-

MINISTRY OF TRANSPORTATION

MINISTRY OF EDUCATION & TRAINING

VIETNAM MARITIME UNIVERSITY

STUDENT NAME: TO DINH BACH

DISSERTATION
GLOBAL STUDIES AND MARITIME AFFAIRS

RECOMMENDATIONS TO REDUCE THE CONTAINER TRUCK
CONGESTION IN ENTRANCE GATES AT A PORT OF VICONSHIP
JOINT STOCK CONPANY- GREENPORT TERMINAL

HAI PHONG – 2015


MINISTRY OF TRANSPORTATION

MINISTRY OF EDUCATION & TRAINING

VIETNAM MARITIME UNIVERSITY

STUDENT NAME: TO DINH BACH
CLASS: GMA 02

DISSERTATION
GLOBAL STUDIES AND MARITIME AFFAIRS

RECOMMENDATIONS TO REDUCE THE CONTAINER TRUCK
CONGESTION IN ENTRANCE GATES AT A PORT OF VICONSHIP
JOINT STOCK CONPANY- GREENPORT TERMINAL
Supervisor:
Division:
Faculty:

Vuong Thu Giang
Basic economic
Global Studies and Maritime Affairs

HAI PHONG – 2015


Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

PREFACE
Purpose of the paper is to evaluate situation of container truck congestion in
terminal gates at a port of VICONSHIP joint stock company- Greenport terminal.
Then, recommendations are suggested to reduce container truck congestion in
Greenport terminal gates.
There are five main parts in this paper:
1. Introduction
2. Chapter 1: Literature review
3. Chapter 2: Situation of container truck congestion in Greenport terminal gates
4. Chapter 3: Recommendations to reduce the truck congestion in Greenport
terminal gates
5. Conclusion

I declare that this report is my own unaided work. It has not been
submitted before.
If violated, I am solely responsible for and bear the punishments of the
Institution and University.

Student Name and Signature
To Dinh Bach

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

ABSTRACT
Vietnam is a favorable natural country having 3200 km sea-way. So the
development of maritime transports will bring benefits for country, especially in
container transportation. There are 72% container level approximately imported and
exported in South Vietnam ports and 26% in North ports, Vietnam ports could
compete to another region such as Singapore, Hong Kong or Busan (Thai Van Vinh,
2007). In fact, many ports are facing heavy truck congestion in the terminal, which
leads to longer truck waiting time and lower operation efficiency (Xiaoju Zhang,
et.al, 2013). Although Vietnam built so many large container ports, container truck
congestion still occur in major terminal gate because volume of container exceeds in
rush period.
Then, what is the cause of the congestion problem at the port container and
how to resolve this situation? The research figures out the underlying cause of the
problem and offers some solutions to remedy the situation, as well as to develop

Vietnam's seaports.
The research will contribute some positive solution to address the immediate
situation contributing to Vietnam's seaport grows and brings many benefits not only
for the state but also for the whole society.

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

ACKNOWLEGEMENT
First of all, I would like to thank Ms. Phuong Anh, master of accounting
manager, who gave me a chance to internship in Greenport terminal and gave a hand
to help me have information and important statistics. I would like to thank security
and related employee who help me to successfully finish our project without any
interrupted. I also want to thank my instructor- Mrs. Nguyen Thi Le Hang who
supervised my industrial project that is modeling and simulation material handling
system in container terminal and who gave me this valuable chance to work with her
for a small period. I also want to thanks Huynh Viet and Duc Thuan who make long
conversations to answer for many questions and spend time to introduce
departments of Greenport. Finally, I would like to thank everyone who helped me in
direct and indirect ways during period of project.

