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Inland Terminals, Regions and Supply Chains
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Dry Port Development in Asia and other Regions: Theory and Practice, United Nations Economic and Social Commission for Asia and the Pacific.
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... The Virginia Inland Port is one the most well known inland ports in the United States, but the number of these facilities is increasing. Types of inland ports vary and are given different names (see Notteboom and Rodrigue 2009 for a summary of typology). European nations have been at the forefront, advancing larger, more integrated developments commonly known as "freight villages," although interest in this concept is increasing in the United States (Weisbrod et al. 2002). ...
... Intermodal networks cannot fully function without the integration of key nodes within the transportation network. The keys nodes that ensure the smooth operation of every intermodal network are the seaport and the inland terminals or There is a proliferation of the number of containers handled by ports especially those in a good geographical location which has led to an increase in intermodal connectivity [11] and [12] proposed that terminal operators should implement strategic planning to facilitate intermodal transportation. ...
... These captive hinterlands provide a substantial volume that has spurred the development of these large ports (Notteboom, 2009). However, ports compete fiercely in contestable hinterlands. 1 Notteboom and Rodrigue (2009) propose that in the initial phase of port development (i.e. relatively small throughput volumes and destinations within a short distance from the port) trucking is dominant for serving the hinterland. ...
Port authorities generally focus on the development of the local port area and play a minor role in the development of port hinterlands, whereas shippers, forwarders, barge and rail operators have always been involved in the port-hinterland connection. The increasing importance of intermodal hinterland networks for the competitive position of ports has urged port authorities to become active in the hinterland. This new role has already been suggested by different academics. However, limited empirical evidence exists of port authorities taking stakes in inland terminals or developing transport services. Barcelona, as one of the leading port authorities in this respect, is used as a case study in this paper. The case study provides insight in the components and execution of the hinterland strategy of Barcelona. It shows that the strategy of the port authority of Barcelona and the consequent active involvement in the hinterland has had a significant impact on attracting container volumes from distant hinterlands and improving the accessibility of the port.
... Transporting a container through multiple modes of transport is called intermodal transport (Chopra and Meindl, 2007). As volumes grow, unimodal road transport between the port and its hinterland becomes less attractive (Notteboom and Rodrigue, 2009) because of capacity issues (e.g., limited road capacity as well as limited availability of truck drivers). A shift to intermodal transport (the so-called modal shift) can result in cost savings and a reduced CO2 footprint. ...
The port authority of Rotterdam has been the first to incorporate modal split obligations in concession contracts for container terminals. Given the increasing focus of port authorities on sustainable hinterland connectivity, other port authorities may also move in this direction. A reduced share of road transport in the modal split can increase competitiveness in the hinterland, secure better levels of road accessibility and reduce the carbon footprint of hinterland transport. Through in-depth interviews with the three major terminal operating companies in Rotterdam, this paper explores the effects of modal split obligations. The impact of modal split obligations in concession contracts ranges from an impact solely on terminal design to an effect on the business model that terminal operating companies apply in a specific port.
... Internalizing the external costs by charging CO 2 emissions is another policy measure still under discussion by the government and public. In line with the anticipated increase in demand for transporting maritime containers (De Langen et al., 2012), sea terminal operators are developing inland/barge service networks in order to extend gate services and enhance their competitiveness in the future hinterland distribution (Notteboom, 2009; Port of Rotterdam, 2013). Hinterland transport operators have initiated plans to co-operate hub-based in addition to the current point-to-point (shuttle) barge transport services, and share their fleets. ...
This paper presents a freight transport optimization model that simultaneously incorporates multimodal infrastructure, hub-based service network structures, and the various design objectives of multiple actors. The model has been calibrated and validated using real-life data from the case study of hinterland container transport of the Netherlands, where CO2 pricing, terminal network configuration, and hub-service networks are chosen as the design measures. Policy packages combining multiple types of policies show better network performance as compared with the optimal performance resulting from a single policy type. This illustrates the value of incorporating multiple types of policies simultaneously in freight transport optimization.
... These problems are for example reflected in the longer waiting times for inland barges in the port of Rotterdam. Since the sea vessels have priority above the inland barges, waiting time for barges up to 48 hours are no exception (Notteboom and Rodrigue, 2009). This unreliability in the port complicates the barge planning process and increases the throughput times of barging. ...
