THE GEOGRAPHY OF
TRANSPORT
SYSTEMS Chapter 4 – Transport
THIRD EDITION
Terminals
CONCEPTS
Copyright © 1998-2015, Jean-Paul Rodrigue, Dept. of Global Studies & Geography,
Hofstra University, Hempstead, NY, 11549 USA.
Jean-Paul.Rodrigue@hofstra.edu
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Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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THE GEOGRAPHY OF
TRANSPORT
SYSTEMS
The Function of Transport Terminals
THIRD EDITION
Concept 1
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Containerization and the Changing Operational Characteristics of Transport Terminals
Conventional
Small terminal surface
Direct transshipment possible
Limited mechanization and automation
Improvisation in terminal operations
Container
Large terminal surface
Indirect transshipment (modal separation in time and
space)
Advanced mechanization and automation
Organization and planning
The Functions of Transport Terminals
Connectivity
Interface
Buffer
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Types of Intermodal Terminals
Port Terminals
Container sea terminal
Intermediate hub
Barge terminal
Rail Terminals
On-dock and near dock
Transmodal
terminal
Load center
Satellite
terminal
Distribution Centers
Transloading
Cross-docking
Warehousing
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Integration between Port and Airport Terminals
Complementarity
Substitution
Maritime Transport
Air Transport
Road transport
Port
Airport
Transloading / stuffing
Logistics zone
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Main Characteristics of Intermodal Transport Terminals
Core
(Operations)
Ancillary
(Added Value)
Infrastructure
Modal access (dock, siding, road), unloading areas
Equipment
Intermodal lifting equipment, storing equipment
Storage
Yard for empty and loaded containers
Management
Administration, maintenance, access (gates), information systems
Trade facilitation
Free trade zone, logistical services
Distribution centers
Transloading, cross-docking, warehousing, light manufacturing,
temperature controlled facilities (cold chain)
Storage depot
Container depot, bulk storage
Container services
Washing, preparation, repair, worthiness certification
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Added Value Functions Performed Around Freight Terminals
Function
Overview
Processing
Operations on the goods. Includes sorting, packaging, testing, assembling.
Distribution
Operations on the cargo. Consolidation, deconsolidation, transloading or crossdocking. Assembling LTL shipments.
Customs clearance
Releasing and/or inspecting inbound cargo. Assumed by a national customs
authority.
Foreign trade zone
A sanctioned site where foreign and domestic goods are considered to be outside
of the customs territory. Requires bounded transport and bounded warehousing.
Container depot
Handle containers (leased or carrier owned). Transfer custody of containers
between shippers. Storing and servicing/repairing containers.
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Freight Terminal Hierarchy and Added Value
Gateway
Freight
Distribution
Cluster
Inland Port
(load center)
Satellite
Terminal
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Freight Terminal Hierarchy and Added Value
Transshipment Hub
Size
Intermodal
Terminal
Gateway
Port-centric
Inland Port
Logistics Zone
Freight Village
Satellite Terminal
Added Value
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Modal and Temporal Separation at Freight Transport Terminals
Maritime Transport System
1
Maritime/Barge
Buffer
Rail
4
Road
Modal and Temporal
Separation
1. Intermodal
2. Transfer quay to truck gates
3. On dock rail
4. Transloading
Inland Transport System
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Modal Separation in Space: Europa Terminal in Antwerp
Barges
Trucks
Rail
Deepsea services
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Physical Separation between Modes and Passengers / Cargo at Terminals
Docks
Airfield
Airports
Ports
Storage
Platforms
Terminals
Yards
Freight Rail
Passenger
Rail
Station
Storage
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Intermodal Terminal Equipment
Straddle Carrier
Circulate over container piles.
Can go over stacks up to 3 in
height. Density of 500 to 700
TEU per hectare.
Front-end Loader
Use container top anchor points.
Handle most containers. Can
reach stacks up to 3 in height.
Reach Stacker
Flexible side loaders. Can reach
stacks up to 3 full or 5 empty
containers in height. 500 TEU
per hectare.
Rubber-tired Gantry
High storage densities (1,000 TEU
per hectare). Difficult to move
from one stack to the other. High
acquisition but low operating
costs.
Rail-mounted Gantry
Highest storage density (widespan;
+1,000 TEU per hectare); mostly
used at port terminals. Lowest
operating costs. Fixed to rail
tracks.
Portainer
Load and unload containerships.
Various sizes (Panamax and
Super-Panamax).
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Characteristics of Portainers
Panamax
Post Panamax
Super Port Panamax
Outreach
30 to 40 m (13 containers
wide)
40 to 45 m (18 containers
wide)
46 to 70 m (22+ containers
wide)
Lift Height
24 to 30 m
30 to 35 m
30 to 49 m
Lift Capacity
40 to 50 t single / 65 t twin 40 to 50 t single / 65 t twin 65 t twin / 80 t tandem
Hoisting Speed
50 to 125 m per minute
60 to 150 m per minute
70 to 175 m per minute
Trolley Speed
150 to 180 m per minute
180 to 210 m per minute
210 to 240 m per minute
Lateral Travel Speed
45 m per minute
45 m per minute
45 m per minute
Wheel Load
30 to 45 t per meter
40 to 45 t per meter
60 to 80 t per meter
Cost
$4 to 5 million
$6 to 8 million
$8 to 10 million
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Container Transloading
Cause
Outcome
Consolidation
Transferring the contents of smaller containers into larger containers (e.g. three
maritime 40 foot containers into two 53 foot domestic containers). Cost savings
(number of lifts). Time delays.
Weight issues
Transferring the contents of heavy containers into loads meeting national or regional
road weight limits (compliance).
Remove the weight of the container (2.4 tons for a 20 TEU box and 4.3 tons for a 40
TEU box) and shift to a lighter load unit.
Palletizing
Placing loose (floor loaded) containerized cargo unto pallets. Adapting to local load
units (e.g. europallet).
Demurrage
Handing back containers to owner (maritime shipping or leasing company) by
transferring its contents into another load unit (e.g. domestic container).
Equipment availability
Making maritime containers available for exports and domestic containers available
for imports. Trade facilitation.
Supply chain management
Terminal and transloading facility as a buffer. Delay decision to route freight to better
fulfill regional demands. Perform some added value activities (packaging, labeling, final
assembly, etc.)
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Advantages and Disadvantages of Transloading
Advantages
Disadvantages
Importers
Reduction of unit transport costs (three
maritime 40 footer containers into two
domestic 53 footers).
Added-value activities (sorting, packing,
labeling, etc.).
Routing flexibility through postponement.
Transloading costs.
Loss of at least one day of inland transit time.
Possible shortage of domestic containers.
Not all cargo suitable.
Reconciling different container loads (additional
delays).
Risk of damage or theft of cargo during
transloading.
Maritime Shipping
Limit repositioning of empty containers.
Higher asset utilization (faster container
turnover).
Risk of container damage.
Less equipment available inland for exports.
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Terminal Costs
Costs
C1
C2
C3
T3
T2
T1
Distance
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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THE GEOGRAPHY OF
TRANSPORT
SYSTEMS
Transport Terminals and Hinterlands
THIRD EDITION
Concept 2
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Centrality and Intermediacy
Range
Gateway
Intermediacy
Centrality
Hub (Interception)
Hub (Transcalar)
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The Hinterland of a Transport Terminal
‘Natural’ Hinterland
‘Island’
Competition Margin
Customer
B
A
Terminal
Main Hinterland
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Port Foreland and Hinterland
Foreland
Hinterland
B
Main hinterland
A
D
Competition margin
C
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Continuous and Discontinuous Port Hinterlands
Port A
Continuous hinterland of Port A
Discontinuous
hinterland of Port A
'Island' formation
Discontinuous
hinterland of Port B
Port B
Continuous hinterland of Port B
Main hinterland
Competition margin
Maritime load centre
Inland terminal
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The “Boxed In” Hinterland
Border
Corridor
Port
“Natural hinterland”
Constrained hinterland
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Maritime Enclaves (Landlocked Countries)
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Coastal, Landlocked and Relatively Landlocked Markets
Coastal
Landlocked
Relatively
landlocked
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The Space / Cost Dichotomy of Forelands and Hinterlands
10%
80%
Port
Distance
Costs
Dichotomy
FORELAND
HINTERLAND
90%
20%
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Hinterland Setting and Major Economic Regions
North America
Western Europe
East and Southeast Asia
Coastal concentration
Landbridge connections
Inland concentration
Coastal gateways
Coastal concentration
Low hinterland access
Hinterland intensity
Freight Corridor hierarchy
Gateway hierarchy
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Types of Hinterland
Macro-economic
Physical
Logistical
Concept
Transport demand
Transport supply
Flows
Elements
Logistical sites (production and
consumption) as part of
commodity chains
Transport links and terminals
Mode, Timing, punctuality and
frequency of services
Attributes
Interest rates, exchange rates,
prices, savings, production,
debt
Capacity, corridors, terminals,
physical assets (fixed and
mobile)
Added value, tons-km, TEU,
Value of time, ICT
Challenge
International division of
production and consumption
Additional capacity (modal and
intermodal)
Supply chain management
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Strategies Used by Port Authorities to Coordinate their Hinterland
Usage of incentives
Coordinate operations of freight actors.