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

TABLE OF CONTENTS

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

LIST OF ABBREVIATIONS
LCL:
CFS:
CCTV:
VOCs:
TAS:
HDC:
OCR:
LPR:
ISO:
TOS:
LCD:
VoIP:
IP:
RE:
EDI:

PL-TOS:
IAS:

Less than Container Load
Container freight station
Closed-circuit television
Volatile Organic Compounds
Truck appointment system
Harbor development commission
Optical character recognition
Location plates reader
International organization for standardization
Terminal operating system
Liquid crystal display
Voice over IP
Internet Protocol
Road extension
Electronic Data Interchange
Port logics-Terminal Operation System
Individual appointment systems

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

LIST OF TABLES

Table 1.1: Alternate definition of congestion..........................................................17
Table 1.2: Summary of types of congestion............................................................19
Table 1.3: Alternative congestion measures to assess user acceptability.................22
Table 2.4: Greenport business operation report.......................................................33
Table 2.5: Congestion identification as Qualitative measures.................................35
Table 2.6: The First Measurement specification (seconds/mile).............................37
Table 2.7: The First Measurement specification (minutes/meter)...........................38
Table 2.8: Congestion identification as the first Measurement specification..........38
Table 2.9: Congestion identification as the second Measurement specification......39

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

LIST OF FIGURES
Figure 1.1: Terminal layout gates............................................................................15
Figure 2.2: Greenport layout...................................................................................26
Figure 2.3: Management organization of VICONSHIP..........................................28
Figure 2.4: Greenport berths...................................................................................29
Figure 2.5: CFS warehouses ..................................................................................29
Figure 2.6: Greenport Container yards....................................................................30
Figure 2.7: Greenport entrance gates......................................................................31
Figure 2.8: Greenport CCTV camera......................................................................31
Figure 2.9: Greenport weighting stations................................................................32
Figure 2.10: Business operation chart of Greenport................................................34
Figure 2.11: Researching Location- Greenport Entrance Gates............................. 35

Figure 2.12: Road leading to Greenport entrance gates..........................................36
Figure 3.13: TAS process .......................................................................................43
Figure 3.14: Queuing theory simulation.................................................................44
Figure 3.15: Truck OCR camera portal...................................................................46
Figure 3.16: Operator console in gate automation project .....................................47
Figure 3.17: Truck-driver self-service kiosks .........................................................48
Figure 3.18: Kiosk system......................................................................................48
Figure 3.19: Process of OCR gates automation......................................................49

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

INTRODUCTION
1. Introduction
The gate system on container terminals is the operation channel for trucks to
carry containers to move into or out of the container yard. With the rapid
development of maritime logistics, the demand improvement of the container
terminals gate system is becoming higher and higher. If the planning on the
configuration of gate system such as the number of truck lanes is unreasonable, the
congestion by trucks which is waiting and queuing outside the terminal gate
becomes quite serious in the rush hours and it will influence the whole service
performance of the container terminal. Therefore, it is necessary to carry out the
feasible planning on the terminal gate. However the construction cost ratios of
terminal gates is far lower and as the operation performance of the gate system does
not bring the direct punishment charges so the planning on the terminal gate system

has been not considered. So far, researches on planning of container terminals
focused mainly on the gate system.
2. Methodology
The paper is conducted by using combination of methodologies namely
analytical, statistical, logical methods
- Analytical method: Analyze figures and date related to company and
process.
- Statistical method: Collect and research the information about data.
- Logical method: Summary and point out the situation of the process and
recommend solutions.
3. Research scope
Actually, the performance of the gate system plays an important role in
enhancement of service quality of ports. Congestion in front of gate occurs
frequently not only in Vietnam terminal but also in most of terminal in over the
world. However, the paper only focuses on researching Greenport gate operation
and congestion phenomena.

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

CHAPTER I: LITERATURE REVIEW
1.1. Seaport
1.1.1. Definition of Seaport
The concept of ports associated with the development of the maritime
industry. Previously seaport is only storm shelter of boats. Nowadays development

