Port regionalization: towards a new phase in port development

Logistics integration and network orientation in the port and maritime industry have redefined the functional role of ports in value chains and have generated new patterns of freight distribution and new approaches to port hierarchy. Existing models on the spatial and functional evolution of ports and port systems only partially fit into the new freight distribution paradigm. This paper aims to add to existing literature by introducing a port regionalization phase in port and port system development. It is demonstrated that the regionalization phase and associated hinterland concepts demand new approaches to port governance and a functional focus that goes beyond the traditional port perimeter.     

Port regionalization: towards a new phase in port development

Logistics integration and network orientation in the port and maritime industry have redefined the functional role of ports in value chains and have generated new patterns of freight distribution and new approaches to port hierarchy. Existing models on the spatial and functional evolution of ports and port systems only partially fit into the new freight distribution paradigm. This paper aims to add to existing literature by introducing a port regionalization phase in port and port system development. It is demonstrated that the regionalization phase and associated hinterland concepts demand new approaches to port governance and a functional focus that goes beyond the traditional port perimeter.     

Placing dryports. Port regionalization as a planning challenge - The case of Hamburg, Germany, and the Süderelbe

This paper emphasizes dryports in the context of port regionalization. It specifically deals with dryports as a challenge for planning, policy and metropolitan governance in the vicinity of seaports. The starting point is the ongoing spatial shift of terminals, distribution centres and port related developments towards the hinterland of mainports and the associated planning conflicts, raising negative impacts such as congestion, land consumption, land use conflicts and neighbourhood conflicts. The paper discusses these challenges against the empirical case of the Süderelbe-region in the Southern hinterland of the port of Hamburg, Germany. It focuses on the often neglected yet highly controversial issue of land use and related traffic flows. Further it reveals how these conflicts are being managed at the regional level. The main contention of the paper is that port regionalization triggers substantial planning conflicts different from those that are known from core port areas, due to the associated demand for land and infrastructure and also as a result of the often poorly developed institutional framework to solve these problems.     

港口吞吐量概率预测模型研究

为了模拟港口重叠腹地货运流向情况,并对新建港口吞吐量进行合理预测,引入了概率交通方式预测模型并对其进行改进,且在此基础上建立了负指数货运量概率预测模型。将该模型应用于徐州地区新建港区的货运量分析,预测结果表明新模型具有一定的实用性,可以为港口规划和建设规模的确定提供重要参考。     

Dynamics of change in the port system of the western Mediterranean

The ports of Mediterranean basin have experienced significant growth in container traffic over the last decade. In the western Mediterranean two distinct types of port have emerged: the established ports of the northern part of the basin which serve a gateway function and a set of new ports in the south which act as transhipment hubs. In this paper we explore the dynamics of change and reveal how growth is driven by shifts in individual trades. While the hub ports are integrated into Asian pendulum services, the gateway ports are experiencing growth because of new direct services to Asia and North America. We suggest that the distinctions between the transhipment hubs and the gateway ports are becoming blurred, especially because the gateway ports are also assuming greater transhipment roles. We also explore whether this new dynamism in the Mediterranean ports is reversing the long-standing hinterland domination of the ports of the northern range. We demonstrate that the gateway ports of the western Mediterranean continue to serve local and regional markets, with very limited penetration north of the Alps and Pyrenees. This is due in part to difficulties with rail services but also because of the continued efficiency of the northern range ports and their hinterland connections. We suggest that in the short run, at least, little change is likely.     

Hinterland strategies of port authorities: A case study of the port of Barcelona

Port authorities generally focus on the development of the local port area and play a minor role in the development of port hinterlands, whereas shippers, forwarders, barge and rail operators have always been involved in the port-hinterland connection. The increasing importance of intermodal hinterland networks for the competitive position of ports has urged port authorities to become active in the hinterland. This new role has already been suggested by different academics. However, limited empirical evidence exists of port authorities taking stakes in inland terminals or developing transport services. Barcelona, as one of the leading port authorities in this respect, is used as a case study in this paper. The case study provides insight in the components and execution of the hinterland strategy of Barcelona. It shows that the strategy of the port authority of Barcelona and the consequent active involvement in the hinterland has had a significant impact on attracting container volumes from distant hinterlands and improving the accessibility of the port.     