Optimal usage of transport chains.
Inter-firm alliances
Vertical integration (along transport chains).
Horizontal integration (between competitors).
Alliance between a maritime shipping company and a terminal operator (vertical).
Equipment / container pools (horizontal).
Organisational scope
Vertical integration where an actor decides to penetrate a new market.
A maritime shipping company involved in port terminal operations.
A port authority developing an inland port.
Collective actions
Public / private partnerships to create logistics parks.
Each actor contributes within its realm of expertise.
Development of port community systems.
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Terminals as Clusters and Growth Poles
A
Terminal
Terminal-dependent
activities
Agglomeration
Inter-terminal link
Terminal-client link
Cluster Structure
(Dis)agglomeration
forces
Internal competition
Cluster barriers
Heterogeneity
Cluster Governance
Intermediaries
Trust
Leader firms
Collective action
regimes
Cluster Performance
Added value
B
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Elements of the Maritime / Land Interface
Maritime Freight Distribution
Actors
Maritime shipping companies (Private).
Waterways and navigation channels
(Public).
Terminal operators (Private).
Port operations (Port Authority).
Land ownership (Public and Private).
Port System
Gateways
Road
Rail
Corridors and Hubs
Coastal / Fluvial
On-dock rail (Port Authority and
terminal operators).
Near-dock rail (Rail companies).
Trucking and barging (Private).
Roads and highways (Public).
Rail lines (Rail companies; ownership
or right-of-way).
Inland Freight Distribution
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Major Public and Private Actors in the Maritime / Land Interface
Waterside
Port Complex
Inland
Maritime shipping
companies (Private)
Terminal operators
(Private)
On-dock rail (Port Authority
and terminal operators)
Rail lines (Rail companies;
ownership or right-of-way)
Waterways and navigation
channels (Public)
Port operations (Port
Authority)
Near-dock rail (rail
companies; main, regional,
short line)
Major highways (Public)
Land ownership (Public and
Private)
Trucking and barging
(private)
Local roads (Public;
municipal, county)
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Ports and Urban Land Use
Interface
City
Port
1
3
2
Legislation
3
4
2
4
Zone of conflict/cooperation
Port migration
2 Industrial migration
3 Land use competition
4 Water use competition
1
Environmental filter
Traditional port/city zone
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Under Construction
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Impacts of Larger Containership Calls on Port Hinterland Traffic
Panamax (4,500 TEU)
Post Panamax (8,000 TEU)
13 containers wide
17 containers wide
290x32x12.5 meters
300x43x14.5 meters
1,700 TEU per port call
1.7 hectares of stacking
850 Trucks (2 TEU each)
14 km
4.25 Trains (400 TEU each)
8.5 km
3,500 TEU per port call
3.5 hectares of stacking
1750 Trucks (2 TEU each)
28.8 km
8.75 Trains (400 TEU each)
17.5 km
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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THE GEOGRAPHY OF
TRANSPORT
SYSTEMS
Port Terminals
THIRD EDITION
Concept 3
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The Dimensions of a Port
Place
Operations
Foreland
Site and situation
Administrative Unit
Value Chain
Hinterland
Operational capacity
and efficiency
Governance and
management
Added economic
value
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Port Sites
In a delta
In an estuary
Margin of a delta
Near an estuary
Along a river
Natural harbors
In a bay
Protected
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Harbor Types
Coastal Natural
Coastal Tide Gates
Coastal Breakwater
River Basins
River Tide Gates
Open Roadstead
River Natural
Canal or Lake
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Harbor Types of the World's Large Sized Ports
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Number of Large and Medium Ports by Channel Depth
6 to 10
8
11 to 15
11
16 to 20
16
Channel Depth (Feet)
21 to 25
36
26 to 30
76
31 to 35
76
36 to 40
71
41 to 45
47
45 to 50
16
51 to 55
6
56 to 60
10
61 to 65
4
66 to 70
4
71 to 75
5
76 and over
33
0
10
20
30
40
Number of Ports
50
60
70
80
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World Harbor Types and Sizes
Large
Medium
Small
Very Small
Coastal Breakwater
39 (29.8%)
105 (33.2%)
281 (23.8%)
388 (13.0%)
Coastal Natural
26 (19.8%)
89 (28.2%)
474 (40.1%)
1529 (51.4%)
Coastal Tide gates
5 (3.8%)
5 (1.6%)
18 (1.5%)
11 (0.4%)
Lake or Canal
3 (2.3%)
6 (1.9%)
26 (2.2%)
32 (1.1%)
18 (13.7%)
17 (5.4%)
97 (8.2%)
450 (15.1%)
River Basins
7 (5.3%)
20 (6.3%)
23 (1.9%)
27 (0.9%)
River Natural
25 (19.1%)
59 (18.7%)
248 (21.0%)
518 (17.4%)
7 (5.3%)
14 (4.4%)
12 (1.0%)
14 (0.5%)
131 (100%)
316 (100%)
1181 (100%)
2875 (100%)
Open Roadstead
River Tide gates
Total
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Depth and Surface Distribution of a Sample of Container Terminals (n=397)
90
140
80
120
70
100
60
80
50
60
40
30
40
20
20
10
0
110 to 120
100 to 110
90 to 100
80 to 90
70 to 80
60 to 70
40 to 50
30 to 40
20 to 30
10 to 20
50 to 60
Hectares
More than 120
Depth (Meters)
Less than 10
NA
0
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
World’s Major Ports, 2011
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
World’s Major Ports, 2013
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
World’s Major Container Ports, 2011
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
World’s Major Container Ports, 2012
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
The World’s 15 Largest Ports, 2012 (Millions of tons and TEUs)
Shenzhen
Hamburg
Houston
Kaohsiung
South Louisiana
Port Klang
Qinhuangdao
Yantian
Hong Kong
Rotterdam
Busan
Tianjin
Dalian
Dubai
Port Hedland
Qingdao
Ningbo
Guangzhou
Rotterdam
Ningbo
Qingdao
Busan
Guangzhou
Shenzhen
Tianjin
Hong Kong
Singapore
Singapore
Shanghai
Shanghai
0
200
400
600
Millions
0
10
20
30
40
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
The World’s 20 Largest Container Ports, 2010 (Millions of TEU)
New York/New Jersey
Xiamen
Long Beach
Tanjung Pelepas
Los Angeles
Hamburg
Antwerp
Port Kelang
Kaohsiung
Tianjin
Rotterdam
Dubai
Quingdao
Guangzhou
Busan
Ningbo
Shenzhen
Hong Kong
Singapore
Shanghai
5.3
5.8
6.3
6.5
7.8
7.9
8.5
8.9
9.2
10.1
11.0
11.6
12.0
12.6
12.9
13.1
22.5
23.7
28.4
29.1
0
5
10
15
20
25
30
35
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Port Sites and Functions
Port Site
Port Functions
Export Activities
Land Domain
Infrastructures
Maritime Domain
Main Port
Feeder Port
Maritime transport
MP
FP
IP
Road
transport
Hinterland
Foreland
Rail transport
Interface
DISTRIBUTION
Services to
ships
Inland
Port
Foreland
CONVERGENCE
Services to
merchandises
Hinterland
Hinterland
Import Activities
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Port Activities
Land
Land acquisition (purchase or lease)
Land reclamation projects
Maritime Access
Access channel dredging
Sea locks & breakwaters
Vessel traffic service & ship movement information networks
Light buoys & navigational aids
Port Infrastructure
Internal locks; docks, quays, jetties, piers, berths
Harbor basin dredging
Port Superstructure
Pavement
Warehouses, sheds
Cranes and gantries and other mobile/semi-mobile equipment
Terminal and office buildings
Public utilities (sewage, water supply, electricity)
Infrastructure Links
Railways, roads, canals, tunnels and bridges within the port area
Port Maintenance
Maintenance dredging; infra and superstructure
Port Services
Cargo handling (stevedoring, storage, stowage)
Nautical services (pilotage, towage, mooring)
Other services (firefighting, water & electricity supply, security, bunkering, pollution control, etc.)