of the maritime industry led to the definition of seaports as well detailed and wider.
Dr. Jean-Paul Rodrigue (1998-2015) indicated that “Ports are points of convergence
between two geographical domains of freight circulation (sometimes passengers);
the land and maritime domains.
The term port comes from the Latin portus, which means gate or gateway
(Jean-Paul Rodrigue, 1998-2015). Historically, ports which are appeared as safe
harbors for fishing have convenient locations became trade hubs, many of which of
free access and designed to protect trade. They became link of urbanization with
many becoming the first port cities playing an important role in the economic
welfare. Today, the most important cities in the world own their port location. In
article of Jean-Paul Rodrigue (1998-2015): “The port is a multidimensional entity at
start anchored within geography, but also dependent on its operations, governance
structure and embedded within supply chains”.
1.1.2. Functions of Seaport
1.1.2.1. Traffic function
In the new function of seaport article of I. Jakomin (2002), the underlying
function of a port is the traffic function. Without it, the port operations would die
away. To cope with the traffic function, the port needs:
-Sufficient capacities, comprising adequate seaport infrastructure and
superstructure
-Good traffic connections with the hinterland
-Good maritime connections
The entire potential of a seaport and its optimal performing of the traffic
functions can only be achieved by matching seaport capacities, transportation
potential of the land infrastructure, and an adequate number of lines and services.
1.1.2.2. Merchant function
In ports, there is a big concentration of goods for the national requirements,
as well as for other countries without access to the sea. The merchant function of a
seaport depends on its traffic function. I. Jakomin (December 12 th, 2002) said that a
seaport satisfied the commercial function needs:

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

- Good land and sea connections
- Concentration of goods in the seaport area
- Adequate storage capacities
In the seaport, the merchant functions include:
- The purchase and sale of goods
- Additional services to the goods, adding to the value thereof
A visible and more elementary form of the merchant function is the purchase
and sale of goods in the seaport area. Various forms of free trade zones grant the
necessary potential for the development of the merchant role of seaports.
1.1.2.3. Industrial function
After the World War II, the industrial activities were introduced in seaports.
The first industrial branches in seaports were shipbuilding and naval equipment
manufacture. These were followed by oil refineries, chemical industries, cement
works and production of fertilizers later on. Today, large international seaports of
world importance support the development of industrial zones and various customs
facilities which allow them to be competitive in the world market. Large industrial
complexes have been built in numerous international seaports, such as in Rotterdam,
Antwerp, the area of Le Havre-Rouen, Marseilles-La Fos-Lyon, Venice-Mestre
(Porta Marghera).
The concentration of industry in seaports offers numerous economic
advantages, and in particular:
- Increases the turnover and provides employment

- Facilitates and furthers the inclusion of the country in international
exchange
- Improves the competitive potential of the industries based in seaports in
comparison with the industry located inland
The underlying precondition for an adequate industrial function in a seaport
is its satisfactory traffic function. Today, industrial seaports or seaport zones with all
the basic facilities for efficient performance are planned already at the time of
construction of new seaports.
1.1.3. Classification of Seaport
Features of attractive port areas, including the criteria in terms of size,
population, type of urban, economic, industrial, maritime services and transport
infrastructure connecting seaports; The role, function and influence of ports for
economic development - local economic development, inter-regional or country;
The size and capabilities of the port, including the criteria for the output of goods
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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

and cargo through the port; the total length of the harbor, tonnage received at the
present time and as planned; Trends in construction which investments to develop
port and avoid spreading, defined in Article 59 of Vietnam Maritime Code
( />ItemID=18150). Port is divided into 3 main types:
Port Type I is particularly important seaport catering mainly for economic
development of the country or inter-regional. Port Type I served as gateway ports or
international transit port, serving the economic development - the country's society
is denoted seaport type IA;

Port Type II is an important sea port mainly served for economic
development of regions and localities;
Port Type III is seaport primarily used exclusively for the operation of the
business.
In terms of the freight handled, ports can be classified in two categories;
monofunctional ports and polyfunctional ports.
Firstly, monofunctional ports transit a limited array of commodities, most
often dry or liquid bulks (raw materials). The oil ports of the Persian Gulf or the
mineral ports of Australia, Africa and in some measure of Canada are
monofunctional ports. They have specialized piers designed to handle specific
commodities and where the flows a commonly outbound, implying that they are
usually load centers.
Secondly, polyfunctional ports are vast harbors where several transshipment
and industrial activities are present. They have a variety of specialized and general
cargo piers linked to a wide variety of modes that can include containers, bulk cargo
or raw materials.
According to the logistic and supply chain documents, port is classified into
many terms. In term of basic functions of seaports including type: Commercial port,
passenger port, industrial port, fishing ports, military ports.
In term of operators: general port and specialized ports.
In term of nature: natural port and artificial port.
In term of technical nature in the port construction: Close port and open
ports.
In term of the scope of port management: National port, public port and
private port.

