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Intruding the natural hinterland of rival ports through the creation of corridor-based 'islands' in the distant hinterland
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Inland distribution is becoming a very important dimension of the globalization / maritime transportation / freight distribution paradigm. Observed logistics integration and network orientation in the port and maritime industry have redefined the functional role of ports in value chains and have generated new patterns of freight distribution and ne...
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... developing strong functional links with particular inland terminals a port might intrude in the natural hinterland of competing ports. 'Islands' in the distant hinterland are created in which the load centre achieves a comparative cost and service advantage vis-à-vis rival seaports (see Figure 4). This observation increases competition among ports of the same port system. ...
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... Böylece, deniz ulaşım hizmetleri kapıdan kapıya intermodal taşımacılığın bir parçası haline gelmiştir [16]. Nitekim, Rodrigue ve Notteboom [17], limanları tedarik zincirinin bir parçası olarak yeniden tanımlamış ve bu zincirde rekabeti etkileyen temel faktör olarak hinterlant bağlantılarının önemini vurgulamışlardır. ...
Konteynerlerin kullanımı ile deniz taşımacılığı yaygınlaşmış ve uluslararası ticarette en çok kullanılan
taşımacılık türü haline gelmiştir. Konteynerlerin, deniz taşımacılığının ana altyapısını oluşturan
limanlardan hinterlanda taşınması, taşıma zincirindeki en zayıf halkayı oluşturmaktadır. Ayrıca, hinterlant
bağlantı maliyetlerinin uluslararası yük taşıma zincirinin en yüksek maliyet kalemini oluşturması, bu
bağlantıların önemini daha da arttırmaktadır. Bu çalışmada, demiryollarının konteyner limanlarının
hinterlant bağlantılarındaki önemi incelenmiş, liman hinterlandında demiryolu taşımacılığının gelişmesine
yönelik güçlü ve zayıf yönler ile fırsat ve tehditleri tespit etmek amacıyla Mersin Limanı örnek alınarak bir
SWOT analizi yapılmıştır. Çalışma sonuçları, Mersin Limanı’nın demiryolu hinterlant bağlantısının
güçlendirilmesine ihtiyaç olduğunu ve bunun için de paydaşlar arasında iş birliği ve entegrasyonun
sağlanmasının önemini ortaya koymaktadır.
With the use of containers, maritime transport has rapidly widespread and has become the most
preferred transport mode in international trade. The transport of containers from seaports -the main
infrastructure of maritime transport- to the hinterlands constitutes the weakest link of the transport chain.
The fact that hinterland connection costs constitute the highest cost item of the international freight
transport chain further increases the importance of these connections. In this study, the importance of
railways for the hinterland connections of container ports was analyzed and a SWOT analysis was
conducted to reveal the strengths and weaknesses, opportunities, and threats for the development of rail
transport in the port hinterlands by taking the Mersin Port as a case. The results of the study reveal the need
for strengthening the railway hinterland connection of Mersin Port and the importance of ensuring
cooperation and integration among stakeholders for this.
... Seaports, being transport nodes, constitute basic links in the sea-land transport chains [30,31]. Their competitiveness is decisive for the position of the whole sea-land transport chain [31][32][33][34][35][36][37][38]. There are many factors that are decisive for the competitive position of seaports, including, first and foremost, geographical location, appropriate technical facilities, efficiency of the port operation (including ship handling speed and transshipment rate), handled cargo weight, technological advancement, technical and operational innovativeness within the port, level of port fees, and the scope of additional port services on offer [39][40][41][42][43][44][45][46][47]. ...