Port Planning
Promoting logistics and industrial areas
Marketing to existing and potential users
Planning of infrastructure and superstructure developments
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
The Port Performance Continuum
Maritime Operations
Terminal Operations
Hinterland Operations
Port Authority
Rail
T5 ODRY
In port navigation
Anchorage
T1 T2
Storage Yard
T3 T4
NDRY
Local Roads
Berthing
Hinterland
Port Terminal
City
T1: Crane performance
T2: Crane to storage yard performance
T3: Storage yard to gate performance
T4: Gate performance
T5: Storage yard to on-dock rail performance
ODRY/NDRY: On-dock/Near-dock rail yard
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
The Port Performance Value Chain
Maritime Operations
In port
navigation
Foreland
Anchorage
Berthing
Maritime Shipping Company
Terminal Operations
T1
T2
Storage Yard
Port Terminal
Hinterland Operations
T3
T4
H1
H2
Warehouse
Hinterland
Port Authority
Terminal Operator
Truck/Rail Operator
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Channel Depth at Major North American Container Ports
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Channel Depth at Selected North American Ports (in feet)
Philadelphia
Jacksonville
Miami
Savannah
Oakland
Houston
New Orleans
Charleston
Current
New York
Under way
Baltimore
Planned
Hampton Roads
Seattle
Tacoma
Vancouver
Los Angeles / Long Beach
Halifax
Prince Rupert
0
10
20
30
40
50
60
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Typology of Port Cities
Port Traffic
Medium
Large
Small
Small
Coastal port town
Major port town
Medium
Port
Regional city
Regional port city
Major port city
Coastal metropolis
Port metropolis
World port city
Large
City Size
City
Regional port town
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
A Multi-Layer Approach to Port Dynamics
Functional
Customer
Logistical
Demand Pull
Transport
Valorization
Shipper
Infrastructural
Locational
Spatial
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
The Evolution of a Port
Setting
Expansion
2
1
2
Specialization
3
Downtown
Terminal facilities
Urban expansion
Port-related activities
4
5
3
4
4
4
Water depth
4
Rail
Highway
Reconversion
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Evolution of the Port of Rotterdam
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
The Main Activities of Landlord Port Authorities
Traffic Management
Vessel traffic management (fast turnaround, security, reliability).
Management of inbound and outbound inland traffic.
Partnership with barge, rail and truck operators for inland distribution.
Area Management
Develop transport infrastructures.
Provide space for port related activities (expansion or reconversion).
Rationalize the land use.
Customer Management
Attract new customers.
Retain existing customers (satisfaction).
Find new added value activities.
Stakeholder Management
Influence regulation.
Relations with local, regional and national public agencies.
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Contextual Evolution of the Dimensions Covered by Port Authorities
Conventional Port Authority
Expanded Port Authority
Economic
Port infrastructure management and
operations.
Transport chain.
Concession agreements.
Logistical chain.
Hinterland access.
Institutional
Centralized entity (node).
Financial dependency.
Decentralized entity (cluster).
Financial autonomy.
Environmental
Environmental impact assessment.
Environmental management systems.
Port-city relationships.
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Emerging Paradigm in the Role of Port Authorities within their Port Regions
Conventional Port Authority
Landlord
Regulator
• Planning and management
of port area.
• Provision of
infrastructures.
• Planning framework.
• Enforcement of rules and
regulations.
Expanded Port Authority
Landlord
Cluster
Governance
Regulator
•
•
•
Operator
• Cargo handling.
• Nautical services
(pilotage, towage,
dredging).
Operator
•
Service Efficiency
Logistical
Integration
Infrastructure and
Growth Management
Port-City Integration
Terminal
Operator(s)
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Characteristics of Conventional Break-bulk Terminals versus Container Terminals
Conventional
Container
Small terminal surface
Large terminal surface
Direct transshipment possible
Indirect transshipment
Limited mechanization and automation
Advanced mechanization and automation
Improvisation in terminal operations
Organization and planning
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Configuration of a Maritime Container Terminal
Rail
Road
Container crane
Administration
Gate
Repair / maintenance
Truck loading / unloading
Chassis storage
1 km
Loading / unloading area
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Technical Changes in Container Port Terminals
Standard Container Port
Emerging Paradigm
Stacking density
1,000 to 1,200 TEUs per hectare
2,000 to 4,000 TEUs per hectare
Ship-to-shore gantry crane
productivity
About 20-30 movements per hour
About 40-50 movements per hour
Daily throughput per ship
3,000 to 4,000 TEUs
5,000 to 6,000 TEUs
Dwell time at container yard
About 6 days
About 3 days
Truck turnaround time
About 60 minutes
About 30 minutes
Rail access
In port area / Near dock
On dock
Berthing depth
12 to 15 meters (40 to 50 feet)
More than 15 meters (50 feet)
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Typical Container Terminal Configurations
Capacity (in TEUs)
Quay Length
(meters)
Number of Cranes
Yard Area
(hectares)
RTGs
500,000
400
3
8
10
750,000
500
4
10
13
1,000,000
625
5
13
17
1,500,000
875
8
20
25
2,000,000
1,125
10
26
33
3,000,000
1,325
15
40
50
4,000,000
2,125
20
53
67
4,500,000
2,375
22
60
75
5,000,000
2,625
25
66
84
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
The Insertion of a Satellite Terminal in Port Operations
On-dock rail terminal
Local & regional distribution
Dedicated Rail Corridor
National rail
distribution
Transloading
Local & regional
distribution
Port Terminal
Foreland
Satellite Rail Terminal
Maritime / Land Interface
Hinterland
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
350
600
300
Millions
Number of Container Ports of more than 100,000 TEU and Cumulative Traffic, 1970-2010
500
250
400
200
300
150
200
100
100
50
0
0
1970
1975
1980
1985
1990
Number of ports
1995
2000
2005
2010
Cumulative TEU
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Net Containerized Traffic Change, 2003-05 / 2008-10 (in TEU)
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Monthly Total Container Traffic at Selected Ports (Jan 2005=100)
160
140
Los Angeles
New York
Busan
Hong Kong
Algeciras
Antwerp
120
100
80
Jan-05
Mar-05
May-05
Jul-05
Sep-05
Nov-05
Jan-06
Mar-06
May-06
Jul-06
Sep-06
Nov-06
Jan-07
Mar-07
May-07
Jul-07
Sep-07
Nov-07
Jan-08
Mar-08
May-08
Jul-08
Sep-08
Nov-08
Jan-09
Mar-09
May-09
Jul-09
Sep-09
Nov-09
Jan-10
Mar-10
May-10
Jul-10
Sep-10
Nov-10
Jan-11
Mar-11
May-11
Jul-11
Sep-11
Nov-11
60
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Monthly Container Traffic at the Port of Los Angeles, 1995-2014
450,000
Out Loaded
400,000
In Loaded
In Empty
350,000
Out Empty
300,000
250,000
200,000
150,000
100,000
50,000
Jan-95
Jul-95
Jan-96
Jul-96
Jan-97
Jul-97
Jan-98
Jul-98
Jan-99
Jul-99
Jan-00
Jul-00
Jan-01
Jul-01
Jan-02
Jul-02
Jan-03
Jul-03
Jan-04
Jul-04
Jan-05
Jul-05
Jan-06
Jul-06
Jan-07
Jul-07
Jan-08
Jul-08
Jan-09
Jul-09
Jan-10
Jul-10
Jan-11
Jul-11
Jan-12
Jul-12
Jan-13
Jul-13
Jan-14
Jul-14
0
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Monthly Container Traffic at the Port of New York, 2005-2014
300,000
250,000
200,000
150,000
100,000
50,000
In loaded
In empty
Out loaded
Sep-14
May-14
Jan-14
Sep-13
May-13
Jan-13
Sep-12
May-12
Jan-12
Sep-11
May-11
Jan-11
Sep-10
May-10
Jan-10
Sep-09
May-09
Jan-09
Sep-08
May-08
Jan-08
Sep-07
May-07
Jan-07
Sep-06
May-06
Jan-06
Sep-05
May-05
Jan-05
0
Out empty
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Monthly Traffic Share, Selected Ports, 2005-2010
9.5
9.0
8.5
8.0
7.5
Algeciras
Antwerp
Busan
7.0
Hong Kong
6.5
New York
Los Angeles
Singapore
6.0
Valencia
5.5
5.0
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Berth Productivity, Selected Ports, 2013
Vancouver
Barcelona
Charleston
Savannah
Prince Rupert
Baltimore
Algeciras
New York
Hamburg
Southampton
Lazaro Cardenas
Rotterdam
Abu Dhabi
Bremerhaven
Los Angeles
Long Beach
Salalah
Balboa
Dalian
Shanghai
Nansha
Busan
Xiamen
Yantian
Yokohama
Khor al Fakkan
Jebel Ali
Ningbo
Qingdao
Tianjin
0
20
40
60
80
100
120
140
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Hours of Operation of Major Container Terminal Facilities, United States
30
25
20
15
10
5
0
12:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00
AM AM AM AM AM AM AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Ports of Los Angeles / Long Beach, Inland Flows
Intra-terminal
3.8 M TEU
Marine Terminals
(15.8 M TEU)
5.6 M TEU
7,500 trucks/day equivalent
On-dock rail
yards
Alameda Corridor
Near-dock rail
yards
1.3 M TEU 2,600 trucks/day
Off-dock rail
yards
1.5 M TEU 3,000 trucks/day
Off-dock rail
yards
Distribution
Center
3.6 M TEU
Rail
7,100 trucks/day
Non-local
destination
24%
Non-local
destination
8%
Non-local
destination
9%
Non-local
destination
23%
