Management Analysis: Port of Singapore Operations and Development

This report provides a comprehensive analysis of the Port of Singapore, a critical hub in global maritime trade. It examines the port's operational efficiency, its strategic importance, and its historical development, including its evolution from a British trading post to a global transshipment hub. The report delves into the port's infrastructure, including terminals, cranes, and its capacity to handle a vast number of vessels and containers. It also explores the port's competitiveness, highlighting factors such as its strategic location, the impact of globalization, and its ability to adapt to market integration. Furthermore, the report discusses the port's role in the Singaporean economy, its contribution to employment, and its impact on infrastructure development. The analysis incorporates a review of existing literature and statistics to present a well-rounded view of the Port of Singapore's management practices, its competitive advantages, and its significance in the maritime industry.

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THE PORT OF SINGAPORE
Introduction
For quite a long time now, the port of Singapore has been able to play an essential role
for the past years thus making sure that various objectives are appropriately attained. Moreover,
the port is also known to be having quite a number of operations being carried out in various
departments to ensure that it operations always becomes a success and also develop the
capability of contributing towards a vast range of development within the Area. When talking
about the port of Singapore, this clearly refers to different things together with a wide range of
parameters that are used within the area to bring on board the intended purpose of the entire
facility. Moreover, the port of Singapore clearly refers to a combination of various facilities
together with terminals that are capable of conducting maritime trade thus making it possible to
handle the entire Singapore harbor together with its shipping process (Al Hamed and Alenezi
2016). On the other hand, the entire port of Singapore is ranked as the top maritime capital in the
entire universe and this is a statistics that has been there since 2015. At the current moment, it
appears to be the second busiest port in the whole world; this is calculated in terms of the total
shipping tonnage that it has been able to indicate over the past years. Moreover, as far as the
transport of the world’s shipping containers are concerned,, the port of Singapore emerges as the
fifth transporter of these containers an also plays an essential role of acting as the annual supply
of the entire world as far as crude oil is concerned (Boix and Boluda 2016). Over the past years,
it was able to emerge as the busiest port in terms of the total number of tonnage that was
normally handled on a daily basis until 2005; this is when its operations were totally surpassed
by the port of Shanghai. Additionally, large number of ship turnouts has been able to drop anchor
in the entire harbor that is known to be fully connecting the entire port to an approximated

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capacity of over 600 different ports that are known to be situated within one hundred and twenty
two countries that are well spread across a total of six different continents.
Apparently, the entire port of Singapore cannot be viewed as a mere boon but instead, it
has proved to be a necessity simply because the entire Singapore in known to be lacking various
forms of inland and natural resources that can be used for various purposes to ensure that
Singapore moves to higher levels (Jelenković and Barjaktarović 2016). Moreover, the entire port
appears to be critical in terms of carrying out importation of different types of natural resources
where it later re-exports the products right after they have been totally refined and shaped into
the required manner that. On the other hand, quite a number of developments have been able to
take place at a faster rate in relation to some of the positive outcomes that are being brought
about as a result of the fully operation being shown by the port of Singapore (Al Hassan, Rahim
and Shaalan 2016).
Literature review
Right from its Establishment that was majorly meant to be a British trading post way back in the
19th century until its growth right into the global transshipment hub, the entire development
taking place within the port of Singapore is a condition that has been totally synonymous
specifically with the modern history of the entire Island city estate (Carter and Jennings 2014).
On the other hand, the decisions that were taken way back in 1969 with an intention of building
the first container terminal of Singapore at a place known as Tajong Pagar was capable of greatly
propelling Singapore right from a small port that could not be easily recognized to a global
league that has developed the full potential of serving a good percentage of different parts of the
world (Banerjee 2016). Over the past ten years, there has been a greater development in terms of

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the facilities and services within the Port, this has majorly allowed the Singapore port to develop
a full potential of handling quite a number of containers together with Cargos with the major
ones including the bulk, break bulk together with quite a number of different project cargo types.
Moreover, the entire port has been able to provide various parts of the world with different types
of services specifically for the break bulk together with different types of specialized cargoes.
For quite a long time now, the warehouses and several other open yard spaces that are found
within the surrounding have been majorly used for storage purposes, packing together with
different types of cargo consolidation processes. Moreover, an approximated capacity of 80% of
all the containers that normally arrive in the port of Singapore are subjected towards a
transshipment condition to several other ports located in different places. The entire port of
Singapore has been well equipped with one of the most conventional special purpose terminal
that has provided it with one of the best opportunities to handle different types of products
ranging from oil, petroleum together with different types gas products (Ismail and Ali 2016). The
PSA international is known to have been capable of fully operating all the major terminals that
are connected to the whole port of Singapore through its flagship terminals specifically referred
to as the PSA Singapore terminals (Ogunyomi and Bruning 2016). At the same time, the entire
security department in charge of the terminals is capable of maintaining high security levels
through the help of maritime and port authority of Singapore. Some of these major authorities
have been the police coast guard together with the whole republic of Singapore navy together
with the civil defense force that is fully connected to Singapore (Iglesias 2014). Over the past ten
years, the entire port has always been equipped with a total of 204 Quay cranes together with
different types of gantry cranes. One of the major advantages about these cranes is that they have
the capability of handling larger ship vessels. Each and every operator have always been capable