The competitiveness of seaports is predominantly affected by factors external to the ports themselves, connected mainly with the quality of the hinterland and foreland infrastructure. Measures taken in these areas are reflected in the main objectives of the port strategies. Concurrently, the measures may have adverse environmental impacts (pollutant emissions, noise, land occupancy, etc.) and deteriorate the life quality of the port city’s communities. Therefore, measures taken by seaport authorities to improve their competitiveness must also heed the idea of sustainable development (sustainable port strategy). The answer to this challenge is the idea of green ports, being an element of the corporate social responsibility (CSR) strategies of seaports. One of the elements of this concept is promoting more environmentally friendly transport modes/transport chains in serving the hinterland as an alternative to road transport. Inland shipping is the most environmentally friendly and also cost-competitive mode of transport. Therefore, a modal shift from road to inland waterways is one of the elements of the European Union sustainable transport policy, as well as also gaining importance in the development policies of seaport authorities as an element of a green port strategy. However, this issue has been relatively rarely addressed in the seaport economics literature. In particular, there has been a lack of studies that would make it possible to answer the question of what kind of action should be taken by seaport authorities in order to increase the share of inland shipping in hinterland transport. This article aimed to develop a concept of a promotion policy to be applied by seaport authorities to increase the share of inland shipping in hinterland transport. The study used the elements of a multiple case study design method which included the following seaports: Antwerp, Rotterdam, Hamburg, and the Marseilles–Fos port complex. This article was dedicated to identifying, analyzing, and classifying the policies implemented by these European seaports to promote inland waterway transportation. The research showed that these actions were quite similar in terms of their scope. The actions were classified as external and internal initiatives. The most common external actions included initiatives that improved the quality of inland waterways and the quality of shipping connections with the hinterland. Internal initiatives focused on improving the port’s infrastructure for barges and on implementing an appropriate information policy. The presented concept of a promotion policy can be a road map for all port authorities aiming to improve the quality of inland shipping as a mode of hinterland transport.
... In addition, the degree of urbanisation and the spatial dispersion of the consumption and production units influence the configuration of the transport and logistics systems of each geographic area (Notteboom & Rodrigue, 2004). The presence of wide and densely populated metropolitan conurbations favoured the growth of large logistics centres, for example, EDC (Van Den Heuvel, de Langen, Van Donselaar, & Fransoo, 2013) and airfreight hub terminals connected to large passenger airports. ...
... In countries such as Taiwan, Malaysia and the Dominican Republic, public intervention has been channelled towards industrial free zones and EPZs (Rondinelli, 1987). Logistics facilities located in proximity to these areas specialised themselves in soft/light postponed manufacturing strategies (Leal & Pérez, 2009;Notteboom & Rodrigue, 2004). ...
This manuscript aims to disentangle the conceptual ambiguity around the notion of logistics centre. It proposes an overarching framework that categorises different types of infrastructure and identifies their distinctive components. The lack of a sound conceptualisation of logistics centres originates from the variety in temporal and spatial approaches. In transportation chains, path-breaking trends in market needs, technological innovations and institutional changes, as well as the place specificity of logistics centres embedded in various national contexts, inevitably led to a substantial theoretical ambiguity. This study consolidates prior fragmented works and identifies suitable criteria for classifying logistics centres. The functional criterion is proposed as a cornerstone for building a sound conceptualisation of these infrastructures. By capturing the distinctive characteristics of each type of logistics centre, the paper proposes an original and comprehensive taxonomy, which emphasises commonalities and specificities of various infrastructures. The paper provides a contribution to literature by sketching out a trustworthy conceptualisation of logistics centres. In addition, the outcomes bring insightful implications for researchers, policy-makers and practitioners.
... Logistics today involves complex responses to the production and consumption behaviour of firms and consumers in markets spread around the globe, rather than just within a host nation (Memedoc et al 2008). . In this environment, logistics firms provide "innovative forms of non-asset related logistics service(s)" (Notteboom and Rodrigue 2004: 5) on behalf of manufacturers and chose sites that offer network connectivity, as well as local loading and unloading capacity. Major transport hubs provide this connectivity. ...