A conceptual framework for cooperation in hinterland development between neighbouring seaport authorities

The hinterland of a port is probably the most important aspect in the competition between gateway ports. This paper, starting with a literature overview, shows how the port authority can extend its hinterland with the aim of increasing its attractiveness and, eventually, its throughput. To achieve this, it can be advantageous to cooperate with adjacent port authorities. Together, through cooperation, economies of scale can be realised that facilitate a modal shift away from road to a more efficient and more sustainable transport. This would reduce the cost of transport to/from the hinterland region from/to these ports consequently increasing the attractiveness and the market share of the cooperating ports for this region. The paper describes a conceptual method to identify and quantify the opportunities for cooperation in the hinterland. The framework starts, after some basic transport economic concepts, from (theoretically available) hinterland data to locate regions that are at the edge of the contested hinterland of a port region and results in a methodology that can be used to generate a quantified list of regions where cooperation will make a difference. Using this methodology, port authorities (PAs), of any region where hinterland data are available, can list, together with their neighbours, the regions where to prioritise their efforts.     

港口腹地划分的断-电模型研究

如何准确地划分港口的腹地范围,以明确港口的定位和规划布局很重要。现有的港口腹地划分方法大多只以某一个单一因素作为港口腹地划分的依据,只能实现对港口腹地的笼统划分,不能满足指导港口制定未来发展目标与规划的任务。在总结了以往的腹地划分方法的基础上,提出了一种新的港口腹地划分方法——断-电模型。该模型是基于城市腹地划分的断裂点模型和电子云模型综合而成的,是在考虑到港口及腹地地区综合影响因素的基础上建立的,能够较为准确地划分港口的腹地范围。最后以营口港的腹地划分为例对断-电模型进行了实际应用,并取得满意效果。     

Port and terminal selection by deep-sea container operators

This paper deals with the importance of port choice and container terminal selection for deep-sea container carriers. The paper focuses on the research question: on what basis do deep-sea container operators select container ports (strategy) and container terminals (financial reasons) in the Hamburg–Le Havre range over others? In answering this research question, three dimensions are addressed in detail: the buying decision characteristics; port choice strategy; and terminal selection. The results show that strategic considerations at company level are important. For port choice the most important criteria from a carrier's perspective are: availability of hinterland connections; reasonable tariffs; and immediacy of consumers (large hinterland). In addition to these criteria, shipping lines attach great value to often neglected factors, such as feeder connectivity, environmental issues and the total portfolio of the port. The study reveals that port selection and terminal selection are not the same with terminal selection criteria mainly depending on: handling speed; handling costs; reliability; and hinterland connections. The analysis also brought forward that the decision making is different per container carrier, per trade and per port type, implying that a one size fits all approach is not relevant.     

港口腹地分析的定量模式及实证研究--以温州港为例

经济腹地是港口生存与发展的基础,腹地分析是港口发展规划制定的必要前提。运用空间经济学的区位商模式与方法,以温州港为例,通过对温州港现状集疏货物生成及流向的调查与分析,对温州港经济腹地结构及其形成的原因进行系统研究。     

Coordination mechanisms in improving hinterland accessibility: empirical analysis in the port of Rotterdam

Hinterland accessibility is one of the main determinants in port competition. Improving hinterland accessibility is a complex process in which many actors are involved and many factors play a role. It requires coordination mechanisms beyond the price mechanism; conditions of complexity can become such that assistance is needed from other coordination mechanisms, such as introduction of incentives, creation of an interfirm alliance, changing scope, and creating collective action. The goal of this paper is to gain a better understanding on coordination in hinterland chains. Based on the insights of Transaction Cost Economics, a set of variables is explicated in order to understand when, by whom, and under which conditions and situations coordination arrangements are chosen. The variables can be divided into variables related to the complexity of the coordination problem and variables related to the coordination arrangement. The variables are used in an empirical analysis of coordination arrangements in hinterland transport from and to the port of Rotterdam. This analysis provides insight into the patterns and conditions of the emergence of different coordination arrangements that improve hinterland accessibility.     

江苏沿海港口吞吐量影响因素及预测分析

目前江苏沿海地区综合开发已上升到国家发展战略层面,沿海港口建设正在迅猛开展。港口吞吐量的预测对于港口的建设有着极其重要的意义。以港口和腹地之间的互动关系为出发点,分析了可能影响江苏沿海港口吞吐量的若干因素,采用主成分分析法提取了过去10年影响港口吞吐量的最关键因素,剖析了江苏港口发展的内在影响机理,并提出了基于影响机理的预测模型。最后使用模型对江苏港口吞吐量进行验证分析,模型为江苏沿海港口新一轮发展提供了有力的数据支撑。     

港口布局规划决策中的海运运价测定方法的研究

本文在对港口布局规划决策中所使用的推测海运运价的传统推测方法作一评述的基础上,提出：从分析多种因素影响下的市场运价入手,利用数理统计理论,来测定海运运价并揭示海运运价的内在规律。文章以矿石进口为例,利用该方法对船型和运距对运价的影响进行了分析。     