... The captive and most important hinterland served by the port of Barcelona is Catalonia: a region with 7.3 million inhabitants (16% of the Spanish population) that generates 19% of the GDP of Spain (Eurostat, 2011). In line with the proposition of Notteboom and Rodrigue (2009), truck transport has always been the dominant hinterland transport mode to serve Catalonia. Barcelona competes with other ports (Marseilles, Valencia, and Bilbao) to serve contestable hinterlands in Spain as well as France. ...
Improving intermodal connectivity is important for ports. However, developing new rail connections, especially in the contestable hinterland, is complex and requires substantial investments. Therefore, rail operators are reluctant to start new connections unless risks are limited. Port authorities can play a role in these hinterland connections to increase traffic to their ports. Barcelona is one of the leading port authorities in this respect, with a well developed hinterland strategy and a developing network of inland rail nodes. The Port Authority of Barcelona also invests in new rail shuttles, for instance between Barcelona and Lyon. This shuttle initiative is centre stage in this paper, as it may stand out as a best practise for port authority involvement in developing new rail connections. The paper starts with an introduction of the importance of intermodal transport for the development of hinterlands of ports. The second part will provide an overview of the hinterland strategy of Barcelona and describes in detail the participation of the port of Barcelona in the start-up phase of the intermodal connection to Lyon. The final section discusses the main conclusions from the case study with regard to the involvement of port authorities in the development of new intermodal transport services.
... These captive hinterlands provide a substantial volume that has spurred the development of these large ports (Notteboom, 2009). However, ports compete fiercely in contestable hinterlands. 1 Notteboom and Rodrigue (2009) propose that in the initial phase of port development (i.e. relatively small throughput volumes and destinations within a short distance from the port) trucking is dominant for serving the hinterland. ...
Port authorities generally focus on the development of the local port area and play a minor role in the development of port hinterlands, whereas shippers, forwarders, barge and rail operators have always been involved in the port-hinterland connection. The increasing importance of intermodal hinterland networks for the competitive position of ports has urged port authorities to become active in the hinterland. This new role has already been suggested by different academics. However, limited empirical evidence exists of port authorities taking stakes in inland terminals or developing transport services. Barcelona, as one of the leading port authorities in this respect, is used as a case study in this paper. The case study provides insight in the components and execution of the hinterland strategy of Barcelona. It shows that the strategy of the port authority of Barcelona and the consequent active involvement in the hinterland has had a significant impact on attracting container volumes from distant hinterlands and improving the accessibility of the port.
Transportation is the action of the movement of goods and or human with emerging issues that gains more attention to be developed. This development in distribution related to the increase of human needs along with the advances of the technology, as well as the manufacturing industry in various sectors, such as electronics, automotive, and fashion. In order to improve the distribution process, the transshipment facilities are established in several areas within countries or region according to the location of facilities and potential customer to support the process, and to improve the distribution from the main terminal to the hinterland area with limited infrastructure and access. The establishing the proper intermodal terminals create a question of what is exactly the appropriate parameter for measuring the performance of a terminal, so eventually, it can be considered as a success terminal and is the parameter the factor of increasing the competitiveness among the terminal itself. This master thesis is research to find out what are the success factors of the intermodal terminals by comparing the condition of the intermodal terminals in Germany with terminals in Austria, France, and Italy as the sample of terminals in European countries. The measurement created based on the parameters that divided into physical and organizational parameters. The physical parameter contains three factors, which are infrastructure, facility, and rail system; while organizational parameters analyze factors related to the connectivity, management business aspects, and customer awareness. The thesis project using the quantitative method with R for Statistical Analysis as the tools. In the end, it leads to the conclusion of what is the success factor based on the indicators from each parameter, as well as the challenge in terms of measuring the effect of the parameter as the success factor of the intermodal terminal.
The article presents a method of building and developing a distributed intermodal terminal. The presented method responds to the need to create this type of terminals and thanks to its versatility and flexibility it can be applied to existing and newly built intermodal terminals with different levels of integration of transport and logistics processes. The description of the tasks carried out in the three stages of the presented methodology has been practically verified on the example of the Bydgoszcz-Solec Kujawski terminal case study. The method allowed for the determination of the development path of the intermodal distributed terminal as well as the estimation of economic benefits related to its construction.
