Bbr502 Logistics Management : Nsw Assessment Answer

The consideration of important driving force for logistics network is based on the interpretations of terminal points catering to the logistical requirements. As per different assessment of present problems in the capital city of New South Wales, it has been discerned that the intermodal services offered by the state and the port authorities are not acting accordingly and with divisional constraints of freight network. Moreover, Port botany which is recognized as the largest container port in Australia has to go through major challenges to maintain the growth regime of urban system. Some of the main measures to resolute the logistical conflicts and stakeholder interest are not aligned with container movement along the freight line. Additionally, Port botany had the scope of obtaining greater logistical leveraged in case it was constructed in suburbs of NSW (Jiang and Mahmassani 2014).

In general, some of the important concerns faced by rail operators in NSW have been identified with interference of interference of different parties. There are numerous regimes for access of transport networks which adds to the cost burden for existing supply chain. Along with this, the movement of containerized cargo across Port botany is depicted with several difficulties concerning the transportation facilities and accommodating the with the new shipping technology and land usage patterns. The excerpts from the above figure clearly shows that freight train which connects the rail network is not efficient in accompanying the various demand and supply needs in western Sydney (Marchet, Melacini and Perotti 2014). In addition to this, non-presence of adequate stevedoring companies is a major concern in handling of huge countdown of cargo of more than “3.2 million TEU’s of port containers every year” in the Port botany region. Moreover, the stevedoring agents like “Brotherson Dock” and “Container Terminals Australia (CTAL)” are also facing problems in maintaining cost competitiveness in NSW, compared to other regions in Australia. The Marine operators of the logistics industry have faced several challenges due to the increasing demand. Additionally, the inland rail project from Sydney to Melbourne have high chance of interfering with Southern freight line. Moreover, the inland rail project will have two share a common rail route for both transportation of goods and passenger (Teye, Bell and Bliemer 2017)

Some of the important concerns associated to the logistical issues can be duly traced with the growing nature of traffic in the southern Sydney which has increased the overall “freight throughput”. In order to accommodate the increased demand of cargo, the government needs to make several amendments for improving present infrastructure of airport. The main concern of NSW network is further associated to scarcity of land which is imperative for urban terminal network. Some of the main issues have been addressed with condition of traffic near Port botany. Some of the main problems associated to condition of roads near the botany region were not taken into consideration by the previous government (Christopher 2014).

Some of the important concerns have been further identified with KPMG in terms of lack of skilled labour in meeting the present Labour demands. The deficit in the required quality of labour is related to difficulties in understanding alternative modes of transport and getting an overview of network conditions which is essential in supply chain planning. The main issues with the lack of skilled labour is faced by “importer, exporters and wholesalers”. There have been several opinions of stakeholder which have showed that the decrease in efficient workforce have alleviated the problem to a greater extent. The stakeholders particularly find it difficult to handle the freight insurance which at many stages required complex documentation process. The unskilled labour force often takes lot of time to understand such a procedure. The second main problem has pointed on shortage of engineers particularly in mining division. The transportation industry has included several managerial responsibilities which is suitable for understanding the present context of problems. Additionally, the transport and logistics industry Council handled by TLISC is able to make overall estimation for increasing nature of workforce thereby maintaining the quality aspect at the same time (Boton et al. 2015).

Solutions for the problems

In the recent context, the role of infrastructure forms has been considered to be reported in nature especially with acquisition of Australian freight Logistics Company “Asciano Limited” by “Brookfield Infrastructure Partners (BIP)”. Due to this acquisition, logistics infrastructure was depicted to be having better control over rail networks and ports. The several initiatives by the private infrastructural forms have been accompanied with a positive impact of the stakeholders (Taniguchi, Thompson and Yamada 2016).

The intermodal logistics which is being constructed in the southern island region near Moorebank is the main argument for debate. The criteria of positioning and construction of State for the intermodal facilities depends on existing traffic and rail network. The information obtained from the secondary sources clearly signify that the unique positioning “Hume Highway which is located in the western region of intermodal zone”, will serve as a critical factor to improve the present logistics network in NSW region. Apart from this, the “Western Link in M7 is depicted to be located in the western region of the intermodal zone”. Furthermore, this is able to facilitate the improved conduciveness in getting direct access of NSW freight route via M7. This is depicted to provide significant benefit in compared to other regions. In spite of presence of such initiatives, the coal mining industries will not get any significant benefit from this project. The important consideration of export and import of traffic is based on the selection of port which is being depicted as the main reason for such results. Additionally, “Port Kembla” is responsible for joining the roadways by “Hume Highway” through “Wilton”. Depiction of the figure given below clearly shows “intermodal transport operation serves the best strategic location in the Southern Highlands area of Illawarra district” (Crainic and Montreuil 2016).

Furthermore, it is observed that in order to carry out the inland rail project in Port Kembla should be considered for the transshipment of freight via railroad in Sydney-Melbourne line as passenger service will not get affected by this decision. At present, the government has not put any restriction on Sydney for intermodal logistics, thereby M7 having direct access to the logistics centre at Sydney. Based on the strategy, NSW has a significant scope of maximizing the capacity of logistics demand and identify alternate routes in the “Illawarra industrial zone via Sydney” (Kasarda 2016). The aforementioned excerpts of information are based on the statement delivered by Maurice James who is the chairman of Qube Holdings. Based on his recommendations, the inland route will be operational from Melbourne to Brisbane whereas the southern Sydney rail link does not contain much of passenger traffic henceforth the freight traffic is less likely to be getting interfered. Therefore, this also suggests that there is little scope for passenger traffic in interfering with the southern Sydney rail link. Additionally, this same rail link will be used for transporting freight from Moorebank to port botany

Different types of secondary sources of studies have been able to suggest that at present there is significant scope of construction of intermodal logistics hub near “Moss Vale to Kembla rail” due to presence of sufficient spare space available till 2020 (Jiang and Mahmassani 2014).