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of handling a total number of six cranes through the help of quite a number of bridge cranes that
are totally controlled by the remote. On the other hand, all the Quay cranes that have been
acquired by the port are known to be having one of the most unique twin lift capability that
makes it much easier to outreach 22 rows of different containers (Judge and Douglas 2016). On
an average basis, Singapore has been able to attract a total of 130,000 vessels that are being
received into the port on a yearly basis (Ho, Ahmad and Ramayah 2016). Moreover, the quality,
competitiveness together with the advanced level of reliability that is being carried out within the
port of Singapore has been able to make it one of the most preferred international ports of call at
the international platform (Ansah, Sorooshian and Mustafa 2016). For quite a long time now, the
marine and Port authority that is known to be operating within the boundaries of Singapore have
been able to regulate and license different types of port and marine services together with
different types of facilities (Manuj and Mentzer 2018). An appropriate regulation of the licenses
has made sure that everything is put in order within the company. At the same time, it has also
been capable of managing quite a number of vessel traffics in the entire port of Singapore while
making sure that safety and security issues are given the first priority. On the other hand, the
entire section of the port is known to be containing quite a number of information, guidelines
together with procedures that are strictly related to various matters pertaining the whole port
together with its operations (Benjamin et al. 2016). Moreover, the entire shipping section is
known to be covering different types of important information that clearly indicate some of the
best methods that can be used in order to carry out a ship registration specifically under the
Singapore flag (Krasniqi 2014). According to the past statistics, the economy of Singapore has
been able to move to greater levels thereby providing one of the most competitive advantages to
several other economies that are found at the international level (Baptista et al. 2016). Singapore

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has been able to obtain quite a number of resources that are imported from different regions
across the world. On the other hand, of the past Ten years high levels of employment
opportunities have risen in Singapore thus providing one of the best opportunities to various
citizens in Singapore who have been employed in different sectors across the entire port with an
intention of bringing different positive results that are more suitable and have been used to move
towards the positive direction (Kabir 2018). One interesting thing about the port of Singapore is
that it has played one of the best roles in terms of developing the surrounding society in terms of
Infrastructure and also improving the lives of its inhabitants (Pandeyet al. 2016). In the past ten
years, the infrastructure development has greatly moved to higher levels as a result of the efforts
that were put into place by the Singapore port to provide one of the most efficient and modern
forms of transport that will facilitate the movement of goods and services right from the port to
several other destinations (Lyon and Maxwell 2011).
The competitiveness of Singapore port
When talking about the competitiveness of the port of Singapore, this clearly indicates
some of the things that the port have been able to provide in terms of its services thus making it
to offer a stiff competition to quite a number of ports that are also located in different parts of the
world. As far as statistics is concerned, the competitiveness of the port of Singapore is known to
be consisting of quite a number of issues that when analyzed, will be able to come up with
different types of results capable of showing the potentiality that is likely to be developed by the
whole port. Some of the importance associated with planning strategies in order to obtain higher
levels of competitiveness has emerged to be one of the most important issues within the port of
Singapore. This is majorly as a result of the highly competitive business environment that is
being experienced across various regions. Singapore port has been having some of the most

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critical ports in terms of the economic development and international trade being covered across
different regions (Bendtsen et al. 2016). Since a good percentage of goods in transit between
quite a numbers of countries have been fully transported through the use of different types of
ocean vessels. However, the Singapore port has been able to encounter an intense level of
competition that has been clearly evidenced by the increasing number of different types of
acquisitions and merges that are available within the sea port industry. On the other hand, the
intensified condition of competition is an issue that has been majorly driven by various factors
which majorly includes the increased rate of various types of globalization trends, market
integration together with various forms of labor forces. As a result of various globalization
trends, there has been a change in quite a number of tactics being carried out by the Singapore
port. On the other hand, market integration has also helped the port to become more competitive.
Since the Singapore port is strategically located in quite a number of geographic positions
specifically for the international shipping routes and as a result of this, it is known to be
influenced by quite a number of business penetration that are connected to different types of
global shipping lines. As a result of the global competition trends. The Singapore port has been
able to encounter what is known as intra-region rivalry (González-Cruz and Cruz-Ros 2016). AS
a result of this, in order to retain and make sure that there is an improvement in the
competitiveness of the whole port, the port operators have been on the fore front to come up with
an adequate plan of strategies with the potential of identifying their current competitive position
together with quite a number of factors that are capable of fully influencing their surrounding
business environment (Wymbs 2016). The strategic plans for the port have been implemented in
a more advanced manner.

