Eastern/Western European shipping companies and multimodal transport operations

The purpose of this article is to discuss the current developments in multimodal cargo flows in North European freight transports from Eastern and Western European shipping companies' point of view. Four types of options were identified for shipping companies in multimodal transport operations, namely: (i) the full service operator option, (ii) the feeder operator option in container trades, (iii) the ro-ro operator option, and (iv) the ferry operator option. Option (i) requires a global transport network together with efficient information handling capabilities. This option can be reached by a limited number of mega-carriers. The scope of investment and know-how in this option is such that Eastern European operators are unlikely to achieve this level. In (ii), fleets from (or registered in) the former socialist countries have an advantage as low cost operators, provided that the quality of the operation conforms to principals' requirements. However, the supply side in the intra-European container feeder trades seems to be quite saturated, and new market shares will be very difficult to acquire in the 1990s. In ro-ro shortsea trades the major freight transport operators are well integrated into either freight forwarder driven arrangements (Sweden, Germany), or into major shippers (Finland). As providers of port-to-port transports for road-based cargoes, ferry operators continue to play an important part in international transports. However, the major incentive (and revenue) for passenger/car ferry operations is usually derived from consumers' vacational or travelling needs. Along with the ongoing transition process and a higher level of economic stability that is hopefully achieved in these countries, mergers and acquisitions by Western partners are likely to follow.     

Cooperation among freight forwarders: Mode choice and intermodal freight transport

The objective of this paper is to compare vertical and horizontal cooperation among freight forwarders. The paper analyses three freight forwarders (‘players’) with two different means of transportation. The first two players are truck-operating freight forwarders. The third player is a freight forwarder with its own ship. For the purposes of analysis, the paper applied a two-stage game. The results revealed that the best form of cooperation is the one in which the large truck-operating company would establish a coalition with the ship-operating company; that is, vertical cooperation. This cooperation would generate better payoffs in the form of profit, not only to the members of this coalition, but also to the player that has not joined the coalition. However, user surplus is negative in all coalitions, which shows that the establishment of these kinds of cooperation is not beneficial (in terms of prices) for the users of these service providers.     

Mode selection of tractor-and-semitrailer swap transport for ro-ro shipping under land-sea combined transportation

ABSTRACT

Combining ro-ro shipping and tractor-and-semitrailer swap transport under land-sea combined transportation can reduce operating costs and improve the safety of maritime transport. In addition, selection of the tractor-and-semitrailer swap mode (i.e., the ship-swap mode and port-swap mode) is a critical factor that affects the efficiency and cost of ro-ro ship loading/unloading. Considering inland pickup/delivery and ship loading/unloading, this paper develops a model that determines the mode of tractor-and-semitrailer swap transport with the objective of minimizing the total cost. This study also considers constraints such as empty semitrailer exchange and multiple time windows associated with customer receiving/delivery locations and the ro-ro ship. A hybrid simulated annealing (SA) is applied to solve the problem. By analysing numerical examples, the results show that the port-swap mode is more suitable than the ship-swap mode when the number of tasks is large because the port-swap mode can perform more tasks with fewer tractors than the ship-swap mode and because the port-swap mode can service receiving/delivery locations and finish ship loading/unloading more punctually than the ship-swap mode. Thus, this research provides a useful reference for road transport carriers and port firms to select the mode of tractor-and-semitrailer swap transport for ro-ro shipping.     

Rail and multi-modal transport

This paper elaborates on the definitions of inter and multi-modal transport, as well as their differences in terms of performance. A survey of the barriers, both internal and external, to an efficient intermodal transport is included followed by an analysis of the advantages and disadvantages of combining rail transport with the other transport modes. Transhipment technologies for efficient freight service and some examples of freight rail corridors between sea and inland terminals are presented. The integration between air and rail transport is discussed and the potential synergies between air and high-speed rail services are emphasised. The paper concludes with a discussion on energy use for sustainable rail performance.     