The important concerns of scarcity of skilled labour is in the logistics industry needs to be addressed with “Transport for New South Wales (TFNSW)”. This Government body is also responsible for improving the service delivery thereby enhancing the overall customer experience and bringing about efficiency in procurement of planning and transport facility. TFNSW is also considered as an important body for ensuring safe, reliable and clean transportation

Government involvement in solving the situation

The important initiatives taken by the government concerns such as “Australian track Corporation” and focused on assisting other organizations like Qube Holdings in terms of facilitating the overall transport operations in from Port botany to Moorebank. The important step taken by government has ensured that such operations does not affect the current intermodal transportation. Additionally, Qube Holdings have shown several initiatives to improve the present rail network by connecting the logistics operations across “Port botany and suburban region of South Australia Moorebank”. The government has taken several initiatives to set up the major intermodal project by connecting port botany. This particular initiative is identified with JV between “State Government and Aurizon”. It is seen to be helpful venture for improving the overall intermodal operations by sourcing the importers and exporters in the Moorebank region and thereby contributing to the overall supply chain. That area near the Moorebank intermodal project have several potential expansions in terms of improved rail links. This will also able to solve several problems related to industrial warehousing with the land availability of more than 240 hector. The warehouse operators along with tenants will be able to draw more demand for the various logistics services.

Based on the current situation, the government projects have been conducive in at moderating the demand with construction of new intermodal rail link. NSW, Government has also ensured that the southern Sydney freight corridor does not get interfered with passenger network. Some of the main initiatives by the government has been taken into consideration with inclusion of “public private partnerships (PPP)” and “joint venture projects” for taking advantage of the various types of concerns associated to   network. Moreover, the government has been able to maintain a total funding of $ 250 million in the initial five years of construction. Additionally, public sector banks such as “Commonwealth Bank of Australia” have involved in several collaborative activities with private concerns in order to seek for infrastructural assistance to promote development near the southern West Sydney region. This is depicted as the first major initiative taken by Australia in terms of PPP initiative. There have been several other positions which are related to construction of a new interstate rail terminal in the area near intermodal Moorebank. Additionally, the Commonwealth government has extended support to the private companies with several types of contractual agreements pertaining to open access regimes which have been identified as non-discriminatory. The aforementioned nature of pricing mechanism has ensured to maintain a competitive pricing of logistics services (Jiang and Mahmassani 2014).

Some of the major involvement of innocence the government have been depicted in two major airports located in southern Sydney region. Firstly, “Port Kembla”, has been considered as the main criterion for extension activity and secondly, port botany is considered with reducing traffic congestion. The main initiative which then is that the government book in 2013 was identified with refinancing of the projects “Port Kembla, Enfield Intermodal logistics centre (ILC), cooks Rail terminal” and “Port Botany”. This initiative taken by the government led to the consortium among the ports of NSW. Additionally, the sale of public assets was considered with higher viability in terms of asset recycling. The main improvement opportunities led by the government near Port Jackson were inferred with restructuring of the port area by adding an extra terminal. Moreover, this port constituted of newer scope for increasing the flow of traffic in the region and accommodate future dredging needs for container ships.

Some of the other measurement initiatives taken by the government were related to improving the network operation by forming a strategic alliance with Commonwealth Department of transport (DOT). By this collaboration the government has been able to engage in self in better understanding of several institutional responsibilities. This has been further considered as the main sustainability initiatives to understand the present issues of transport network in NSW and act accordingly

Conclusion

The discourse of the studies stating the problem of the present network in context of Port Botany. Port botany which is recognized as the largest container port in Australia has to go through major challenges to maintain the growth regime of urban system. Some of the main measures to resolute the logistical conflicts and stakeholder interest are not aligned with container movement along the freight line. Additionally, Port botany had the scope of obtaining greater logistical leveraged in case it was constructed in suburbs of NSW. Non-presence of adequate stevedoring companies is a major concern in handling of huge countdown of cargo of more than “3.2 million TEU’s of port containers every year” in the Port botany region. Moreover, the stevedoring agents like “Brotherson Dock” and “Container Terminals Australia (CTAL)” are also facing problems in maintaining cost competitiveness in NSW, compared to other regions in Australia. The Marine operators of the logistics industry have faced several challenges due to the increasing demand. Several initiatives to improve the present situation is discerned with the acquisition of Australian freight Logistics Company “Asciano Limited” by “Brookfield Infrastructure Partners (BIP)”. Due to this acquisition, logistics infrastructure was depicted to be having better control over rail networks and ports. The several initiatives by the private infrastructural forms have been accompanied with a positive impact of the stakeholders. The intermodal logistics of which is being constructed in the southern island region near Moorebank has been the main argument for debate. The criteria of positioning and construction of State for the intermodal facilities depends on existing traffic and rail network. The information obtained from the secondary sources clearly signify that the unique positioning “Hume Highway which is located in the western region of intermodal zone”, will serve as a critical factor to improve the present logistics network in NSW region.

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