港口腹地划分的两种新方法探讨--以大连国际航运中心为例

引入经济地理学的新理论成果———圈层结构法和点轴法,提出了圈层结构划分法和点轴结构划分法两种新的港口腹地划分方法,并应用这两种新方法对大连国际航运中心港口腹地范围的界定与划分进行实例分析。与以往的行政区划法、经济区域法等港口腹地划分方法相比,这两种方法更加注重对港口原有腹地的细分,更接近于港口腹地的实际状况,进而有利于港口企业的经营发展。     

两岸“三通”后闽台港口合作发展展望

文章运用SWOT分析方法，指出闽台两地港口抓住历史性机遇，共建“环台湾海峡港口群”，合力打造“环台湾海峡国际航运中心”的可能性和面临的挑战。提出了两地当务之急是要建立港口战略合作沟通机制，深度整合双方港口资源，研究突破双方开展港口合作的制度障碍，加大两地临港工业和港口物流建设的力度，不断加强双方的港口货物集疏运系统建设，增加对腹地货源的吸引力。     

Hub dependence in constrained economies: the case of North Korea

While the geographical and economic factors concerning the development of hub ports are widely described by a variety of scholars and professionals, there is no recognized methodology measuring the hub dependence of a given port, region, or country. Based on a 20-year database of vessel movements, this paper proposes a methodology measuring hub dependence. North Korea offers a good case of a constrained economy facing dramatic internal and external pressures. Notably, the weight and geographical extent of its maritime connections are worth analysing because of its contrasted evolution from Soviet influence, geopolitical isolation, and growing trade due to economic reforms and increased foreign investments. The main results of this study show the spatial shift from long-distance calls to feeder calls: global foreland contraction, regionalization within Northeast Asia, and traffic concentration upon closest hubs of which South Korean ports. We conclude that hub dependence is a combination of local constraints and trade growth. The political implications of this phenomenon are explored, and a spatial model of hub dependence is proposed.     

大连港吞吐量与腹地经济发展关系研究

文章采用圈层结构法将大连港腹地划分为三个圈层范围,并通过构建哈夫引力模型分析各圈层经济指标与港口吞吐量之间的关系。结果表明：各圈层的经济指标对港口吞吐量的影响存在可量化的差异,从营口港对大连港吞吐量的实际影响出发,分析原因,并在两港腹地资源竞争分析基础上,提出区域化合作将是两港未来发展的理性选择。     

Port system evolution – the emergence of second-tier hubs

Some evidence has emerged of second-tier hubs inserting themselves between hubs and feeder ports, producing a new hierarchy of port networks. This article aims to establish the dynamics of this process based on illustrative cases in Asia, South America, and Europe. Findings reveal spatial factors to include a cluster of small ports with minimal sailing distance within a given range, suitable channel and berth depth, and ideally high capacity inland links. From the economic perspective, demand-side factors include a local captive market and aggregated demand to be captured from other ports, while supply-side factors include diseconomies of scale at traditional hubs, an increase in direct services, an increase in large feeder vessels calling from first-tier hubs which are then transhipped to smaller feeders for serving local ports, and an increase in overland servicing of local smaller ports. From a strategic perspective, vertical and horizontal integration in the shipping sector has produced extensive network economies, whereby shipping lines look to create group-specific port hierarchies, enhanced in the presence of aggressive management strategies and supportive policies. This finding suggests that proactive port stakeholders can in certain circumstances seize the opportunity to capture this role within their port range.     

大连港对其腹地经济的影响研究

港口和腹地经济发展有着密不可分的天然联系[1]。分析了大连港及其腹地的概况,通过SPSS统计分析软件对大连港与腹地经济的关系进行分析,得出大连港对其腹地经济具有积极影响的结论,从而为港口与腹地经济关系的进一步发展作出指导。     

Upstream transport corridor inefficiencies and the implications for port performance: a case analysis of Mombasa Port and the Northern Corridor

The role of efficient ports in the socio-economic prosperity of national and regional economies cannot be overstated. However, their ability to effectively deliver on this role is easily undermined by circumstances in the wider socio-economic context, particularly poor hinterland connectivity. In order to enhance international trade connectivity, many advanced and advancing economies continue to invest significant resources in developing efficient ports and hinterland transport networks. The situation is different in many parts of the developing world, particularly Africa, where poor economic connectivity and inefficient gateway ports result in prohibitively high transportation costs. Focusing on the northern trade and transport corridor in the East and Southern Africa (ESA) region, this article examines how poor hinterland connectivity undermines the performance of Mombasa port. It concludes that, although the port’s management has in recent years invested significantly in performance-enhancing initiatives, their success is limited by a constricted economic environment that is characterised by poor hinterland connectivity and chronic logistics bottlenecks along the arterial corridor.