Local destination
32%
Non-local
destination
4%
11,000 trucks/day
Distribution
Center
Truck
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Stages in Port Development
Stage 1
Stage 2
Stage 3
Stage 4
Period
Up to the mid 19th century
Mid 19th century to mid 20th
century
Late 20th century
Late 20th century, early 21st
century
Development rationale
Rise in trade
Industrialization
Globalization
Logistics
Main port function
Cargo handling
Storage
Trade
Cargo handling
Storage
Trade
Industrial manufacturing
Cargo handling
Storage
Trade
Industrial manufacturing
Container distribution
Cargo handling
Storage
Trade
Industrial manufacturing
Container distribution
Logistics control
Dominant cargo
General cargo
Bulk cargo
Containers
Containers and information
flows (supply chain)
Spatial scale
Port city
Port area
Port region
Port network
Role of port authority
Nautical services
Nautical services
Land and infrastructure
Nautical services
Land and infrastructure
Port marketing
Nautical services
Land and infrastructure
Port marketing
Network management
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Port Regionalization
Setting
Expansion
1
2
City
Port
General Cargo
Bulk Cargo
Containerized
Cargo
3
Specialization
Urban Area
Reconversion
4
Regionalization
Inland Terminal
Freight Corridor
Market Area
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
The Spatial Development of a Port System
Phase 2: Penetration and hinterland capture
Phase 1: Scattered ports
LAND
SEA
Phase 3: Interconnection & concentration
Phase 4: Centralization
Phase 5: Decentralization and insertion of transshipment hub
Phase 6: Regionalization
Load center
Interior centre
Freight corridor
Deepsea liner services
Shortsea/feeder services
Hinterland-based (Regional load centre
network)
Foreland-based
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Foreland and Hinterland-Based Regionalization: From Massification to Atomization
System
Atomization
Flows
1-2.65 TEU
Inland Terminal
Inland
Terminal
HINTERLAND
200-500 TEU
GATEWAY
FORELAND
INTERMEDIATE HUB
Double-Stack Rail
GATEWAY
1,0005,000 TEU
Feeder Ship
INTERMEDIATE
HUB
4,0008,000 TEU
Main Shipping Lane
Individual Delivery
5,00012,000 TEU
Liner
Massification
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The Disadvantages of Scale
Port of call limitations
• Less ports able to accommodate larger ships.
• Pressures for expensive port infrastructure improvements.
Higher volumes and lower frequency
• Equipment and yard management issues.
• Gate access and hinterland connections.
• Security and custom inspection issues.
Supply chain constraints
• Lead time issues.
• Cargo risks (insurance).
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Inside-Out and Outside-In Port / Hinterland Integration
Outside-In
Inside-Out
Inland
Sea
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A Spatial Model on Logistics Sites in the Port Hinterland
PHASE 2: Multiplication of logistics zones in hinterland and
growing maritime polarization
PHASE 1: Spatial dispersion of logistics sites and only
concentration in transshipment centers
Multimodal transshipment center
Logistics site
Secondary
logistics zone
Primary
logistics zone
LAND
Logistics Pole
LAND
SEA
SEA
LAND
LAND
SEA
SEA
PHASE 4: Dezoning in primary logistics zones and the
PHASE 3: Strong zoning and polarization of logistics
functional bundling of logistics zones to form large logistics
sites, also in the hinterland
poles
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal
or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Port Centric Logistics: From Dissociation to Reinsertion
Prior to Containerization
Mature Containerization
Containerization
Container
Terminal
Port
Port-Centric
Logistics Zone
Port District
Strong associations (port
district).
Low mechanization.
Break bulk (on dock).
Dissociation
New terminal facilities. Drop in
transport costs, Low levels of
congestion, Low level of container
asset management. Outsourcing
and offshoring.
First Tier Logistics
Second Tier Logistics
Reinsertion
Trade imbalances. Global supply
chains. Increasing levels of
congestion. Large containerized
volumes at gateways.
Bulk
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Shifts in Containerized Maritime Transshipments
Scope
Maritime Logistics
Intermediate Hubs
Intermodal
Vessel Size
Containerization
1960s
1980s
1990s
2000s
2010s
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Forms of Port Terminal Privatization
Type
Nature
Sale
Terminal is transferred on a freehold basis but with the requirement that it will be used only to provide
terminal services.
Concession agreement
Long-term lease of terminal land and facilities and the requirement that the concessionaire undertakes
specified capital investments to build, expand, or maintain the cargo-handling facilities, equipment, and
infrastructure.
Capital lease
Similar to a concession except that the private sector is not explicitly required to invest in the facilities and
equipment other than for normal maintenance and replacement over the life of the agreement.
Management contract
Private sector assumes responsibility for the allocation of terminal labor and equipment and provides
services to the terminal users in the name of the public owner. The public sector retains control over all the
assets.
Service contract
The private sector performs specific terminal activities. The arrangement differs from a management
contract in that the private sector provides the management, labor, and equipment required to accomplish
these activities.
Equipment lease
Can be in various forms involving leaseback arrangements or supplier credits. These agreements are used to
amortize the costs to the terminal for new equipment and to ensure a reliable supply of spare parts and,
often, a guaranteed level of service/reliability from this equipment.
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Port TEU Movements, 1980-2012 (millions of TEU)
700
600
129.5
500
108.6
104.9
400
81.3
300
493.1
416.7
Port-to-port Empty
376.2
Port-to-port Full
Transshipment
319.0
50.4
200
185.0
26.8
118.7
100
0
30.3
1980
13.4
44.0
1985
17.8
70.3
1990
1995
2000
2005
2008
2009
2012
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Number of Transfers per Container between Ship and Shore
5
4.5
4
3.5
3
2.5
2
1.5
1
1960
1965
1970
1975
1980
1985
1990
1995
2000
2005
2010
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Transshipment Requirements for Liner Shipping Connections between Country Pairs, 2009
Two Transshipments
18.6%
Three Transshipments
2.2%
One Transshipment
62.0%
Direct
17.2%
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Millions
Rank / Size of the 25 Largest Container Ports, 1980-2010 (TEUs)
30
Absolute Traffic (TEU)
1.00
Port Traffic / Largest Port Traffic
0.90
25
2010
2005
2000
1990
1985
1980
1995
0.80
0.70
20
0.60
15
0.50
0.40
10
0.30
0.20
5
0.10
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
0.00
0
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Container Traffic of the 20 Most Important Ports, 1980-2010
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
1980
1985
1990
North America
Europe
1995
Pacifc Asia
Other
2000
2005
2010
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Modal Split at Selected European Container Ports, 2007
Constanza
48%
47%
Marseille
5%
82%
Zeebrugge
12%
55%
Bremerhaven
45%
37%
1%
59%
Le Havre
4%
84%
7%
Antwerp
60%
8%
32%
Rotterdam
60%
9%
31%
Hamburg
66%
0%
10%
20%
6%
30%
32%
40%
50%
60%
70%
80%
9%
Road
Rail
Inland navigation
2%
90%
100%
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Modal Split at Selected North American Container Ports, 2007
Lazaro Cardenas
44%
56%
Savannah
86%
Houston
31%
80%
Hampton Roads
20%
64%
Montreal
31%
48%
52%
New York
85%
Seattle
14%
30%
Vancouver
70%
40%
San Pedro Bay
60%
58%
0%
Road
Rail (on/near dock)
20%
42%
40%
60%
80%
100%
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Container Ports and Main Maritime Ranges of the Americas, 2011
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Net Container Volume Changes in the Americas, 2006 / 2011
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Millions
Cargo Handled by the Top 5 North American Container Ports, 1985-2014 (in TEUs)
60
Long Beach
Savannah
Total North American Traffic
60%
50%
40
40%
30
30%
20
20%
10
10%
0
0%
1985
1986
1987
1988
1989
1990
1991
1992
1993
1993
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
TEU
50
Los Angeles
New York/New Jersey
Vancouver
Share of Top 5 Ports
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Millions
Container Traffic at North American Ports, 1980-2014 (TEUs)
50
Canada
United States
Mexico
40
30
20
10
0
1980
1982
1984
1986
1988
1990
1992
1994
1996
1998 2000 2002 2004 2006 2008 2010
2012
2014
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Millions
Traffic at the Main Container Ports of Mexico, 1997-2013 (TEUs)
2.5
Manzanillo (WC)
Lazaro Cárdenas (WC)
Veracruz (EC)
Altamira (EC)
Ensenada (WC)
Progreso (EC)
2.0
1.5
1.0
0.5
0.0
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
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Factors behind Transshipment
Factor
Substitution
Small ships instead of large ships (better asset utilization).