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

1.2. Container terminal
1.2.1. Definition of container terminal
A container terminal is a place where containers arrive by ocean vessels are
transferred to inland carriers, such as trucks, trains, or canal barges and vice verse
(Asmy sheriff, Container terminal analysis, 2008). Generally, a terminal is a facility
where cargo containers are transshipped between different transport vehicles, for
onward transportation. The transshipment may be between ships and land vehicles,
for example trains or trucks, in which case the terminal is described as a maritime
terminal. Alternatively the transshipment may be between land vehicles, typically
between train and truck, in which case the terminal is described as an inland
terminal.
1.2.2. Functions of container terminal
There are 4 main functions of maritime terminal: receiving, storage, staging,
and loading for both import (entering the terminal by sea and usually leaving by
land modes) and export (usually entering the terminal by land and leaving by sea
modes) containers (James E. deMin, Gerard O’Neill, May 2012). Receiving
involves container arrival at the terminal, either as an import or export, recording its
arrival, retrieving relevant logistics data and adding it to the current inventory.
- Storage is the function of placing the container in a known and recorded
location so it may be retrieved when it is needed.
- Staging is the function of preparing a container to leave the terminal. In
other words the containers that are to be exported are identified and organized so as
to optimize the loading process. Import containers follow similar processes,
although staging is not always performed. An exception is a group of containers
leaving the terminal via rail.
- Finally, the loading function involves placing the correct container on the

ship, truck, or other mode of transportation. In this work the emphasis will be put on
internal logistics chain of container terminal (i.e. vessel-truck-yard and opposite
direction respectively).
1.3. Terminal gates
Terminal gates which are points of entry stack area or exit terminal separate
between terminal and outsight. The gate system on container terminals is the
operation channel for trucks to carry containers to move into or out of the container
yard. It identifies or checks container weigh, number of container, location of
loading container and procedures and help terminal operations safety.
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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

1.3.1. Terminal layout gates

Figure 1.1: Terminal layout gates
Source: A Case Study. Center for Transportation Research University of Texas (2007)

Each terminal has different gate systems. There are 2 gates in terminalentrance gates and exit gates. Entrance gates have duties including checks
procedures, container weight, number and signs of container and truck, location of
loading and unloading container.
Exit gates have same function with entrance gate but it serves only for
outbound truck going from stack area without vehicles insight terminal. Quality of
terminal gate plays an important role for the company development. Terminal gate is
considered as company’s face.
1.3.2. Several model simulations applied in terminal gates

A simulation is developed by Moini (2010) to determine the impact of truck
appointment system implementation at terminal gates thus extending the system’s
application to the truck interchange area (inside the terminal), where trucks proceed
for container pick up and/or drop off. Building upon the work of Boile et al. (2008b)
where a methodology for analyzing dray truck traffic inside the terminal and beyond
the terminal gate on the port access network in an integrated way was presented,
Dougherty (2010) developed a simulation-based approach for modeling different
gates strategies and evaluating the benefits that different operational improvements
may have in reducing congestion in the vicinity of the terminals. Guan & Liu (2009)
used a multi-server queuing model to quantify marine terminal gate congestion for
inbound trucks, evaluate truck waiting cost and explore alternatives for gate system
optimization. Their results indicated truck waiting costs as an issue to be addressed
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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

and for this purpose they proposed a gate appointment system to reduce gate
congestion and increase system efficiency. Huynh (2009) performed an evaluation
study on the scheduling rules of gate appointment systems proposing two types of
scheduling strategies i.e. individual appointment systems (IAS) and block
appointment systems. He concluded that there is a real benefit for a terminal without
an appointment system to employ the IAS as it kept yard cranes highly utilized
while improving the yard turn time. With a focus on the Port of New York/New
Jersey area, Boile et al. (2008a) presented a simulation based modeling approach for
the evaluation of different gate operation strategies and the assessment of the impact
of their implementation on the terminal access network. Extending beyond the