Maritime transport and international seaborne trade

Drawing upon over four decades of the United Nations Conference on Trade and Development (UNCTAD) Review of Maritime Transport, this article considers selected key trends that have shaped the maritime transportation of today. Over the review period, a fundamental shift in the geography of trade has been observed, with developing countries increasingly driving growth in the world economy and seaborne trade, and becoming important players in global value chains. The specialization of countries, including in developing regions, in the provision of the maritime goods and services for which they have established a comparative advantage constitutes another major trend, a move away from previous patterns where developing countries were typically users of maritime transport services. The article also observes that bilateral freight sharing agreements between countries which were prominent in 1970s have largely lost their practical relevance, leading to a further liberalization of markets and resulting in overall relatively lower freight costs.     

Themes and tools of maritime transport research during 2000-2014

This study examines how maritime transport has been researched through a comprehensive review of papers published in 19 transportation journals over the period 2000–2014. Systematic investigation shows that Maritime Policy & Management plays a prominent role in publishing maritime transport research. At the same time, ‘shipping’ is a dominant research area, with ‘port management, service, performance, efficiency and competitiveness’; ‘shipping market, industry, freight rate and economic impact’; and ‘terminal studies’ as the most popular topics. Nevertheless, few efforts have investigated ‘shipping finance’; ‘shipping service’; or ‘port risk and security.’ Since 2000, the use of quantitative analysis techniques has steadily increased in maritime transport to help participants make decisions scientifically. We here present the major data analysis techniques and highlight some limitations regarding their application. Thus, we provide a better understanding of how maritime transport research has been undertaken in a quantitative manner.     

Freight forwarders speak: the preception of route comptetition via seaports in the European communities Research project —Part II

This paper, in two parts, reports on the perceptionof route competition via seaports in the European Communities Research Project wherein 72 interviews were held with freight forwarders throughout Europe (for the locations of the interviews see Part I, figure 1). This second part of the paper reports on the analysis of the openended tape-recorded responses of the interviewees to six separate sets of propositions they were shown; and there are extensive verbatim quotations. These quotations become longer as respondents warmed to the procedure. They tend to emphasize the increasing symbiosis of the land and sea operations within international transport. Among many vital topics of concern in a freight forwarder's life are costs and time. Not only does elapsed time equate with money expended, but also time limits equate with credit limits; any delay or unreliability results in sudden and enormous escalation of costs. Movement between countries in the mainland European Communities (EC) is more by truck than short-sea shipping. Customs are widely criticized as a cause of delays. The unfair (according to EC rules discrimination against UK forwarders by conferences tend to foster feeder services to mainland ports for British exports. But the opinion is that the power of conferences has declined markedly in recent years with the concomitant growth of independent lines. Freight forwarders may decline in numbers as their function changes. More capital is now required for computerizatio and credit bonds. There is a tendency to provide a more integrated service which would be symbolized by a growth of delivered price trading compared with free-on-board deliveries.     

Development of Motorways of the Sea in the Adriatic region

Freight volumes are increasing worldwide, following almost the same growth rate as the Gross Domestic Product (GDP). This has resulted in congested sections of the road system and increase of traffic accidents. Consequently, several governments in Europe are promoting alternative modes of transport. Besides the use of railways, the European Union is promoting the use of maritime transport for short distances. This initiative, ‘Motorways of the Sea (MoS)’, aims at the establishment of more efficient and competitive maritime services between different countries. The present paper analyzes the development of an MoS network in the East Adriatic area, linking the Greek Ports of Igoumenitsa and Patras in the Ionian Sea. This is done by identifying financially viable MoS corridors, servicing the freight and passenger demand of the area. Initially, the freight and passenger flows of MoS in the East Adriatic/Ionian Seas region, based on the application of the four-step methodology for transport planning, are estimated. Then, the financial viability of each MoS is elaborated, based on the estimated flows. Hence, the network of MoS services is determined for the area. Thus, the paper provides a useful tool to maritime operators, port authorities and policy makers to investigate the financial viability of an MoS network.     

