Using time-varying tolls to optimize truck arrivals at ports

An analytical point-wise stationary approximation model is proposed to analyze time-dependent truck queuing processes with stochastic service time distributions at gates and yards of a port terminal. A convex nonlinear programming model is developed which minimizes the total truck turn time and discomfort due to shifted arrival times. A two-phase optimization approach is used to first compute a system-optimal truck arrival pattern, and then find a desirable pattern of time-varying tolls that leads to the optimal arrival pattern. Numerical experiments are conducted to test the computational efficiency and accuracy of the proposed optimization models.     

A strategic network choice model for global container flows: specification, estimation and application

Container flows have been booming for decades. Expectations for the 21st century are less certain due to changes in climate and energy policy, increasing congestion and increased mobility of production factors. This paper presents a strategic model for the movement of containers on a global scale in order to analyse possible shifts in future container transport demand and the impacts of transport policies thereon. The model predicts yearly container flows over the world’s shipping routes and passing through 437 container ports around the world, based on trade information to and from all countries, taking into account more than 800 maritime container liner services. The model includes import, export and transhipment flows of containers at ports, as well as hinterland flows. The model was calibrated against observed data and is able to reproduce port throughput statistics rather accurately. The paper also introduces a scenario analysis to understand the impact of future, uncertain developments in container flows on port throughput. The scenarios include the effects of slow steaming, an increase in land based shipping costs and an increased use of large scale infrastructures such as the Trans-Siberian rail line and the opening of Arctic shipping routes. These scenarios provide an indication of the uncertainty on the expected port throughputs, with a particular focus on the port of Rotterdam in the Netherlands.     

Delimiting port hinterlands based on intermodal network flows: Model and algorithm

This study aims to propose a tangible approach to delimiting the probabilistic hinterland of a port of interest. We first build a geometric model for the probabilistic port hinterland based on intermodal network flows jointly using discrete choice analysis and geographical information of shippers. We further design an algorithm that can efficiently determine the hinterland boundaries using the sample approximation of shippers’ choice probabilities. We provide theoretical results that characterize the minimum computational effort required to achieve a certain degree of accuracy in the sample approximation. We also offer two numerical case studies to justify the proposed approach.     

Levels of internationalization in the container shipping industry: an assessment of the port networks of the large container shipping companies

This paper examines the internationalization level of the world’s largest container shipping companies by examining their port networks. The results of our analysis show that only three of the nineteen companies could be considered as being truly ‘International’ and service the ‘lion’s share’ of the major and minor ports distributed across the globe. The port networks of the other companies in our survey, whilst having individualized features, shared common characteristics. Guided by the ‘Uppsala Model of Incremental Internationalization’ (Johanson and Vahlne, 1977), we were able to identify four internationalization levels of a container shipping company that are indicated by their port network.We argue that the port network plays an additional role as it contributes to the internationalization level of the container shipping companies. This is important because the internationalization level affects the container shipping company’s ability to expand its customer base both at a local and international level. Local customers would have access to a larger international destination network and international customers would be able access a larger local distribution network without transhipping between different companies.Amongst other issues, we were able to determine that, for the analyzed container shipping companies, ‘Internationalization’ of a port network means including or excluding ports in specific regions or sub-regions in their own network, and that a company’s home base or history plays a significant role in this development.     

Supply chain network competition in price and quality with multiple manufacturers and freight service providers

In this paper, we develop both static and dynamic supply chain network models with multiple manufacturers and freight service providers competing on price and quality. The manufacturers compete with one another in terms of price and quality of the product manufactured, whereas the freight service providers compete on price and quality of the transportation service they provide for multiple modes. Both manufacturers and freight service providers maximize their utilities (profits) while considering the consequences of the competitors’ prices and quality levels. Bounds on prices and quality levels are included that have relevant policy-related implications. The governing equilibrium conditions of the static model are formulated as a variational inequality problem. The underlying dynamics are then described, with the stationary point corresponding to the variational inequality solution. An algorithm which provides a discrete-time adjustment process and tracks the evolution of the quality levels and prices over time is proposed, and convergence results given. Numerical examples illustrate how such a supply chain network framework, which is relevant to products ranging from high value to low value ones, can be applied in practice.     