Modern logistics activity has two complex features that shape its geography and create some particular urban planning issues. First , it has large concentrations in major cities that accommodate a wide array of other uses, so that land prices are high. Second, it requires extensive land areas for day-to-day operation; changes in the scale of air, sea and land vehicles along with the buildings needed for new handling techniques, have increased the need for space. As a result it is an awkward fit: a land extensive activity in a land-scarce context. Taken together, this awkward fit stimulates strong dispersal forces. These forces are expressed in land-extensive warehouse and storage zones around large cities, and in some cases the creation of new sea and airports in urban fringe locations. However in a number of cities this dispersal option is not available, usually because of the lack of alternative sites. Hong Kong, Tokyo and Singapore are three cities in this situation. The chapter selects Singapore to explore the issues involved. Using data on the development of the port, the location of service activities and a sample of warehouse and storage facilities, the research shows how Singapore has utilised a high density solution to cope with a steadily growing volume of logistics activity. Although this outcome has some special local features, there are some Formatted: Font: 12 pt
... On the contrary, rail is a powerful means of transport, potentially available in most ports and capable of shipping enormous volumes of maritime containers. (see Parola and Sciomachen (2009), Notteboom (2001) as well as Notteboom and Rodrigue (2004)). It can be stated that the current situation along the freight transportation chain is characterized by strong individualism, where the involved actors focus on independent interests, trying to organize their separate business. ...
Currently most cargoes leave the terminal by road; in Europe, at least, this trend is
not sustainable, and sea-rail and sea-river alternatives shall undertake more loads.
The focus of this document lays in Europe, including policy and market trends in
the European Union, however the problems and the potential solutions may have
a global interest. In the text a thorough examination of policy developments in the
fields of rail, inland waterways and intermodality is presented. Environmental issues
are also discussed. The data from EUROSTAT is used as a basis for further analysis,
where it is revealed that even if there is strong political support, it is questionable
as to whether it is feasible to promote these links as soon as 2015 or even 2020.
The concept of dry (inland) ports and their function in the canalization of cargoes
is also analyzed in view of sea-rail and sea-river links. In the last section, all points
are summarized and some recommendations are presented.
... They may be also brought about by inadequate strategy of the terminal operator; the port authority's limited vision in supporting a balanced and environmentally sustainable modal split; an insufficient coordination between the leading actors of the chain (terminal operators, shippers, freight forwarders, rail operators and so on). In terms of external costs, the major undesired outcome of all this consists in road traffic congestion, noise and pollution, frequent road accidents and conflict-prone city-port relationships (Notteboom, 2001;Notteboom and Rodrigue, 2004). ...
Maritime container terminals are playing a growing role within global transport chains. As intermodal nodes between sea traffic flows and inland distribution, they are very important to shipping lines. The current trend of moving towards economies of scale in regard to mother vessels is also having a tremendous impact on seaport operations and hinterland transportation in terms of ‘call size’. This paper deals with the study of multimodal container flows at an Italian maritime terminal, focusing the attention on the performance of road and rail connections. In this framework, the current modal unbalance generates heavy problems of congestion and compromises the overall terminal competitiveness. This paper applies a discrete event simulation approach, in order to evaluate the feasibility of an alternative and more balanced scenario achievable in a short-mid-term perspective. Our goal is to enhance the performance of rail connections, without proposing the realisation of a new railway line which is only attainable in the long run, but trying to exploit to the full the available endowment of assets through a deep operational restructuring. Simulation runs performed in this perspective revealed the adequacy of such an approach and demonstrated the successful effects of a modal re-equilibrium. Maritime Economics & Logistics (2009) 11, 77–97. doi:10.1057/mel.2008.22
... There is a strong interdependency between a seaport's foreland and hinterland, which is particularly apparent in intermodal transportation. Seaports are not competing only with seaports in their local area, but also with distant seaports attempting to serve the same hinterland (Notteboom and Rodrigue, 2004). Notteboom (2001) and van Klink and van den Berg (1998) state that many seaports, as well as shipping lines, integrate vertically to also control hinterland. ...
... Today, seaports compete not only on tariffs and transshipment capability, but also in the quality of inland access. This competition requires seaports to focus on transport links, on the demand for services in its traditional hinterland, and on development in areas outside their immediate market (Notteboom and Rodrigue, 2004). Consequently, apart from environmental benefits, a distant dry port also brings a competitive advantage to a seaport since it expands the seaport's hinterland, i.e. improves the seaport's access to areas outside its traditional hinterland by offering shippers low cost and high quality services. ...
