flows through SouthAfrican harbours have increased.The South African harbours and transportation infrastructure previously used for localtrade are coming under pressure to facilitate the increase of international trade. Table3.1 provides a summary of the total twenty-foot equivalent units (TEU`s) handled in theport of Port Elizabeth between 1999 and 2002. The general trend of increasedcontainer flow over the period 1991 until 2002 is graphically displayed in Figure 3.3.Table 3.1 : Total number of containers handled at the port of Port Elizabeth (TEU’s),for the period 1991-2002YEARContainers landed ContainersshippedTOTAL1991 38589 36112 747011992 45310 44757 900671993 47526 48700 9622690
1994 58617 57007 1156241995 83019 72704 1557231996 95419 74909 1703281997 100612 79790 1804021998 106832 89238 1960701999 147079 105153 2522322000 131661 98487 2301482001 125298 112114 2374122002 114067 118563 232630Source: Gajjar (2003)Figure 3.3 : The total number of TEU’s landed and shipped at the port of PortElizabeth for the period 1991 - 2002.91
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THE IDENTIFICATION OF FACTORS THAT
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ACKNOWLEDGEMENTSI hereby wish to ex
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protection, human resource developm
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2.3.4 Competitive rivalry 372.4 SOU
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4.3.3.1 Section one : Demographics
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Figure 2.1 Porter’s diamond 13Fig
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LIST OF ANNEXURESPAGEAnnexure A Cov
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Mandela Metropolitan Municipality (
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activities at comparable cost but i
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core competences of establishing de
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Firms in every industry have some u
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• A survey was carried out in the
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surprise that the freight transport
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Source: Hill (2002: 159)According t
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attractiveness of a country as a pl
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generalised factor would be a pool
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The second determinant of Porter’
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This is because firms compete globa
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(c)Anticipatory buyer needsA countr
Page 40 and 41: the service or product buyer needs.
Page 42 and 43: arely a complete substitute, even i
Page 44 and 45: firm’s strategy, structure and ri
Page 46 and 47: Porter (1990:117) says domestic riv
Page 48 and 49: means of identifying the forces whi
Page 50 and 51: ased economies, and their trade pol
Page 52 and 53: transport, it is frequently economi
Page 54 and 55: for the purpose of this study.Figur
Page 56 and 57: According to Strickland and Thompso
Page 58 and 59: cost advantage. Successful cost lea
Page 60 and 61: 2.5.4 Shifting input costs or avail
Page 62 and 63: eduction is regarded as essential t
Page 64 and 65: Organisations that move fastest dow
Page 66 and 67: and Strebel and Porter has, however
Page 68 and 69: options available to organisations.
Page 70 and 71: 2.7.1.2 The hybrid strategy - route
Page 72 and 73: Source : Slack et al (2001 :116)The
Page 74 and 75: • Marketing-based approaches: Her
Page 76 and 77: difficult if the organisation compe
Page 78 and 79: For an efficient multimodal system,
Page 80 and 81: good for all. It is anti-congestion
Page 82 and 83: to another while in transit from or
Page 84 and 85: also road movements, were performed
Page 86 and 87: insurance rates for all parties.•
Page 88 and 89: distributed to everyone involved or
Page 92 and 93: TEU's handled at the Port of Port E
Page 94 and 95: as many other long term transport a
Page 96 and 97: encourage foreign direct investment
Page 98 and 99: 2002.The estimated volume of contai
Page 100 and 101: CHAPTER FOURTHE EMPIRICAL STUDY AND
Page 102 and 103: 4.2.2 Types of researchSekaran (200
Page 104 and 105: In evaluating the questions asked,
Page 106 and 107: Leedy (1997:191) states that a comm
Page 108 and 109: The researcher was of the opinion t
Page 110 and 111: monetary value to the intermodal tr
Page 112 and 113: The size of customers, proximity of
Page 114 and 115: Section two dealt with the factors
Page 116 and 117: The South African intermodal indust
Page 118 and 119: From Table 4.10, the following inte
Page 120 and 121: • Ninety one percent of the respo
Page 122 and 123: • One hundred percent support was
Page 124 and 125: Investment cost in the intermodal i
Page 126 and 127: espondents shows that favourable tr
Page 128 and 129: • Eighty two percent of responden
Page 130 and 131: 5.3 CONCLUSIONS AND RECOMMENDATIONS
Page 132 and 133: solutions.• The shipping lines ne
Page 134 and 135: the intermodal industry, have led t
Page 136 and 137: understand and to deliver enhanced
Page 138 and 139: prices or a better service from an
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adequate skills, especially in fund
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transporter should have in creating
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One of the goals of the National Tr
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• Excellent quality service for e
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CIMEC. 2000. Annual report 1999/200
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Hellriegel, D., Jackson, S.E., Sloc
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Mattheus, B. 2002. Nelson Mandela M
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Strickland, A. & Thompson, A. 1999.
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19 May 2003For Attention:………
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Structured interview on the competi
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Section 2: Factors promoting compet
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Section 3 : Competitive advantagePl
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Section 5: Advantages and challenge
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