Rail access charges and the competitiveness of high speed trains

This paper examines rail access charges for high speed trains on new high speed lines in Europe and the impact these have on the market position of high speed rail. It examines the latest evidence on the marginal infrastructure and external costs of high speed rail, finding that the best evidence is that these are both not more than 2 €/train-km. However, current legislation states that environmental costs should not be charged for unless they are charged for on competing modes. Mark ups based on Ramsey pricing principles might reasonably raise prices by 100–200%, given that infrastructure charges are only a part of the final price of rail. The paper then examines the actual prices charged in the main European countries operating high speed trains and the impact these are likely to have on traffic levels and mode split. It is found that mark ups often exceed even the optimal Ramsey levels, with a significant impact on rail volumes and market share. It is concluded that, whilst it is not surprising that governments wish to recover some of the construction costs of new high speed rail lines from users, they should consider carefully whether the level of charges is actually significantly reducing traffic on and benefits from these lines.     

白洋港铁水联运车船直取模式研究

白洋港作为长江三峡的核心内陆港,是工业输出港、翻坝转运港和西部出海港,主要服务于白洋工业园区,担当西北地区物流陆水联运的作用。为实现白洋港铁水联运的无缝衔接,在阐述白洋港铁水联运模式及作业流程的基础上,针对白洋港既有铁水联运模式存在的问题,提出白洋港铁水联运车船直取模式,从车船直取模式设施布局及作业流程进行分析,达到压缩无效作业时间、提高白洋港铁水联运效率、释放技术站作业能力等效果,实现白洋港铁水联运效率的提升。     

Port devolution revisited: the case of regional ports and the role of lower tier governments

Most models of port governance have been developed to fit the largest ports, and tend to simplify the devolution process as one involving the transfer of jurisdiction from the State to the private sector. The devolution of smaller ports has been largely ignored as have transfers involving transfers from upper levels of government to lower tiers of public administration. Yet in many countries this has been the experience of port governance, where complex structures have arisen, many of which involve public control, in contrast to the strongly privatised process covered in the literature. The objective of this paper is to examine the process and consequences of changing port governance involving small and medium size ports where lower tiers of government are involved. It examines the recent devolution process in Canada and the decentralization policy in France. It brings to light the diversity of actors, public and private, who have come into play. The paper goes on to examine the challenges that have come about as a result of devolution that face the new port administrations. The paper concludes that existing models of port governance are incomplete and that the role of public administration in port governance is greater, albeit in a different form, than claimed in the existing literature.     

Regional integration and maritime connectivity across the Maghreb seaport system

Models and empirical studies of port system evolution dominantly focus on land-based dynamics. Hence, it is traditionally recognized that such dynamics condition the evolution of ports and their relations as well as wider regional integration processes. The Maghreb region (Algeria, Morocco, and Tunisia), which is currently responsible for no less than one-third of all African port throughputs, offers a fertile ground to test the possibility for regional integration to occur through maritime linkages despite limited trade integration and land-based transport connectivity. Main results highlight the increase of trans-Maghreb maritime connectivity but this occurs mostly at the periphery of the system based on transit flows. Logistical integration versus trade integration is discussed in light of the recent evolution of Maghreb ports and of the region in general.     

我国铁路重点口岸货物进出口预测及SWOT分析

分析了铁路重点口岸货物进出口量现状,对2010年、2020年货物进出口总量进行预测,并就未来主要进出口货物品类进行分析.利用SWOT方法,提出铁路重点口岸发展战略.     