Towards an ‘inland terminal centred’ value proposition

The two main value propositions in international container transport are ‘port-to-port’ services and ‘door-to-door’ services. In port-to-port services, buyers ‘just’ purchase maritime transport from a shipping line. Door-to-door services comprise the total transport chain and include land-based transport. Carriers as well as forwarders offer these door-to-door services. In this paper we provide a qualitative assessment of an emerging third value proposition that is centred around inland terminals (ILTs). Such a value proposition consists of transport up to the ILT, and may have advantages over port-to-port services, such as better leverage of scale economies, better repositioning of empty containers and better alignment with the business model of forwarders. This paper conceptually and empirically explores such a value proposition.     

The development of ro-ro services in Marseilles: Part 2

Part 2 of this paper deals with the variety of ro-ro cargo-handling methods employed in Marseilles, and considers the hinterlands and land transport links with the ro-ro services of the port     

Editorial: maritime issues in the Americas

Part 2 of this paper deals with the variety of ro-ro cargo-handling methods employed in Marseilles, and considers the hinterlands and land transport links with the ro-ro services of the port     

Some current aspects of marketing in the near-sea ferry and liner trades with particular reference to the lrish Sea

The marketing of ferry services has almost unique characteristics but little literature exists in this field. This paper is the result of a preliminary investigation, based on a series of interviews, into some current aspects of marketing on the Irish Sea. The study considers three services types: container; freight only; ro-ro and multi-purpose ro-ro.

The complementarity, or otherwise, of carrying passengers and freight together is debated, as is the organizational conflict or confusion that may arise from this type of operation. The need to adopt different marketing strategies in the freight and passenger markets is derived from consumers' different buying behaviours. The sometimes contentious relationship between product differentiation and market segmentation strategies is explored and definitions provided. Both market coverage and specialization strategies are found in the ro-ro industries and the more competitive segments are identified. Using 'purpose of travel' as the basis for segmentation, potential growth segments of the passenger market are identified. The marketing strategies employed by the freight industry are less apparent, although segmentation does seem to play a major role in the identification of target markets.

The study indicates the extent to which shipping companies on the Irish Sea have adopted the marketing concept and that scope still exists for them to make greater use of this fundamental business philosophy.     

长江上游集装箱运输方案优选

随着国际集装箱运输的发展,世界各国开始采用滚装运输方式组织集装箱运输,逐渐形成了一种新颖的集装箱滚装运输工艺。目前长江滚装运输以载重汽车滚装为主,尚未发展为标准化滚装集装箱运输。文中利用层次分析法,对长江上游的万州到宜昌段滚装集装箱运输方式与传统的公路集装箱运输之间进行定量综合分析。通过比较,可以看出长江上游集装箱滚装运输与传统集装箱运输之间的优势和不足。文中对长江上游实行集装箱滚装运输的可行性进行了初步探讨。     

Estimating demand variables of maritime container transport: An aggregate procedure for the Mediterranean area

Demand variables of maritime container transport (throughput, transhipment and origin–destination flows) may be estimated with freight demand models. As their parameters generally vary both in time and space, models may not be transferable to geographical areas and time periods differing from that for which they are calibrated.     

Maritime policy in Scotland

This paper begins by defining the meaning of the term 'maritime policy'. Since devolution in the UK, the opening of the new Scottish parliament in 1998 and the creation of the Scottish Executive, little effort has been made to establish a distinct maritime policy for Scotland. As was evident prior to devolution, the primary emphasis from any maritime policy perspective has continued to be a focus on lifeline island ferry services. This ignores significant developments in several other key maritime transport sectors, and this paper provides examples of areas that require some form of policy response, including intra-European short sea shipping, UK coastal shipping, urban/river transport and global container shipping. Long-standing institutional bias against maritime transport coupled with subsidy devoted almost entirely to land transport systems has resulted in a quite distorted marketplace. This suggests that a maritime policy is now imperative if maritime transport is to play a more significant role in the overall transport system. Further discussion centres on the need to consider, from a Scottish policy perspective, the role of various state-sponsored maritime service providers and how these bodies might fit better within evolving policy. The conclusion is that formulation of a maritime policy by the Scottish Executive is overdue and that a degree of restructuring of transport responsibilities within the Executive, combined with adequate resource allocation towards the maritime industry, will be necessary in order that market distortions can be overcome, so enabling Scotland to fully exploit the competitive and environmental advantages that maritime transport can provide.     

