No abstract

Container barging has gained in importance in port-related transport along with the need for sustainable transport. Nevertheless, coordination problems between terminal operator and barge operator exist, and performance lags behind. This paper analyses factors that may hinder or stimulate a better future performance of container barging in the port of Rotterdam. A case study is accomplished and guided by a framework rooted in Institutional Economics. Despite favourable conditions set by governments and the port authority, the share of container barging has hardly grown. The container barging sector in Rotterdam is embedded in a history with many alliances, a high degree of organisation, and a good track record in the development of institutional arrangements to solve coordination problems. However, the present contractual relations in the transport chain form an inadequate condition. From a theoretical perspective, the paper shows the value of studying port-related transport chains by acknowledging their institutional context.

Integration of inland and maritime logistics is vital for ports in the growing port competition landscape and for ports aspiring to be part of international logistics networks. In the present work, the question of how port authorities can play a role in the development of inland logistics markets has been addressed. Literature indicates that port authorities have an ideal position for intervention, but they often do not have suitable instruments to intervene beyond their traditional jurisdiction and mission. A typology based on the theoretical framework of Verhoeven [Marit Policy Manag 37(3):247-270, 2010], which categorises landlord port authorities as conservators, facilitators or entrepreneurs, along with their corresponding roles, types of actions and instruments has been introduced in this study. Three cases have been studied, namely Rotterdam (The Netherlands), Le Havre (France) and Marseille-Fos (France). The case studies rely on in-depth interviews with port authorities and public administrations to complete our desk research. The results of this study reveal a shift from a conservator to a facilitator model. Port authorities stimulate inland logistics markets through non-commercial incentives, such as organisational aid or subsidies, but they do not sell logistics services inland. In both dynamic (Rotterdam) and less dynamic hinterlands (Le Havre and Marseille-Fos), port authorities experience difficulties in assuming a more entrepreneurial behaviour, and a further shift towards the entrepreneurial model is not a likely trend. In this light, the thesis of Verhoeven (2010), concerning the renaissance of port authorities, can only be partially validated.

The development of intermodal barging has gained strategic importance in the hinterland transport systems of container seaports. This paper discusses strategies to develop container barge transport further as a hinterland system. This development is addressed in the context of U.S. ports, where container barge transport is still underdeveloped, and the Port of Rotterdam, Netherlands, which has the most extensive container barge hinterland system in Europe, but where continued development of container barge transport has been stagnating. A strengths, weaknesses, opportunities, and threats analysis is performed to define development strategies. Because of the different levels of container barge development in U.S. ports and the Port of Rotterdam, different strategies are needed. The main challenge for Rotterdam is to restructure the container barge hinterland system to restore its competitive strength in terms of cost and reliability, thereby enabling the port to handle much larger container volumes in an efficient way. The main causes of the problems are seaport related; that is, the inefficient handling of barges in the port, and hence the strategies used in Rotterdam should be focused on solving these problems. The causes of the underdevelopment of container barging in U.S. ports are much broader and, therefore, need a combination of general and context-specific strategies. A major conclusion is that in both cases multiple public- and private-sector actors have important roles to play to develop further the container barge hinterland system.