terminal gate, Namboothiri and Erera (2008) used an integer programming- based
heuristic to model and determine the optimal pickup and delivery sequences of daily
drayage operations based on minimal transportation costs and considering the
restrictions imposed by the implementation of a gate appointment system. Huynh
and Walton (2005) developed a simulation model of the Barbours Cut Terminal at
the port of Houston with the objective to reduce truck turn time by examining yard
crane availability and the implementation of a gate appointment system. They
evaluated the maximum number of trucks with appointment for each defined zone
and the time window such that the average truck turn time did not exceed a
maximum. Their results indicated that the implementation of such a system is not
always effective unless its parameters are efficiently determined.
TAS is a best recommendation to relieve container truck congestion in
terminal gates. Boile (2012) mentions that to ease congestion at terminal gates, one
of the proposed recommendations is the implementation of an appointment system
at inbound gates, which can be effective in controlling truck random arrivals,
modifying peak hours of demand, minimizing truck idling, and improving the
utilization of the terminal’s capacity.
1.4. Congestion Overview
1.4.1. Definition of congestion
Normally, congestion is a concept used to describe the speed limit of vehicles
in traffic with the main cause is the large density of vehicles involved. Congestion
usually relates to an excess of vehicles on a portion of roadway at a particular time
resulting in speeds that are slower sometimes much slower than normal or “free
flow” speeds. This phenomenon often occurs in narrow intersections with high
quantities of vehicles participation.
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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

Table 1.1- Alternate definition of congestion
Definition

Author

Traffic congestion occurs when travel
demand exceeds the existing road system

Rosenbloom,1978

capacity.
Congestion is a condition in which the
number of vehicles attempting to use a
roadway at any time exceeds the ability of
The roadway to carry the load at generally

Rothenberg, 1985

acceptable service levels.
Congestion is a condition that arises because
more people wish to travel at a given time
than the transportation system can
accommodate: a simple case of demand

The Institute of Civil
Engineers, 1989
cited in

Miller and Li, 1994

Demand

exceeding supply.

Capacity

When vehicular volume on a transportation

related

facility (street or highway) exceeds the

Vuchic and Kikuchi,

capacity of that facility, the result is a state of

1994

congestion.
Congestion is the impedance vehicles impose
on each other, due to the speed-flow
relationship, in conditions where the use of a

ECMT, 1999

transport system approaches its capacity.
Congestion may be defined as state of traffic
flow on a transportation facility characterized

by high densities and low speeds, relative to
some chosen reference state (with low
densities and high speeds).
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Bovy and Salomon,
2002


Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

Congestion is an imbalance between traffic
flow and capacity that causes increased travel
time, cost and modification of
Behavior.

Pisarski, 1990 cited
in Miller and Li,
1994

Traffic congestion is travel time or delay in
excess of that normally incurred under light

Lomax et al, 1997

or free-flow travel conditions.
Traffic congestion is a condition of traffic

delay (when the flow of traffic is slowed
below reasonable speeds) because the

Weisbrod, Vary and

number of vehicles trying to use the road

Treyz, 2001

exceeds the traffic network capacity to handle
them.
Congestion is the presence of delays along a
Delay-

physical pathway due to presence of other

travel time

users

related

Kockelman, 2004

Congestion can defined as the situation when
traffic is moving at speeds below the

Downs, 2004

designed capacity of a roadway.

In the transportation realm, congestion
usually relates to an excess of vehicles on a

Cambridge

portion of roadway at a particular time

Systematic and TTI,

resulting in speeds that are slower-sometimes

2005

much slower-than normal or "free flow"
speeds.
Traffic congestion refers to the incremental
Cost
related

costs resulting from interference among road
users.