Containerization, inter-port competition, and port selection

This paper explores the criteria shippers employ in the port selection process. By focusing on the containerized traffic between the North American Mid-West and Western Europe, the factors considered by exporters and freight forwarders are examined. The findings suggest that decision-makers are influenced more by price and service considerations of land and ocean carriers than by perceived differences in the ports of entry and exit. Port infrastructures do not appear to play an important role in the routeing decisions made by an important group of independent businesses involved in the North Atlantic container trade.     

Maritime policy in Scotland

This paper begins by defining the meaning of the term ‘maritime policy’. Since devolution in the UK, the opening of the new Scottish parliament in 1998 and the creation of the Scottish Executive, little effort has been made to establish a distinct maritime policy for Scotland. As was evident prior to devolution, the primary emphasis from any maritime policy perspective has continued to be a focus on lifeline island ferry services. This ignores significant developments in several other key maritime transport sectors, and this paper provides examples of areas that require some form of policy response, including intra-European short sea shipping, UK coastal shipping, urban/river transport and global container shipping. Long-standing institutional bias against maritime transport coupled with subsidy devoted almost entirely to land transport systems has resulted in a quite distorted marketplace. This suggests that a maritime policy is now imperative if maritime transport is to play a more significant role in the overall transport system. Further discussion centres on the need to consider, from a Scottish policy perspective, the role of various state-sponsored maritime service providers and how these bodies might fit better within evolving policy. The conclusion is that formulation of a maritime policy by the Scottish Executive is overdue and that a degree of restructuring of transport responsibilities within the Executive, combined with adequate resource allocation towards the maritime industry, will be necessary in order that market distortions can be overcome, so enabling Scotland to fully exploit the competitive and environmental advantages that maritime transport can provide.     

Maritime transport in the Italian logistics market

In this paper, the role of Italian shipping firms in the logistic services market is defined in light of major changes under way. The first part analysed the structural characteristics of the supply and demand for logistic and transport services, in which a situation of substantial weakness emerged. This situation has favoured the large-scale entry of foreign operators on the Italian market which perceive Italy as a key node within the international scenario of transport and logistics. The second part of the paper focused on the analysis of individual areas in Italian shipping and their capacity to differentiate service by supplying value added logistic services beyond transport. The analysis showed a position of substantial marginality for Italian shipping, a position which gives rise to several doubts regarding its capacity to face the challenge of international competition successfully.     

Maritime transport in the Italian logistics market

In this paper, the role of Italian shipping firms in the logistic services market is defined in light of major changes under way. The first part analysed the structural characteristics of the supply and demand for logistic and transport services, in which a situation of substantial weakness emerged. This situation has favoured the large-scale entry of foreign operators on the Italian market which perceive Italy as a key node within the international scenario of transport and logistics. The second part of the paper focused on the analysis of individual areas in Italian shipping and their capacity to differentiate service by supplying value added logistic services beyond transport. The analysis showed a position of substantial marginality for Italian shipping, a position which gives rise to several doubts regarding its capacity to face the challenge of international competition successfully.     

Sustainable procurement and environmental life-cycle costing in maritime transport

Transportation sector, including maritime transport, exerts significant environmental impact. Public procurement as a policy strategy instrument which applies to the purchase of transport means, construction of infrastructure and the provision logistic services in supplying the goods, services and executing of works must integrate environmental considerations in the contract award procedures. While conventional life-cycle costing (LCC) is based on four categories to be assessed e.g. investment, operation, maintenance and end-of-life disposal expenses, the environmental LCC method also takes into account the external environmental costs. The paper is focused on sustainable public procurement and environmental life-cycle costing aspects of EU 2014 Directive. Analysis is made of the real cost of procurement, the externalities and the impact of maritime transport sector on the environment. The purpose of this research is to propose the framework for assessment of integral impact on the environment which combines environmental LCC approach with TBL concept using non-monetary units for measuring externalities. The authors advocate clean and energy-efficient maritime transport ensuring effective implementation of environmental policy objectives and targets and emphasize the role of public authorities and entities in fostering the inclusion of environmental externalities in calculation of LCC.