Water instead of land (modal shift).
Network expansion
More links and wider coverage (more traffic and throughput).
Intersection and relay (transit between long distance services).
Imposed
Lack of port infrastructure (capacity unavailable for large ships).
Lack of traffic (not enough traffic to justify a large ship call).
Congestion (potential delays for large ships).
High port costs (port call charges versus volume).
Cost trade off
Savings in ship cost vs. additional port handling (advantages of ‘offshore’ locations).
Level of service
Transit Time (varied; depend on the port pairs).
Frequency (higher; more port calls).
Reliability (less; more potential for delays).
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Levels of Transshipment Incidence
Transshipment Incidence
75%
Very High
50%
High
Average
Low
25%
0%
Pure transshipment port
Hub port
Regional gateway port
Gateway / Feeder port
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Transshipment Patterns
Direct Service
By-Passing
Hub
A
B
C
A Feeder B
C
Mainline (mother)
Tail Cutting
Hubbing
Hub
A
C
B
A
B
D
PTP
Relay
Intersection
C
A
C
B
D
PTP
Hub
E
B
Hub
D
A
C
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The Advantages of Intermediate Hub Terminals
Location
• Proximity to major shipping routes
(low deviation)
• Intermediary locations
Depth
• Greater depth (>13.5 meters)
• Accommodate post-panamax ships
Land
• Large yard area
• Available land for expansion
Costs
• Lower costs and less regulations
• Fast throughput
Hinterland
• Limited investment required
Ownership
• Commonly managed by a (single)
global private operator
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Selection Factors for a Transshipment Hub
Location
• Proximity to major shipping routes (low deviation)
• Intermediary location connecting feeder and deepsea services
• Hinterland access (local cargo capture)
Infrastructure
• Greater depth (>13.5 meters) to accommodate post-panamax ships
• Large yard area for the temporary storage of containers
• High capacity equipment
Operations
• Lower costs
• High berth productivity
• Reliability (service level)
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Locational Structures for Transshipment Hubs
Funnel
Corridor
Cluster
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The Insertion of Transshipment Hubs
Hub-and-Spoke
Intersection (Continuation)
Relay (Distribution)
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The Insertion of Transshipment Hubs
Hub-and-Spoke
Intersection (Continuation)
Relay (Distribution)
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Transshipment Volume and Incidence by Major Ports, 2007-12
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Container Port Traffic and Transshipment Traffic around the Caribbean Basin, 2010
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Main Port Gateways and Intermediate Hubs
Port
Main Function
Transshipment incidence
Volume (TEU 2007)
Singapore
Hub (Southeast Asia, Pacific /
Indian)
92%
27.9
Hong Kong
Gateway (Southern China)
25%
23.8
Algeciras
Hub (West Mediterranean)
85%
3.2
Dubai
Hub (Middle East / South Asia)
50%
10.6
Freeport
Hub (Caribbean / Gulf of Mexico)
98%
1.5
Antwerp
Gateway (Western Europe)
23%
8.2
Los Angeles / Long
Beach
Gateway (American West Coast)
NA (low)
15.6
New York
Gateway (American North East)
2%
5.3
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Ports with the Highest Transshipment Incidence, 2008
0
10
20
30
40
50
60
70
80
90
100
Constanza
Colombo
Damietta
Manzanillo (PN)
Singapore
Taranto
Kingston
Aden
Khor Fakkan
Colon
Gioia Tauro
Balboa
Algeciras
Marsaxlokk
Tanjung Pelepas
Port Said
Malaga
Salalah
Freeport
Tangers Med
0
2,000,000
4,000,000
Transshipment Volume (TEU)
6,000,000
Transshipment Incidence (%)
8,000,000
10,000,000
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Ports with the Highest Transshipment Volume, 2008
Gioia Tauro
Yokohama
Valencia
Colombo
Tokyo
Tanjung Pelepas
Bremerhaven
Port Kelang
Antwerp
Kaohsiung
Hamburg
Qingdao
Rotterdam
Ningbo
Dubai
Busan
Shenzhen
Hong Kong
Shanghai
Singapore
0
5,000,000
10,000,000
15,000,000
20,000,000
25,000,000
30,000,000
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Transshipment Incidence in Port Regions around the World, 2008
0
5
10
15
20
25
30
35
40
Millions
45
South Europe
Southeast Asia
South Asia
S.America
Oceania
North Europe
North America
Mid East
Far East
Eastern Europe
Carib/C.America
Africa adjusted
Africa
0%
10%
20%
Transshipment incidence (% )
30%
40%
50%
60%
Transshipment volume
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
THE GEOGRAPHY OF
TRANSPORT
SYSTEMS
Rail Terminals
THIRD EDITION
Concept 4
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Types of Rail Terminals
Urban
Suburban
Airport
Passengers
Freight
HSR
Bulk
Intercity
RO/RO
Commuter
Break-bulk
Urban Transit
Intermodal
Port
Fluvial
Inland
Shunting
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Structuring Effects of Rail Terminals
Passengers
Network
Accessibility
Adjacency
Cluster
Freight
Hotels, retail and
restoration.
Office parks.
Specialized storage (grain,
minerals, chemicals).
Heavy industries.
Logistics zones.
User base.
Distance decay.
Road and transit systems.
Customer base.
Drayage distance.
Highway system.
Urban system.
Commercial and social
interactions.
Economic specialization and
interdependency.
Hinterland access.
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Types and Functions of Rail Freight Corridors
Type
Function
Examples
Short distance (within a
gateway / hub)
Modal shift, improved
capacity and throughput.
Switch carrying;
Alameda Corridor;
Panama Railway
Hinterland access (between a
gateway and its vicinity)
Expand market area,
reduce distribution costs &
congestion
Rail shuttles; Satellite
terminals; Inland ports
Landbridge (between
gateways)
Long distance container
flows, continuity of global
commodity chains
North American
landbridge
Circum-hemispheric (between
gateways with a maritime
segment)
Integrated global transport
chains
Northern East-West
Corridor
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Road / Rail Transloading
A
Customer
Producer
B
Short Distance
Trucking
Transloading
Long Distance Rail
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Rail Bundling Strategies and Operational Time
Time to cover 700 km
12 hours
10 hours
8 hours
Hub-and-spoke trains
Group trains
Direct train
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Configuration of an Intermodal Rail Terminal
Gate / Administration
Repair / maintenance
Chassis storage
1 km
Rail System
Rail Track Operations
Storage Yard Operations
Gate Operations
Road System
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Main Infrastructure Components of an Intermodal Rail Terminal Facility
Component
Infrastructures
Land
Loading/unloading area.
Stacking area (storage).
Gate access.
Potential for expansion.
Rail access
Spur (small terminal) or a through rail line (larger terminal).
Utilities
Lighting, drainage, sewage.
Operating facilities
Buildings (administration, maintenance, warehousing), scale.
Security
Gate, fence, surveillance.