The development of the Yangtze River container port system

This paper sheds an empirical light on port development patterns by discussing the structure and the development of the Yangtze River ports system. We argue that the Yangtze River system is going through a regionalization phase, mainly in relation to the port of Shanghai. This process started on the lower Yangtze but is now also moving upstream. The transition towards the port regionalization phase is typically a gradual and market-driven process that mirrors the increased focus of market players on logistics integration. This paper builds on the existing literature on port systems and adapts port development models to river ports. Furthermore, we employ some statistical techniques that are common to the analysis of port systems, and introduce some techniques that have not been used much by transport geographers in ports. This paper will address the dynamics in the Yangtze River ports system by analyzing the level of cargo concentration and the degree of inequality in operations of the container ports. The paper also assesses observed differences in development of ports in different areas along the river (upstream/downstream) and reflects on the role of ownership structures in shaping regional load centre networks.     

曹妃甸港疏运体系优化对策探讨

曹妃甸港作为我国北方地区重要的能源型港口,优化曹妃甸港铁矿石疏港运输体系,提高港口大宗物资铁路运输比例,在更好地满足唐山地区钢铁企业对疏港矿石运输需求的同时,对服务国家运输结构调整和打赢蓝天保卫战具有重要意义。从市场需求情况、铁路疏港运输能力方面分析曹妃甸港疏港运输现状,针对存在的问题,结合曹妃甸港疏运体系面临的形势任务,提出提升综合运输能力、创新运营管理、提升铁路服务水平等曹妃甸港疏运体系优化对策,以打通制约环节,畅通运输堵点,提升路网资源效率。     

The evolution of a regional container port system: the Pearl River Delta

This study investigates the progress of container port system development in South China, focusing particularly on the interplay between Hong Kong and the other ports in the Pearl River Delta (PRD) region. After identifying the downgrading trend of Hong Kong from a transshipment hub port for Asia and for China as a whole to a regional load center and the emergence of other deep-sea direct-service ports, the paper looks into the causes of this structural change of the port system. Four major causes are identified: the cost-base competition, the impact of the unique “one-country two-systems” policy, the impact of globalization and container standardization, and the impact of multi-modal accessibility and connectivity. The paper reveals that the interplay between different governments and between the governments and port operators are the local mechanisms that together as a whole respond to the shippers’ needs and the shipping lines’ pressure. It confirms that the interdependencies and competitive relations between terminals are being played out at a regional level. While the particular situation of the PRD is unique in many regards, the features emerging there, with its dominant hub, its network of feeder ports and its emerging direct-service non-hub terminals, are being replicated elsewhere.     

Building a bridge between port and city: Improving the urban competitiveness of port cities

Historically, ports have been an important location factor for cities, enabling international trade and investment and facilitating urbanization processes. However, the traditionally strong relationship between ports and port cities has gradually weakened due to the emerging negative externalities of ports. Therefore, port-city municipalities need to better understand the relationship between port activities, urban competitiveness, and the attraction of investment. This paper uses the Quadratic Assignment Procedure (QAP) and related regression models to test this relationship as well as identify the determinants of urban competitiveness. The results show that despite the positive relationship between port and urban networks, port cities currently exhibit no significant advantages over non-port cities in attracting Foreign Direct Investment (FDI); in addition, port-city competitiveness depends more on urban characteristics than on port factors. Based on these results, we propose various strategies for port-city developments.     

The moderating effect of personal and situational characteristics in behavioural factors affecting ports of call

This research aims to study the moderating effects of cruise passengers’ gender, age, education, and prior experiences on a Mediterranean port of call destination image formation and the influence that image and passenger satisfaction has on future behavioural intentions. The partial least squares technique is applied to test the hypotheses developed with a sample of 492 cruise passengers. Our findings show that (1) gender, age, education, and experience have a moderating influence on the image of ports of call, on cruise passengers’ satisfaction, and on future behavioural intentions derived from cruise passengers’ satisfaction; (2) prior experience has a moderating influence on the image formation of ports of call.     