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VTPI, 2005


Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP

joint stock company- Greenport terminal

Definition was more completed and more detailed per year. In “demand
capacity related” factor, definitions had same point which was the high density of
vehicles having low speed relationship over time. Rothenberg (1985) said that
congestion is a condition in which the number of vehicles attempting to use a
roadway at any time exceeds the ability of the roadway to carry the load at generally
acceptable service levels. While Vuchic and Kikuchi (1994) mentioned that when
vehicular volume on a transportation facility (street or highway) exceeds the
capacity of that facility, the result is a state of congestion.
Then Congestion is the impedance vehicles impose on each other, due to the
speed-flow relationship, in conditions where the use of a transport system
approaches its capacity (ECMT, 1999).
In the next ones, definitions remain focus on delay time, as Lomax (Lomax et
al, 1997) congestion is travel time or delay in excess of that normally incurred under
light or free-flow travel conditions. In an article of Weisbrod, Vary and Treyz
(2001), Traffic congestion is a condition of traffic delay (when the flow of traffic is
slowed below reasonable speeds) because the number of vehicles trying to use the
road exceeds the traffic network capacity to handle them. The definition of
congestion related to delay time is more completed then. In the transportation realm,
congestion usually relates to an excess of vehicles on a portion of roadway at a
particular time resulting in speeds that are slower- sometimes much slower- than
normal or "free flow" speeds (Cambridge Systematic and TTI, 2005).
Finally, congestion which refers to the incremental costs resulting from
interference among road users (VTPI, 2005) is the cost related definition.
From common knowledge of congestion, “Congestion in Terminal Gates” is
defined as the exceed situation of container truck stuck inboard or outboard terminal
and had low speed-relationship together over time.
1.4.2. Types of congestion
Congestion may occur follow 3 mentioned types including Recurrent

congestion, Non-recurrent congestion and Pre-congestion (Borderline congestion).
Recurrent congestion occurs at regular times at a site. It can be anticipated by road
users that normally use the route during those times. Examples of recurrent
congestion are morning or evening peak hour congestion, or congestion due to a
regular event such as a street market on a particular day each week. Non-recurrent
congestion occurs at non-regular times at a site. It is unexpected and unpredictable
by the driver and is normally due to incidents such as accidents, vehicle breakdowns
or other unforeseen loss of carriageway capacity. Pre-congestion occurs where freeTo Dinh Bach- GMA02

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

flow conditions breakdown but full congestion has not yet occurred. This may occur
either side of the time period when congestion occurs or upstream or downstream of
congestion that is already occurring. According to information of congestion types,
“recurrent congestion” is the most frequently phenomenon in Vietnam terminal,
especially in the peak-period.
Table 1.2- Summary of types of congestion
Congestion Types

Definition
Occurs at regular times at a site. It can be anticipated by
road users that normally use the route during those

Recurrent congestion

times. Examples of recurrent congestion are morning or

evening peak hour congestion, or congestion due to
regular events such as a street market on a particular
day each week.
Occurs at non-regular times at a site. It is unexpected

Non-recurrent

and unpredictable by the driver and is normally due to

congestion

incidents such as accidents, vehicle breakdowns or
other unforeseen loss of carriageway capacity.
Occurs where free-flow conditions breakdown but full

Pre-congestion

congestion has not yet occurred. This may occur either

(Borderline

side of the time period when congestion occurs or

congestion)

upstream or downstream of congestion that is already
occurring.
Source: Notes to table adapted from Brownfield, 2003

On the other hands, congestion is divided into major categories consisting

ship berth congestion, ship work congestion, vehicle work congestion, cargo stack
congestion, ship entry/ exit route congestion as an article of Dr. Usman Gidado
(2015). According to Dr. Usman Gidado:
- Ship berth congestion, mainly caused by bunching of ships waiting on the
port entry routes as a result of other ships said to have occupied the available berth
designated or likely to be allocated to the waiting traffic.
- Ship work congestion, mainly caused by delays attributable to lapses
in the procedure for work on loading and / or unloading the ship, which could
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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

result in stoppages that could elongate the period of time the ship had to remain in
port to accomplish the cargo operation task.
- Vehicle Gate congestion, mainly resulting from poor programming of
landward access to the port via trucks scheduled arrivals at the port gates. If
impediments or programming defaults occur, it will instantaneously send
queuing signals to trucks coming into or out of the port gates for delivery or
evacuation of cargo. This results in port gate congestion.
- Cargo stack congestion, mainly emanating from continuous stay of
cargo at the storage area beyond reasonable hours/days or above the maximum
capacity of the cargo stacking area.
- Ship entry / exit route congestion, arises mainly when there is any
circumstantial blockade on the marine side access routes to the port facility.
Such blockade could lead to queuing, bunching and ultimately overstay of ships
around the port facility.