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Three Generations of Intermodal Rail Terminals
Intermodal Equipment
Storage
1st Generation
Side loaders
Chassis or grounded
2nd Generation
RTGs
Chassis with some grounded (empties) or grounded
3rd Generation
Wide span gantry cranes
Grounded
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Transmodal Rail Transportation and Ownership Fragmentation
Metropolitan Area
CBD
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Ownership of North American Intermodal Rail Terminals, 2010
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Lifts at Intermodal Rail Terminals, Chicago, 2005
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“Triple Crown” Intermodal Network
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
THE GEOGRAPHY OF
TRANSPORT
SYSTEMS
Airport Terminals
THIRD EDITION
Concept 5
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Geographical Scales of Airport Location
International/Global Network
National/Regional Network
Local (Airport City)
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Distribution of Airports by Altitude
96.0%
100%
90%
99.7%
100.0%
85.7%
2500
80%
74.0%
70%
2000
60.6%
60%
50%
40%
1500
36.3%
Number of Airports
Cumulative Frequency
3000
1000
30%
20%
500
10%
0%
0
100
500
1000
2000
Altitude (in feet)
5000
10000
More
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World’s 20 Largest Airports (Millions of Passengers)
Houston (IAH)
Guangzhou (CAN)
Singapore (SIN)
Bangkok (BKK)
Jakarta (CGK)
Amsterdam (AMS)
New York (JFK)
Dubai (DXB)
Madrid (MAD)
Hong Kong (HKG)
Denver (DEN)
Frankfurt (FRA)
Dallas (DFW)
Paris (CDG)
Los Angeles (LAX)
Tokyo (HND)
London (LHR)
Chicago (ORD)
Beijing (PEK)
Atlanta (ATL)
2000
2005
2010
0
10
20
30
40
50
60
70
80
90
100
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World’s 20 Largest Freight Airports (in Millions of Metric Tons)
Bangkok (BKK)
New York (JFK)
Chicago (ORD)
Amsterdam (AMS)
London (LHR)
Beijing (PEK)
Los Angeles (LAX)
Taipei (TPE)
Miami (MIA)
Singapore (SIN)
Louisville (SDF)
Tokyo (NRT)
Dubai (DXB)
Frankfurt (FRA)
Paris (CDG)
Anchorage (ANC)
Incheon (ICN)
Shanghai (PVG)
Memphis (MEM)
Hong Kong (HKG)
2000
2005
2010
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
4.5
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Passenger Traffic at the World’s Largest Airports, 2010
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Freight Traffic at the World’s Largest Airports, 2010
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World’s Largest Air Passenger and Freight Airports, 2010
Passengers (in Millions)
Houston (IAH)
Guangzhou (CAN)
Singapore (SIN)
Bangkok (BKK)
Jakarta (CGK)
Amsterdam (AMS)
New York (JFK)
Dubai (DXB)
Madrid (MAD)
Hong Kong (HKG)
Denver (DEN)
Frankfurt (FRA)
Dallas (DFW)
Paris (CDG)
Los Angeles (LAX)
Tokyo (HND)
London (LHR)
Chicago (ORD)
Beijing (PEK)
Atlanta (ATL)
Freight (in Millions of Metric Tons)
40.48
40.98
42.04
42.78
43.98
45.21
46.49
47.18
49.84
50.36
52.21
53.01
56.91
58.17
59.00
64.12
65.88
66.90
73.91
89.29
Bangkok (BKK)
New York (JFK)
Chicago (ORD)
Amsterdam (AMS)
London (LHR)
Beijing (PEK)
Los Angeles (LAX)
Taipei (TPE)
Miami (MIA)
Singapore (SIN)
Louisville (SDF)
Tokyo (NRT)
Dubai (DXB)
Frankfurt (FRA)
Paris (CDG)
Anchorage (ANC)
Incheon (ICN)
Shanghai (PVG)
Memphis (MEM)
Hong Kong (HKG)
1.31
1.34
1.38
1.54
1.55
1.55
1.75
1.77
1.84
1.84
2.17
2.17
2.27
2.28
2.40
2.65
2.68
3.23
3.92
4.17
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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World’s Largest Air Passenger and Freight Traffic by Metropolitan Area, 2010
Passengers (Millions)
Freight (Millions of Metric Tons)
HOUSTON
MADRID
HONG KONG
MOSCOW
SEOUL
DENVER
FRANKFURT
SAN FRANCISCO
MIAMI
WASHINGTON
DALLAS
SHANGHAI
BEIJING
LOS ANGELES
PARIS
CHICAGO
ATLANTA
TOKYO
NEW YORK
LONDON
BANGKOK
CHICAGO
AMSTERDAM
BEIJING
TAIPEI
SINGAPORE
LONDON
MIAMI
LOUISVILLE
LOS ANGELES
NEW YORK
DUBAI
FRANKFURT
PARIS
ANCHORAGE
SEOUL
TOKYO
SHANGHAI
MEMPHIS
HONG KONG
0
50
100
150
0
1
2
3
4
5
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Passenger and Freight Traffic at
North American Airports, 2010
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Passenger and Freight Traffic at
European Airports, 2010
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Passenger and Freight Traffic at East
and Southeast Asian Airports, 2010
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Headquarters of Fortune 1,000 Companies and Population of Major Metropolitan Areas in
the United States
120
R² = 0.9107
Number of headquarters
100
City
80
City and Airline Hub
Linear trend
60
40
20
0
0
2
4
6
8
10
12
14
16
18
20
Population (in millions)
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Airport Components
Airfield
Runway
09
27
Taxiway
Shuttles
1
2
3
Terminal
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Basic Airport Location Factors
Benefits
High
Low
City Center
Commuting radius
Costs
Suitability
Low
High
High
Low
Location Ring
CDB
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O’Hare Airport Modernization Program
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Distance from CBD and Age of the World’s Largest Airports
70
Seoul (ICN)
Distance from CBD (km)
60
Tokyo (NRT)
50
R² = 0.3438
40
Denver
London (LGW)
Hong Kong
Frankfurt
Houston
Munich
Detroit
Chicago
Toronto
30
Dallas/Fort Worth
Bangkok
20
New York (JFK)
Amsterdam
Singapore
10
Minneapolis-St. Paul
Los Angeles
Beijing
Paris
Newark
Dubai
Tokyo (HND)
London (LHR)
Atlanta
San Francisco
Madrid
Las Vegas
Miami
Phoenix
Philadelphia
Orlando
0
0
10
20
30
40
50
60
70
80
90
100
Age in 2013
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Recently Completed Airports by Cost
Country
Airport
Year Opened
Cost (USD Billions)
China
Hong Kong (Chek Lap Kok)
1998
20.1
Japan
Osaka (Kansai International)
1994
14.4
Japan
Nagoya (Centrair)
2005
7.3
South Korea
Seoul (Incheon International)
2001
5.8
Germany
Munich (Franz Strauss)
1992
5.3
USA
Denver International
1995
4.2
Malaysia
Kuala Lumpur International
1998
3.2
Thailand
Bangkok (Suvarnabhumi)
2006
3.3
China
Guangzhou (Baiyun)
2004
2.5
China
Shanghai (Pudong)
1999
1.4
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Airport Hubbing Level
Share of Passengers Connecting
High
Hub Network
50%
25%
None
0%
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Airports in Need of Significant Additional Capacity by 2025
Seattle-Tacoma International
Minneapolis-St. Paul International
O'Hare International Midway Airport
San Francisco International
Metropolitan Oakland International
Boston Logan International
T.F. Green
Newark Liberty InternationalLaGuardia
Philadelphia International
Washington-Dulles International
McCarran International
Charlotte Douglas International
John Wayne Orange County
San Diego International
Phoenix Sky Harbor International
Hartsfield-Jackson Atlanta Internati
Tucson International
San Antonio InternationalWilliam P. Hobby
Fort Lauderdale-Hollywood Internatio
Palm Beach International
Additional capacity provided by new infrastructure already planned
Additional capacity needed beyond what is already planned
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On-Time Arrivals in the United States, 1995-2011 (in %)
85
80
75
70
65
60
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
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Customs Pre-Clearance Airports for the United States
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Aerotropolis Developments
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Alternative Airports
Regional
Alternative Airport
Metropolitan Area
CBD
Cross-Border
Alternative Airport
Main Airport
Border
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THE GEOGRAPHY OF
TRANSPORT
SYSTEMS
Transport Terminal Governance
THIRD EDITION
Concept 6
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Transport, Trade and Governance
Trade
E-commerce
Trade facilitation
Trade agreements
Transport
Logistics
Transport agreements
ICT
E-governance
Governance
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Shifts in the Intermodal Transport Industry
Growth
Geographical and functional diffusion of
containerization.
Massive investments.
Maturity
Rationalisation (corridors and sites).
Revolution
New standards, practices and
technologies.
Increasing returns.
Deregulation
Consolidation (maritime, rail and trucking).
Emergence of large operators.
Evolution
Incremental changes.
Decreasing returns.
Governance
PPP. Supply chain control. Added-valuecapture.
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Governance and Transport Terminals
Criteria
Economic Sector
Terminal Sector
Participation
Involvement of private capital
Access to terminal assets by the private sector
(national and foreign)
Fairness
Consistent regulations
Modal and intermodal policies
Decency
Secure property rights
Secure ownership and operational contracts
Accountability
Measures for litigation
Terminal operators complying to policies
Terms for renegotiation
Transparency
Clear regulatory process
Available information about terms and
renegotiation
Efficiency
Limited compliance costs
Compliance costs below operating revenues
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Transport Terminal Governance
PPP
Ownership (Mostly public)
• Focused on compliance and
revenue generation.
• Challenge of rent seeking
behavior.
Operations (Increasingly
private)
• Usage of concessions.
• High productivity levels.
• Generation of externalities.
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Conditions for Port Privatization
Bidding process
Open and transparent bidding process.
Infrastructures
Capacity and quality of port infrastructure as well as for hinterland access.
Regulations
Safety and labor conditions.
Retrenchment and retraining of labor.