The dry port concept is based on a seaport directly connected by rail to inland intermodal terminals, where shippers can leave and/or collect standardised units as if directly at the seaport. The purpose of this paper is to present the dry port concept, to identify and categorise existing dry ports for the Port of Goteborg and to evaluate the concept from an environmental perspective. The conclusions indicate that implementation of a dry port in the seaport's hinterland enables the seaport to increase its terminal capacity; the modal shift from road to rail results in a reduced congestion at the seaport gates and its surroundings and consequently in improved inland access, as well as in a lesser environmental effect. Only two of the surveyed intermodal terminals can be categorised as simple dry ports for the Port of Goteborg.
... In particular, inland freight centers and port-hinterland distribution issues are currently gaining more and more importance in relation to the efficiency and competitiveness of seaports and international maritime-oriented supply chains. Some influential researches dealing with inland container logistics topics have been conducted by Beuthe and Kreutzberger (2001), Cappelli et al. (2007), China Intermodal Transport Services to the Interior Project (ITSIP) (2003), Crainic and Kim (2007), Dalla Chiara et al., (2002), ECMT (2001), Hayut (1980), Libardo and Nocera (2006), Notteboom (1998Notteboom ( , 2001Notteboom ( , 2002Notteboom ( , 2004aNotteboom ( , 2004b, Notteboom and Rodrigue (2004, Notteboom and Winckelmans (1998, 1999), Ocean Shipping Consultants (2004, Priemus and Konings (2001), Robinson (2002Robinson ( , 2005, RFI et al. (2005), Roso (2006), Roso et al. (2006), Salucci (2006), Slack (1990, 1999), and UNCTAD (1991. For instance, as reported in Notteboom (2004a), the portion of inland costs in the total cost of doorto-door container transport can be estimated to range from 40 per cent to 80 per cent. ...
In a container transportation and logistics network, we define an interport as a common user hub facility located in the hinterland of one or several seaports, and where different services are available to carriers and shippers, such as: container stuffing and unstuffing, rail-road trans-shipping, temporary storage of import/export full and empty units, customs clearance and inspection, container tagging and sorting, container and vehicle maintenance and repair, and even the opening, manipulation and processing of the containers' content for later marketing efforts at ultimate destinations. The interport's functions thus range from simple cargo consolidation/deconsolidation and intermodal switching to customs operations and advanced quasi-manufacturing and distribution logistic services (assembly, kitting, packaging, labelling, quality control, reverse logistics, city logistics, etc.). Interports represent an innovation posing challenges and opportunities for many operators involved in freight transport, logistics, manufacturing and trade.In the following sections, after a brief general presentation of some main features of the containerisation and intermodality, we focus on inland container logistics and interports. More specifically, we deal with issues related both to the meaning of the term "interport" and the functions of this new kind of inland freight node with reference to the case of Italy and by considering the recent evolutions in container transportation and logistics networks. Furthermore, we introduce some preliminary topics related to the interport-seaport system in Campania, a region lying in Southern Italy, by describing some technical and organisational features of the regional rail freight network and in particular of the interport-seaport railway connections. We also illustrate the case of Marcianise in Campania as a relevant example of Italian interport. Finally, we describe the main goals and features of an ongoing research concerning an empirical application of a mathematical programming model to optimize the distribution of container flows through the Campania seaports and interports.
... Avrupa'da liman geri sahasında kurulan lojistik merkezlerin, çe!itli adlar altında oldukça geli!mi! oldu#u gözlenmektedir. Örne#in, Fransa'da 'platformes logistiques', Almanya'da "güterverkehrszentren", "talya'da "interporti", "ngiltere'de "freight villages" ve "spanya'da "zonas de actividades logisticas" adını almaktadır (Notteboom ve Rodrigue, 2004). Sözkonusu merkezlerde, konteyner elleçleme tesisleri, intermodal altyapı ba#lantıları, yük ta!ımacılı#ı ile ilgili !irketler ve di#er aktörler (örne#in, ta!ıma i!leri organizatörleri, ta!ıtıcılar ve nakliyeciler gibi), gümrük ve vergi i!lemleri, depolama ve bakım hizmetleri, banka ve bilgi ve ileti!im hizmetleri yer almaktadır. ...