1.4.3. Congestion Causes
Having more causes leading to congestion dramatically in terminal and gate
system area. The paper provides main causes which have happened regularly.
First of all is the limitation of resources and infrastructure. When a cargo
vessel arrives at the seaport, trucking companies send their trucks to pick-up the
cargo. However given the capacity limitations at the loading docks and the resource
limitations including human and technology resources for unloading cargo from the
vessel, most trucks must wait before they are able to pick up the cargo. Truckers
often park in areas or on the surrounding streets within the terminal creating
congestion and safety problems. In addition, terminal infrastructure does not meet
the needs that have arisen congestion and disruption of traffic safety and economic
losses.
Secondly, roadway being encroached for business or services is one of
reasons cause congestion in terminal gates. Truck repair service and mobile
replacement tires service is happening frequently on street. Surface area is narrowed
sharply by parking of motorbike and truck overtime. Phenomena is not noticed and
solved fiercely by local governments.
Last but not least, the congestion cause is the truck driver awareness which is
the most popular cause in Vietnam leading to congestion not only in highways but
also in urban link. Multiple vehicles go wrong lane and pank improper places as
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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

well as turn in rush-hours contribute directly to truck congestion. Drivers turn truck
back in peak-period causes.

1.4.4. Approaching to Congestion identification
Firstly, formalized theory of congestion begins to express more rigorously
and may be strongly related to indicators or form of quantified theories. The theory
given by the Highways Agency (DMRB, 1997) captures the wide understanding of
congestion and relates it to characteristics of the network. The theory is:
“The situation when the hourly traffic demand exceeds the maximum
sustainable hourly throughput of the link.”
It will be the first method to determine congestion or not. In fact, Vietnamese
overuse vehicles, adults use motorbike, high school students use electric bike and
primary school students use bike. It makes the excess vehicle situation. In peak
hours, the increasing participates in traffic demand combined with the excessive
transportation density causes traffic congestion.
According to Goodwin 2004:
“Congestion is defined as the impedance vehicles impose on each other, due
to the speed-flow relationship, in conditions where the use of a transport system
approaches its capacity”.
That theory is the second method to determine congestion because all
vehicles in situation queue and have same speed not only car but also motorbike.
Majority people believe that vehicles would stuck/trap for a long time if congestion
occurred. It’s inaccurate. Although mobile vehicles having speed nearly together
move slowly or participate in traffic but road reaches to its maximum capacity so
that road is still determined as congested.
In general, large areas of country have high density vehicles. Especially in
the peak hours, density of the vehicles is solidified and excessed which leads to
traffic jams or congestion. The freezing of vehicles reduces the speed of vehicles
and makes to extend travel time.
1.4.5. Quantitative measures of Congestion Identification
Literature review will identify congestion before entrance gates in term of
quantitative measure in bellowed table.
Basic congestion measure related to container truck can be categorized as

table. There are 3 main measures: Time lost per unit and time spent in jams as well
as risk of serious delay. Each measure has specification. First measure- time lost per
unit can be identified by seconds to mile lost due to congestion or minutes per 100
mile journey lost due to jam or hours to year lost due to congestion.
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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

Table 1.3- Alternative congestion measures to assess user acceptability
Basis for Measurement

Measurement specification

1) Secs/mile lost due to congestion
Time lost per unit travelled for a typical 2) Mins/100 mile journey lost due to
congestion
journey and average vehicle
3) Hours/year lost due to congestion
Time spent in Jams (at standstill or
speeds < mph)
Risk of serious delays

4) % of time spent in jams
5) Mins spent in jams/hour of driving
6) chances of serious delay


Source: Dr Susan Grant-Muller & et.al (2001)

Time spent in jams (at standstill or speeds lower than mph) has 2
measurement specifications which are percentage of time spent in congestion and
minutes spent in congestion to hour of driving. Third measure is the risk of serious
delays having chances of serious delay. Mph (miles per hour) equal 0.44704 m/s and
1.609344 km/h.
Finally, the paper will apply measure specifications which are Secs/mile lost
due to congestion and percent of time spent in jams in table of quantitative measure
to determine a situation has been congested or not.