Port authority
Landlord model with clear role.
Customs
Efficient and transparent procedures.
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Forms of Port Privatization
Form
Public sector role
Private sector role
Pure public
Owns and operate port
None (some services)
Landlord / Regulator
Owns port and regulate private sector Operations
Greenfield concession (Build-operatetransfer)
Negotiation with private companies,
regulation
Operations
Brownfield concession (Long-term
lease of existing facilities)
Negotiation with private companies,
regulation
Operations
Pure private
None (regulation)
Operations
Publicization
Owns and operates port
Operation and maintenance
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Forms of Port Terminal Privatization
Type
Nature
Sale
Terminal is transferred on a freehold basis but with the requirement that it will be used only to provide
terminal services.
Concession Agreement
Long-term lease of terminal land and facilities and the requirement that the concessionaire undertakes
specified capital investments to build, expand, or maintain the cargo-handling facilities, equipment, and
infrastructure.
Capital lease
Similar to a concession except that the private sector is not explicitly required to invest in the facilities and
equipment other than for normal maintenance and replacement over the life of the agreement.
Management contract
Private sector assumes responsibility for the allocation of terminal labor and equipment and provides
services to the terminal users in the name of the public owner. The public sector retains control over all the
assets.
Service contract
The private sector performs specific terminal activities. The arrangement differs from a management
contract in that the public sector provides the management, labor, and equipment required to accomplish
these activities.
Equipment lease
Can be in various forms involving leaseback arrangements or supplier credits. These agreements are used to
amortize the costs to the terminal for new equipment and to ensure a reliable supply of spare parts and,
often, a guaranteed level of service/reliability from this equipment.
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Public and Private Roles in Port Management
Ownership
Port admin.
Nautical
management
Port
infrastructure
Superstructure
Cargo handling
Pilotage
Towage
Mooring
services
Dredging
Public service
port
Tool port
Landlord port
Corporatized
port
Public
Responsibility
Private service
port
Private
Responsibility
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Ownership of European Port Authorities
16.4
3.1
39.6
State
Region
Province
Municipality
Private
Other
34.8
2.5
3.5
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Some Port Cargo Information Exchange Systems
Port
System Name
System Description
TradeXchange
Single electronic window for workflow entries, submissions and
enquiries relating to all sea ports, airports, maritime authorities,
customs and controlling agencies.
Rotterdam
Port Infolink
Online platform and communication service that links freight
forwarders, agents and terminals to Customs and the Port of
Rotterdam Authority.
Antwerp
SEAGHA
Enables companies to exchange messages via e-mail, internet or fax
and is linked to the Customs system.
Hamburg
DAKOSY
Web-based freight tracking and order entry system for shippers and
freight forwarders.
New York/New Jersey
FIRST (Freight Information Real-time
System for Transport)
Internet-based, real-time network that integrates sources of freight
location and status into a single web portal to allow port users to
access cargo and port information.
valenciaportpcs.net
Online platform labeled as a port community system linking freight
forwarders, Customs, terminal information systems and gate
management systems.
Singapore
Valencia
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Port Community System
Exporter
Foreland
Importer
Hinterland
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Factors behind the Interest of Equity Firms in Transport Terminals
Asset (Intrinsic value)
Globalization made terminal assets more valuable.
Terminals occupy premium locations (waterfront) that cannot be substituted.
Traffic growth linked with valuation; same amount of land generates a higher income.
Terminals as fairly liquid assets (perception).
Source of income (Operational value)
Income (rent) linked with traffic volume.
Constant revenue stream with limited, or predictable, seasonality.
Traffic growth expectations result in income growth expectations.
Diversification (Risk mitigation value)
Sectorial and geographical asset diversification.
Terminals at different locations help mitigate risks linked with a specific regional or national
market.
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Vertical and Horizontal Integration in Port Development
Port Holding
Port
Port Regionalization
FORELAND
(Horizontal Integration)
HINTERLAND
(Vertical Integration)
Inland
Port
Terminal
Port
Rail / Barge
Distribution
Center
Maritime Shipping
Intermediate hub
Port Terminal
Operations
Inland Modes and
Terminals
Distribution
Centers
Transport Chain
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Container Terminal Surface of the World's Major Port Holdings, 2010
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Typology of Global Port Operators
Process
Main Points
Ownership
Examples
Horizontal Integration
(Stevedores companies)
Port operations is the core
business; Investment in
container terminals for
expansion and diversification.
Public (Government,
Port authorities)
DPW, HHLA, PSA
Private
Eurogate, HPH, ICTSI, SSA
Vertical Integration
(Container shipping
companies)
Main business is maritime
Public
shipping; Investment in container Private
terminals as a support function.
None
Creation of a parent company
specializing in container
terminals.
Public
COSCO
Private
APM
APL, Evergreen, Hanjin
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Typology of Global Port Operators
Stevedores
Maritime Shipping Companies
Financial Holdings
Horizontal integration
Vertical integration
Portfolio diversification
Port operations is the core business;
Investment in container terminals for
expansion and diversification.
Maritime shipping is the main
business; Investment in container
terminals as a support function.
Financial assets management is the
main business; Investment in
container terminals for valuation and
revenue generation.
Expansion through direct investment.
Expansion through direct investment
or through parent companies.
Expansion through acquisitions,
mergers and reorganization of assets.
PSA (Public), HHLA (Public), Eurogate
(Private), HPH (Private), ICTSI
(Private), SSA (Private).
APM (Private), COSCO (Public), MSC
(Private), APL (Private), Hanjin
(Private), Evergreen (Private).
DPW (Sovereign Wealth Fund), Ports
America (AIG; Fund), RREEF (Deutsche
Bank; Fund), Macquarie Infrastructure
(Fund), Morgan Stanley Infrastructure
(Fund).
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Typology of Global Port Operators
Stevedores
Horizontal integration (Port operations is the core business; Investment in container
terminals for expansion and diversification).
Expansion through direct investment.
PSA (Public), HPH (Private), HHLA (Public), Eurogate (Private), ICTSI (Private), SSA (Private).
Maritime Shipping Companies
Vertical integration (Maritime shipping is the main business; Investment in container terminals
as a support function).
Expansion through direct investment or through parent companies.
APM (Private), COSCO (Public), MSC (Private), APL (Private), Hanjin (Private), Evergreen
(Private).
Financial Holdings
Portfolio diversification (Financial assets management is the main business; Investment in
container terminals for valuation and revenue generation).
Expansion through acquisitions, mergers and reorganization of assets.
DPW (Sovereign Wealth Fund), Ports America (AIG; Fund), RREEF (Deutsche Bank; Fund),
Macquarie Infrastructure (Fund), Morgan Stanley Infrastructure (Fund).