This expanded and revised fourth edition of The Geography of Transport Systems provides a comprehensive and accessible introduction to the field with a broad overview of its concepts, methods and areas of application. Aimed mainly at an undergraduate audience, it provides an overview of the spatial aspects of transportation and focuses on how the mobility of passengers and freight is linked with geography. The book is divided in ten chapters, each covering a specific conceptual dimension, including networks, modes, terminals, freight transportation, urban transportation and environmental impacts, and updated with the latest information available. The fourth edition offers new material on the issues of transport and the economy, city logistics, supply chains, security, energy, the environment, as well as a revised content structure. With over 160 updated photographs, figures and maps, The Geography of Transport Systems presents transportation systems at different scales ranging from global to local and focuses on different contexts such as North America, Europe and East Asia. This volume is an essential resource for undergraduates studying transport geography, as well as those interested in economic and urban geography, transport planning and engineering. A companion web site, which contains additional material, has been developed for the book and can be found here: http://people.hofstra.edu/geotrans/.
In a time span of twenty years, container transport by barge has acquired a significant share in the hinterland modal split for containers of the load centres Rotterdam and Antwerp. In other European load centres, barge container transport as yet plays a modest role, but the interest in the barge option is growing. The growth in container volumes by barge and the increase of the number of seaports and inland terminals involved go hand in hand with fundamental spatial developments in the European inland terminal network.This paper addresses the organisational changes in the European barging industry that have taken place in the last twenty years and its impact on the spatial dynamics in the European container barge network. The paper analyses structural changes in liner service schedules by barge and the changing functional interdependencies between inland terminals in the network and organizational changes in the industry. The paper will conclude by discussing future perspectives for the spatial development of the barging network.
The dry port concept is based on a seaport directly connected by rail with inland intermodal terminals where containers can be dealt with in the same way as if they were in a seaport. The main purpose of the article is to extend the theory behind the dry port concept and to define three dry port categories; distant, midrange and close. The findings show that the dry port concept can help identify ways of shifting freight volumes from road to more energy efficient traffic modes that are less harmful to the environment, relieve seaport cities from some congestion and facilitate improved logistics solutions for shippers in the port’s hinterland.
This book examines the interrelationship between logistics development on one hand and urban development and geographical issues, such as land use and location, on the other. It also bridges the gap between recent geographical research into new production systems and (post)modern consumption patterns. Illustrated with international case studies, it argues that modern logistics are fundamentally shaping the function and the character of urban places, particularly since logistics networks are increasingly being established distant and independent from cities.
Deel I van de studie Knooppunten en netwerken van goederenvervoer; typologie, dynamiek en modaliteit.
Changes in US transportation policy and changing freight flows influenced by NAFTA have refocused the attention of interior states on their transportation infrastructure. Shippers in the landlocked Midwest of the USA have inquired into the feasibility of inland ports that better facilitate domestic and global commerce by providing shared facilities and services. As such, these inland ports represent one-stop shopping for various transportation and logistics-related services. The present study asked central Iowa shippers about their perceptions of and preferences for a proposed inland port. The respondents were categorized as either “international” (i.e. companies that export and/or import, and those planning to) or “domestic-only” (firms with no international operations nor plans to export or import). The results will assist policy makers and investors to develop an implementation strategy for an inland port, and to identify potential customers for specific port features and services.
The industry as well as the European Commission has launched a number of initiatives that, when brought to fruition, will raise the level of competitiveness of seagoing and inland waterway transport modes. These initiatives include the development of new technologies for the achievement of better vessel turnaround times and faster cargo flows. The scope of this work is to present the innovative concepts and technologies (in pilot, study, or even conceptual phase) that have been investigated for implementation in European seaports and barge terminals. The presentation includes a technical description of each system, identifying its structural elements and stressing its unique characteristics. Finally, a decision table is formulated to assist selection based on a number of criteria - loading unit type, productivity, throughput, compatibility with existing transshipment forms, automation level, and implementation stage.