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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

CHAPTER II: SITUATION OF CONTAINER TRUCK
CONGESTION IN ENTRANCE GATES AT A PORT OF
VICONSHIP JOINT STOCK COMPANY- GREENPORT
TERMINAL
2.1. Greenport introduction
2.1.1. General information
Greenport is a subsidiary of Vietnam container shipping Corporation. The
wharf is located at latitude 20º51' North, longitude 106º43' East, 20 nautical from
buoy No. 0 (near Chua Ve Terminal, in the Song Cam downstream region).
Greenport total length is 480 m for ships (including three piers and a barge
pier) with a depth of water line at the pier is 8 m. Bridge No. 1 was put into

operation in September 2004 and for number 2 put into operation from October
3/2006. May 01 2008 brought more barge pier for operation.
From the pilot's point (Float 0) at Nam Trieu to Greenport over Bach Dang
River, Hai Phong:
The navigator: 20º40'00N- 106º50'00E.
Length of streams: 30 km.
Tide: diurnal tide, the highest difference of 4.23 m.
The largest ships can receive: 10,000 DWT / wharf
Diurnal tide became the disadvantage for Greenport terminal so time is very
limited. The great amount of ship loading and unloading in the short time makes the
trouble for terminal.
Charter capital of Greenport is 450 billion VND.
Greenport is located in a favorable location, right next to Nam Hai Dinh Vu
port today. Located in an area similar to the South Sea Dinh Vu Port, the maximum
capacity of the port Green Port can reach 500,000 TEU / year, 40% higher than the
current Greenport harbor.
VSC's position in the region will completely change becomes business
providing port services for investment decisions. The Greenport is invested carefully
by VICONSHIP than the other. They say confidently that the company has the most
modern equipment available today.
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Recommendation to reduce container truck congestion in entrance gates at a port of VICONSHIP
joint stock company- Greenport terminal

Greenport is belonged to VICONSHIP which is port type II- served mainly
for economic development of regions and localities. In terms of the freight handled,

polyfunctional port is a kind of VICONSHIP and subsidiary company- Greenport
terminal. They have a variety of specialized and general cargo piers linked to a wide
variety of modes that can include containers, bulk cargo or raw materials.
2.1.2. Foundation History of VICONSHIP and Greenport- Subsidiaries
- 1985: July 27th 1985 the company was foundation named “Viet Nam

Container Company”.
- 1992: The Company renamed to “North Vietnam Container Company”
(Haiphong VICONSHIP) and created new branch in Ho Chi Minh City. Then new
branch separated and became an independent company under Vinaline
(VICONSHIP Saigon).
- 1995: Haiphong VICONSHIP established the “Vietnam- Japan joint stock
company” (VIJACO) which cooperate with 5 Japanese corporation (Kanematsu Honda Trading - Suzue - Meiko Trans - Kamigumi).
- 1996: April 1996, VICONSHIP established subsidiary in Haiphong named
the “International container forwarding services company”.
- 1997: Opened a new branch in Ho Chi Minh City named “Ho Chi Minh
VICONSHIP”.
- 2000: Established subsidiaries in Da Nang “Container limited liability
Company in Central region”.
- 2001: Haiphong VICONSHIP established subsidiary in Ho Chi Minh “MSC
company agent”.
- 2002: April 2002 Hai Phong VICONSHIP was privatized and became a
joint stock company under the name “Vietnam Container Shipping Joint Stock
Company”.
- 2004: March 2004 Establishment “TS Line limited liability Company”.
September 2004 brought the port of VICONSHIP (Greenport) into operation.
- 2006: March 2006 Hai Phong VICONSHIP brought additional wharf No. 2
in operation, operating enhanced port of Greenport. VICONSHIP founded “Global
Green Transport Limited Liability Company” in August 2006.
- 2007: October 2007 VICONSHIP renamed the “International container

forwarding services Company” to “Green Star shipping Limited Liability
Company”.
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