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Control of Global Container Terminals
1000
900
800
700
Million TEU
600
Public Sector
500
Private Sector
Global Operators
400
300
200
100
0
1996
2003
2010
2013
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Largest Global Container Terminal Operators by Equity-Based Throughput, 2013
Nippon Yusen Kaisha
CMA-CGM
ICTSI
SSA Marine
HHLA
Eurogate
Evergreen
Hanjin
Modern Terminals
China Shipping Terminal Development
Terminal Investment Limited (MSC)
COSCO
China Merchants Holdings International
Shanghai International Port Group
Dubai Ports World
A.P. Moller Group
Hutchison Port Holdings
Port of Singapore Authority
0
10
20
30
Million TEUs (2013)
40
50
60
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Number of Terminals and Total Hectares Controlled by the Twelve Largest Port Holdings
CMA-CGM
Terminals
412
ICTSI
14
466
Hanjin
16
559
13
Cosco Pacific
686
14
Shanghai International Port Group
734
10
SSA Marine
939
Ports America
20
1,270
Eurogate
11
1,646
APM Terminals
9
2,038
Dubai Ports World
42
2,347
Port of Singapore Authority
50
2,604
Hutchison Port Holdings
38
3,248
0
500
1,000
1,500
47
2,000
2,500
3,000
3,500
4,000
Hectares (2010)
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Container Terminals of the Four Major Port Holdings, 2010
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Regional Share in the Terminal Portfolio of the Twelve Largest Global Terminal Operators
(Hectares, 2010)
CMA-CGM
ICTSI
Hanjin
Cosco Pacific
Shanghai International Port Group
SSA Marine
Ports America
Eurogate
APM Terminals
Dubai Ports World
Port of Singapore Authority
Hutchison Port Holdings
0%
20%
40%
60%
80%
Africa
Australia
North America
South America / Caribbean
Pacific Asia
South Asia / Middle East
Mediterranean
Europe Atlantic
100%
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published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Container Terminals of Some Minor Port Holdings, 2010
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Inter-firm Relationships in the Three Main Container Ports of the Rhine-Scheldt Delta, 2010
HUTCHISON PORT
HOLDINGS
PSA
20%
Majority
shareholding
100%
Minority
Shareholding (4)
ECT
MSC
ANTWERP
50%
NYK
100%
100%
50%
Delta Terminal
Waal- and
Eemhaven
Euromax
phase 1
Rotterdam World Gateway
(Maasvlakte 2)
Operational by 2013
CYKH
Alliance
50%
50%
60%
30%
10%
APM Terminal Maasvlakte
Terminal 1
(Maasvlakte 2)
Operational by 2014
ROTTERDAM
PSA HNN
100%
100%
New World
Alliance
100%
DP World
ZIM Line (1)
42.5%
10%
MSC Home terminal
50%
North Sea Terminal
100%
Europe Terminal
50%
Deurganck Terminal
Antwerp International
Terminal (AIT)
DP World Delwaidedock
Shipping Line
(Global) Terminal
Operator
Antwerp Gateway (3)
Terminal
Cosco Pacific
20%
CMA-CGM (2)
10%
35%
65%
CHZ
APM Terminals
(AP Moller Group)
100%
Albert II-dock north (under
construction)
Shanghai
International Port
Group (SIPG)
25%
PORT
Financial Holding
75%
APM Terminal
ZEEBRUGGE
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Inter-firm Relationships in the Three Main Container Ports of North America, 2010
APL
100%
Global Gateway South
Ontario Teachers'
Pension Plan
NYK
100%
Yusen Terminals
100%
100%
TraPac Los Angeles Berth
136
Mitsui OSK
100%
APM Terminals Pier 400
Evergreen
50%
Evergreen Terminal
50%
Yangming
40%
West Basin Container
Terminal
60%
100%
100%
Deutsche Bank
RREEF
LONG BEACH
Global Terminal and
Container Services
APM Terminals Port
Elizabeth
Terminal C60
100%
Maher Terminals
100%
Maher Terminal
Ports America
100%
Port Newark Container
Terminal
MSC
50%
Terminal A
OOIL
100%
Long Beach Container
Terminal
K-Lines
100%
Pier G Berth
50%
100%
100%
California United Terminals
Cosco Pacific
51%
Pacific Container Terminal
49%
Hanjin
60%
Total Terminals International
40%
Shipping Line
APM Terminals
(AP Moller Group)
New York Container Terminal
LOS ANGELES
Hyundai
Global Container
Terminals
Terminal Operator
Stevedoring
Services of
America
NEW YORK
AIG Highstar
Capital
Macquarie
Infrastructure
Terminal
PORT
Financial Holding
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Inter-firm Relationships in the Main Container Ports of the Pearl River Delta, 2010
GUANGZHOU
APM Terminals
(AP Moller Group)
20%
China Shipping
Group
40%
50%
ZHUHAI
Zhuhai International
Container Terminals
Guangzhou South China
Oceangate Container
Terminal
Nansha Container Terminal
Guangzhou Huangpu Xinsha
Terminal
25%
HUTCHISON PORT
HOLDINGS
70%
Da Chan Bay Terminal One
35%
Shekou Container Terminals
80%
Chiwan Container Terminal
75%
49%
PSA
10%
Modern Terminals
COSCO-HIT Terminal
10%
Hong Kong International
Terminals
20%
100%
Shenzhen Municipal
Government
China Merchants
Holdings International
67%
Asia Port Services
DP World
66%
DP World Hong Kong
55%
Asia Container Terminals
33%
HONG KONG
SHENZHEN
Shipping Line
Guangzhou Port
Group
33%
Yantian International
Container Terminals
20%
49%
Dongguan Container
Terminal
30%
Modern
Terminals
60%
50%
Shenzhen Yantian
Port Group
65%
41%
Cosco Pacific
Nanhai International
Container Terminals
Guangzhou Huangpu
Xingang Terminal
50%
39%
Terminal Operator
Terminal
PORT
Financial Holding
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The Strategies of Port Operators
Financial Assets
Large financial assets and the capacity to tap global financial markets. Terminals as
equity generating returns.
Managerial Expertise
Experience in the management of containerized operations.
IT and compliance with a variety of procedures.
Gateway Access
Establishing hinterland access.
Creation of a “stronghold”.
Provides a stable flow of containerized shipments.
Development of related inland logistics activities.
Leverage
Negotiate with maritime shippers and inland freight transport companies favorable
conditions.
Some are subdiaries of maritime shipping companies.
Traffic Capture
Capture and maintain traffic for their terminals.
Global Perspective
Comprehensive view of the state of the industry.
Anticipate developments and opportunities.
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Major Mergers and Acquisitions in the Container Port Industry since 1997-2004
Acquirer /
Firm A
Neptune Orient Lines
Eurokai
Acquired /
Firm B
American President Lines
Bremen Lagerhaus
Gesellschaft (BLG)
Eurogate Holding
Contship Italia
Maersk Line
SeaLand
Type
Resulting firm
Date of merger /
acquisition
Sum involved ($US
million)
No. of terminal projects
involved
A
APL
1997
825
8
M
Eurogate
1999
undisclosed
10
Eurogate 34%
Eurokai 66%
Acquirer’s subsidiary
1999
undisclosed
6
A
Maersk SeaLand, CSX Lines, CSX
Intermodal and CSX World Terminals
1999
800
29 of which 13 under
CSXWT
A
acquirer’s subsidiary
1999
93
17
M
Hesse Noord Natie
2001
undisclosed
22
A
acquirer’s subsidiary
2001
undisclosed
4
A
absorbed into HPH’s portfolio
2001
undisclosed
8
A
A
acquirer’s subsidiary
acquirer’s subsidiary
May 2002
October 2002
717
undisclosed
22
9
PSA Corp.
Nippon Yusen Kaisha
International Terminal
Operating Co. (US)
Noord Natie
Europe Combined Terminals
B.V.
International business
division of ICTSI
Hesse Noord Natie
Ceres Terminals
CMA-CGM and P&O Ports
EGIS Ports S.A.
A
Portsynergy France S.A.
July 2003
undisclosed
3
P&O Ports
Dubai Ports World
Canadian Stevedoring
CSXWT
A
A
acquirer’s subsidiary
absorbed into DPW’s portfolio
January 2003
December 2004
80.5
1 150
17
12
P&O Ports
Hesse Natie
Hutchison Port Holdings
Hutchison Port Holdings
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Major Mergers and Acquisitions in the Container Port Industry since 2005-2007
Acquirer /
Firm A
Peel Holdings
Babcock & Brown
Infrastructure
CdM Belgium
Goldman Sachs (Admiral
Acquisitions UK Ltd.)
Acquired /
Firm B
Mersey Docks & Harbour
PD Ports
Date of merger /
acquisition
June 2005
Sum involved ($US
million)
771
No. of terminal projects
involved
2
January 2006
1.2 bn
2
acquirer’s subsidiary
June 2006
undisclosed
2
A
Company to retain name (ABPH)
August 2006
4,750
21
Halterm
A
Company to retain name
Nov 2006
CDN$172.75
1
AIG
Morgan Stanley
Ontario Teachers Pension
Fund
Macquarie Infrastructure
P&O Ports
Montreal Gateways
A
A
Ports America
Company to retain name
Feb 2007
Feb 2007
450
460
6
1
OOCL (NA portfolio)
A
Company to retain name (TSI)
Jan 2007
2 235
4
Fraser Surrey Docks
A
Jan 2007
Undisclosed
1
Deutsche Bank RREEF
Maher Terminals Inc
A
March 2007
Undisclosed
2
AIG
MTC
A
Company to retain name (FSD)
Company to retain name (Maher
Terminals)
Assets combined with Ports America
(2008)
July 2007
Undisclosed
9
SSA Marine (Carrix)
A
Company to retain name and mgt
July 2007
Undisclosed
60+
Rauma Stevedoring and
Botnia Shipping
A
acquirer’s subsidiary
October 2007
140
2
DP World Australia
EA
Company to retain name
December 2010
1,500
5
Type
Resulting firm
A
A
acquirer’s subsidiary
Acquirer’s subsidiary
Simon Group
A
Associated British Ports
Macquarie Infrastructure
Goldman Sachs
(Infrastructure Partners)
Babcock & Brown
Infrastructure
Citi Infrastructure
Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
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Freight Cluster Governance
Scale and scope
Recognition of the city as a hub / terminal. Multimodal and intermodal. Across jurisdictions.
Actors
Recognition of the stakes of various private and public actors. Different forms of ownership
and jurisdiction.
Decision taking
Consensus and ad hoc. Public-private partnerships. “Coopetition”.
Policy
Able to influence and articulate incentives (zoning, public investments, regulations).
Information technologies Freight community system; coordination and integration of information systems.
Labor
Foster training and research needs.
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