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The port of Shanghai on the other hand is also known to be providing a competitive
advantage at the national platform in order to emerge as on of the best ports that can be easily
recognized at the international platform as a result of its delivery of various containers and other
services. Quite a number of senior management officials at the Shanghai port personal
organization reforms within the port sector thus making it much easier to increase their
transparencies that are known to be dealing with various forms of financial situations. At the
same time, the port of Chiwan has also been on the verge of increasing its autonomy by a total of
40% together with harmonizing quite a number of differences within the institutional governance
with an intention of creating a more competitive environment that is likely to lead to the
emergence of quite a number of significant impacts on the efficiency of the entire maritime
together with multimodal forms of transport system (O’Neill, Sohal and Teng 2016). The
increase in autonomy has made the port to move to the next level.
Frequency table for list of repeated competitiveness words from the literature review
Repeated competitiveness words Frequency
Globalization 2
Market integration 2
Increase in autonomy 2
Strategic plans 2
Regulation of Licenses 2

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Productivity
With productivity obtaining a faster popularity among different types of container terminals,
Singapore on the other hand, has been able to fully concentrate towards coming up with a
research investment that is high profile in order to ensure that the entire port that is also regarded
as the busiest one across the world, is capable of remaining competitive as much as possible
(Michalak and Rysavy 2016). Due to this, the maritime ports authority that is situated in
Singapore has been able to inject a total of $24 million that will be majorly used for the
technology and research development program in the entire port (Cvijanović, Dasgupta and
Zachariadis 2016). It was majorly focusing towards developing a good number of the next
generation technologies that will majorly be used for the future container terminal operations that
are being carried within the port (Tüselmann, Sinkovics and Pishchulov 2016). On the other
hand, with the growing demands that are being experienced within the port in order to fully
accommodate quite a number of larger ships together with the growing amounts of various types
of cargo, the management authority for the port has been on the fore front to leverage on
different types of new technologies with an intention of increasing the efficiency of the entire
port together with its productivity (Kirkwood 2016). The maritime ports authority has also
documented various plans to provide further $12 million for the next five years right form the
maritime innovation and technology fund (Shibin et al. 2016). Moreover, PSA has also played an
essential role of offering one of the most valuable co-funding of up to $12 million that tends to
run for the same period. In order to attain higher levels of productivity within the port, the
initiative will continue to develop the focus on different essential areas that are strongly attached
to port automation, intelligent planning together with together with the development of various
forms of Greenport solutions (Sanders and Premus 2015). In the earlier days, Singapore was

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known to be having a total of 73 berth moves per hour where this majorly existed way back in
2013. This was therefore capable of placing it near the top specifically among the major
transshipment ports that strongly relies on the preliminary port productivity figures of JOC. This
was still lower that quite a number of ports which majorly included the Jebel Ali that was known
to be having a total of 95 moves per hour. The throughput that was available in Singapore was
able to hit an approximated figure of 32.6 million 20 foot containers where this was majorly
encountered in 2013. Translated into percentage, it was approximately 2.9 increases over the one
that was encountered in the previous year. At the same time, the total cargo tonnage that was
handled in 2013 was able to scale up to a total of 3.6% over the one that took place in 2012 just
to reach 557.5 million tones. Moreover, the PSA’s that are connected to all the terminals of the
port were able to handle 32.24 million twenty foot containers with a total of 3.1% growth rate
being encountered last year.
Calculations of performance indicators of container port of Singapore
Year Vessel
Arrival
Tonnage
Container
Throughput in
million TEUS
Cargo
throughput in
Million
tonnes
Bunker
volume in
Million
tonnes
Total tonnage
under the
registry of
ship in
Singapore

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(million GT)
2014 2.37 33.9 581.3 42.4 82.2
2015 2.50 30.9 575.8 45.2 86.3
2016 2.66 30.9 593.3 48.6 88.0
2017 2.80 33.7 627.7 50.6 88.0
2018 2.79 36.6 630.0 49.8 90.9
Throughput Total cargo tonnage Year Percentage
32.6 million 20 foot
containers
557.5 million tones 2013 2.9%
32.24 million 20 ft.co 560.34 million tonnes 2016 3.1%

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Port Berths Year
Singapore 73 berth moves per hour 2013
Jebel Ali 95 berth moves per hour 2013
Statistics have also been able to indicate that Shanghai key port is having quite a number
of harbor berths of around 1140. Moreover, the total container throughput that is available in the
feeder container volume is known to be having an approximated figure of 2, 026,000 TEUs
while on the other hand, there is a total of 785, 000 TEUs that are known to be connected to
various forms of the international transit boxes. In conclusion, the total domestic container
throughput that is associated with this port is 3, 137,000 TEUs. Moreover, in the first five
months during the year 2013, Shanghai sea port was able to handle a total 12.7 million TEU, but
at that time, the Singapore’s container volume which tends to be its biggest rival was only 12.1
million TEU.
Profitability
The headquarters port operator that is known to be located in Singapore was able to report a 3%
year on year increase in terms of revenue to about US $37.7 dollars in 2016. This was a situation
that was able to owe to a strong showing by all the container terminals of the port that are known
to be located at the external part of the Singapore boundaries. However, the profit of the entire
group right before tax was down 6% year on year. This moved to a total of US $ 1.4 billion.