Hub competition and travel times in the world-wide airport network

The aim of this work is to measure the competition between airport hubs based on an analysis of travel times in the world-wide airport network. By considering the minimum travel time required to connect each pair of airports, it is possible to create new measures of hub competition, separating the effects of hub position and temporal coordination. This analysis was carried out at the global level, considering all 232 airports with more than 3 million seats yearly offered in departure flights in 2008, and also in relevant geographic markets. The results show a high level of competition among the most important world airports, but the major airports of Europe have a geographical advantage in relation to world markets over the major American and Asian airports. We also show that airports located in different continents often compete for the same origin–destination markets. Geographical position appears to be the most important variable explaining hub performance. Secondary hubs show a higher degree of specialization towards specific markets.     

Commuting patterns of employees in the Information Technology and traditional manufacturing sectors of Bangalore, India

Rapid growth of the Information Technology (IT) sector in Bangalore, India, has transformed the city’s urban-industrial landscape since the liberalization of India's economy in 1991. The city's IT sector is closely integrated with a global system of production and caters largely to a global clientele. Apart from the impact of these developments on urban form, there are indications that they are causing uneven growth patterns and socio-economic polarization, which has resulted in different travel patterns in the work force. This paper compares the commuting patterns of employees in two types of firms, an IT multinational corporation and a traditional public-sector-unit (PSU), using data from a survey. Regression models show that there is a significant increase in travel cost as income rises for a sample of employees of the IT sector, even though travel distance is not influenced by income. The reverse holds true for a sample of employees of the PSU—rising income significantly increases distance though income does not affect travel cost. Behavioral choice models also show that with increasing income IT employees are more likely to choose two-wheelers and cars for commuting while PSU employees are more likely to choose public buses or walk to work. The paper suggests that Bangalore's services-oriented IT economy is magnifying differences in work commuting patterns relative to those in the traditional manufacturing economy. The IT economy is also transforming travel behavior in terms of work travel mode choices among socio-economic groups.     

Price competition and inefficiency of free network formation in the airline market

The analyses presented herein use the undercut-proof equilibrium, a new equilibrium concept for price competition with product differentiation, to illustrate whether it is socially optimal for an airline to form a network freely. The results show that an excessive network is formed if the differences, in terms of distance, between two airlines are small. If the differences are moderate, an excessive network is formed depending on the set-up costs and the number of passengers. For large differences, an excessive network is formed based on the set-up costs.     

Entering the regime of automobility: car ownership and use by novice drivers in Iceland

This article investigates how young individuals access the regime of automobility. Instead of looking at the systemic nature of automobility, the article concentrates on its human component. Access to cars by young people in the greater Reykjavík area, and the shift in modal choice that occurs when they start driving, was investigated with a survey among high school students that yielded 553 answers. The results show that young residents in the capital area are fully aware of the costs of car-based automobility. Their near-universal move to cars when they enter driving age reflects the conditions of this regime. Yet they are also ambivalent about their position within the regime. While most previous studies of novice drivers have centred on road safety issues, this study shows the need to consider the cultural and social aspects of young people driving. This can lead to a deeper understanding of the modal shift that perpetuates car-based automobility, which is an important issue for transport planning.     

Determinants of transport mode choice: a comparison of Germany and the USA

Germany and the USA have among the highest motorization rates in the world. Yet Germans make a four times higher share of trips by foot, bike, and public transport and drive for a 25% lower share of trips as Americans. Using two comparable national travel surveys this paper empirically investigates determinants of transport mode choice in Germany and the USA.In both countries higher population density, a greater mix of land-uses, household proximity to public transport, and fewer cars per household are associated with a lower share of trips by automobile. However, considerable differences remain: all groups of society in America are more car-dependent than Germans. Even controlling for dissimilarities in socio-economic factors and land-use, Germans are more likely to walk, cycle, and use public transport. Moreover, Americans living in dense, mixed-use areas, and close to public transport are more likely to drive than Germans living in lower density areas, with more limited mix of land-uses, and farther from public transport. Differences in transport policy that make car travel slower, more expensive, less convenient, and alternatives to the automobile more attractive in Germany may help account for the remaining differences.