... Çin'de 2001 yılında lojistik park yatırımları moda haline gelmi! ve yakla!ık 1000 adet lojistik park kurulmu!tur, ancak bunların % 60'ı tamamlandıktan sonra atıl kalmı!tır (Notteboom ve Rodrigue, 2004). ...
Öz: Küresellemeye paralel büyüyen ulaşım sektörü, ekonomik ve sosyal gelimeye olumlu katkısı yanında enerji gibi yenilenemeyen kaynakların ana tüketicisi durumundadir. Bu nedenle, ulaşım sistemlerinin geliştirilmesi olgusuna ekonomik, sosyal ve çevresel hedefler arasında optimum dengeyi kurma amacını güden sürdürülebilirlik çerçevesinde daha geniş perspektiften bakmak gerekmektedir. Sürdürülebilir ulaşım sistemi, lojistik sistemlerin gelişimini, lojistik de yeni firsatlar yaratarak intermodal taşımacılığın gelişmesini desteklemektedir. Avrupa Birliği ortak ulaşım politikasının temelini oluşturan intermodal taşımacılık sisteminin amacı, katma değer yaratacak ve ulaşım maliyetlerini azaltacak şekilde çeşitli ulaşım türlerini kullanarak kapıdan kapıya ulaşım hizmeti sunmaktir. Küresel lojistik zincirin bir parçası olan intermodal taşımacılıkta, terminaller yükün toplanarak konsolide edildiği, diğer ulaşım türüne (demiryolu / denizyolu / havayolu) aktarma işleminin ve/veya katma değer faaliyetinin yapıldığı ve yükün dağıtım sistemine aktarıldığı yerlerdir. Bu nedenle, bir düğüm noktası olan terminaller olmadan, taşıma intermodal olamaz. Son yıllarda, terminallerin, küresel ekonominin talepleri doğrultusunda büyüyerek daha konsolide bir yapiya kavutu ğu ve giderek daha fazla lojistik ve katma değerli hizmetleri bünyesinde barındıracak şekilde geliştiği görülmektedir. Bu terminaller, lojistik merkez, dağıtım parkı vb. şeklinde adlandırılmaktadır. Bu çalışmanın amacı, sürdürülebilir bir ulaşım sistemi için önemi giderek artan intermodal taşımacılık sisteminde terminallerin önemini ortaya koymak, terminal anlayışındaki yeni eğilimleri incelemek ve Türkiye'deki gelişmeleri değerlendirmektir.
... This is explained by a number of reasons. First, an increasing amount of door-to-door costs are inland costs (Notteboom and Rodrigue, 2004). Thus, the efficiency of hinterland transport becomes more important for the competitive position of TOCs in supply chains. ...
... n a few corridors to the hinterland. Bird (1963) describes spatial change of port complexes and Van Klink (1995) argues that ports increasingly create networks with hinterland nodes to increase the competitive position of the port. Van Klink and van den Berg (1998) and Rodrigue (2004) further emphasise the importance of corridors to the hinterland. Notteboom and Rodrigue (2004) introduce the concept of 'island formations' that can give a port a competitive edge in a hinterland. De Langen and Chouly (2004) stress the importance of analysing hinterland access as an´interorganisationalan´interorganisational issue´. A distinction can be made between captive and contestable hinterlands. This distinction is very sim ...
This paper deals with port competition and port selection for cargo to/from Austria. Austria is located centrally in Europe and seaports in at least five countries are used for imports and exports. Changes of market shares over time of different ports serving Austria are analysed. Switching of cargo between ports does take place, but friction prevents instantaneous switching. Consequently, it took a decade for the new potential of inland shipping to Austria, resulting from the opening of the Rhine-Main-Donau canal, was fully realised. A survey was held to analyse port choice decisions of two types of decision makers: shippers and forwarders. These results show shippers and forwarders have similar views on port selection, but shippers have a less price-elastic demand.
