A comparative study on port hinterland intermodal container transport: Shanghai and Rotterdam

Zhang, M.; Wiegmans, Bart; Tavasszy, Lóránt

doi:10.1049/cp.2009.1580

Cited by 10 publications

(9 citation statements)

References 3 publications

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“…The container terminals at its both ends in both above-mentioned ports are also without constraints on the ship size/capacity, thus enabling handling the largest container ships including the Triple E Maersk (18000TEU). The collection and distribution of freight shipments (TEUs) at the above-mentioned deep-sea terminals of both ports is supposed to be carried out by rail, road, and/or inland waterways (barge), and feeder (including short-sea) vessel transport mode (Zhang et al 2009). Figure 6 shows the simplified spatial scheme of both corridors.…”

Section: Environmental and Social Performancementioning

confidence: 99%

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Analysis, modeling, and assessing performances of supply chains served by long-distance freight transport corridors

Wiegmans

Janić

2018

International Journal of Sustainable Transportation

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This article deals with an analysis, modeling, and assessing performances of supply chains served by long-distance intercontinental intermodal rail/road-and sea-shipping freight transport corridor(s). For such a purpose, the supply chains are defined and the methodology for assessing their performances under given conditions is developed. The methodology consists of the analytical models of indicators of the operational, economic, environmental and social performances of particular corridors and corresponding supply chains assumed to be dependent on the infrastructural and technical/technological capabilities. The models of particular indicators have been applied according to "what-if" scenario approach to assessing performances of the long-distance intercontinental inland and maritime freight transport corridors spreading between China and Europe in the scope of the "Silk Road Economic Belt" and "A New Maritime Silk Road" policy initiative. The results prove that the intermodal inland rail/road alternative could act as a serious competitive alternative to its maritime deep-sea counterpart under given conditions. Nevertheless, in order to realize the opportunities, large investments in the inland rail/road infrastructure are required to appropriately connect China with Europe.

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Section: Environmental and Social Performancementioning

confidence: 99%

“…The loading and unloading rates of containers at both ports are set up based on the empirical evidence provided by both port terminals. In general, at both ends of the route Panamax ships are typically loaded/unloaded by three cranes simultaneously, over the period of 24 h/day (Mongelluzzo, 2013;SCG, 2013;Zhang et al, 2009).…”

Section: Input Variablementioning

confidence: 99%

Analysis, modeling, and assessing performances of supply chains served by long-distance freight transport corridors

Wiegmans

Janić

2018

International Journal of Sustainable Transportation

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“…The container terminals at both seaports and the characteristics of trunk line/route enable access and operations of both conventional and mega (ULC) ships (Water depth in the Rotterdam port is 24 m, in Suez Cannel 24 m, and in the Hong Kong port 17 m) (Dynamar 2015;HKMPB 2017;PoR 2015). Collection and distribution of the TEU parcels from the ultimate suppliers and the ultimate customers, respectively, at both seaports has been carried out by the rail/intermodal, road, inland waterway (barge), and feeder (including short-sea) shipping transport services (Zhang et al 2009). In this case, it is assumed that two categories of container ships have exclusively served the given chain: the conventional (Panamax Max) and the mega or ULC (Triple E Maersk), the latter introduced in the year 2013.…”

Section: The Casementioning

confidence: 99%

Multidimensional examination of the performances of a liner shipping network: trunk line/route operated by conventional (Panamax Max) and mega (ULC - ultra large container) ships

Janić

2018

J. shipp. trd.

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This paper deals multidimensional examination of performances of a trunk line/route of liner container-shipping network serving an intercontinental supply chain by the conventional (Panamax Max) and mega (ULC-Ultra Large Container) ships. The trunk line/route of the network includes the supplier and the customer seaport of freight shipments consolidated into containers (TEU (Twenty Foot Equivalent Unit)), and the container ships operated by liner shipping carriers and/or their alliances providing transport services between them. The supplier and the customer seaport can be either the main seaports of the line or the hubs of the H&S (Hub-and-Spoke) network of particular liner container-shipping carriers. The multidimensional examination implies defining and developing the analytical models of indicators of the trunk line's infrastructural, technical/technological, operational, economic, environmental, and social performances and their application to the selected real-life case. The infrastructural performances relate to the characteristics of infrastructure (berths) and container terminals in the seaports at both ends of the line. The technical/technological performances reflect the characteristics of facilities and equipment for loading/unloading and storing TEU shipments in these terminals, and that of the container ships transporting them. The operational performances include the transport service frequency, size, transport work and technical productivity of the deployed container ship fleet while serving a given volume of TEU flows during the specified time. The economic performances contain the inventory, handling, transport, and external costs of handling the TEU flows. The environmental performances relate to the fuel consumption and consequent emissions of GHG (Green House Gases). Finally, the social performances in terms of impacts generally refer to noise, congestion, and safety. The models of indicators of performances have been applied to the liner containershipping trunk line/route connecting the East Asia and North Europe operated exclusively by two above-mentioned categories of ships according to the "what-if" scenario approach. The results have indicated the very high sensitivity of all considered indicators of performances to the category of deployed ships under given conditions. As well, they have shown to be dependent on each otherthe operational on the

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“…They concluded that at this moment, construction of rail facilities near the Shanghai port is not effective, because the capacity for container transport in the national rail network is very limited and the newly launched sea port container terminals cause increased congestion on motorways as a result of the providing more handling capacity of the sea side. The different projects helped to improve the accessibility of the port of Rotterdam, but still further improvements are needed as especially road transport access of the port of Rotterdam is limited, difficult to extend, and vulnerable for accidents [5]. Davide Infante, Giuseppe Paletta and Francesca Vocaturo in their article focused on an intermodal freight transport service in which containers represent the moved loading units.…”

Section: Literature Reviewmentioning

confidence: 99%

Challenges and Strategies of Abidjan Port-Hinterland Connectivity

Gamassa

Chen

2017

MATEC Web Conf.

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Abstract. Abidjan port-hinterland is composed of three countries which include Ivory Coast, Mali and Burkina Faso. The fast economic growth of the above countries resulted to a greater demand for the foreign goods from their population, causing a congestion problem at Abidjan port. Because of this problem, the connectivity movement between the port and its hinterland has considerably slowed down. In this article a qualitative methodology is used to analyse the Abidjan port-hinterland connectivity. The constant delays of the train services, the road congestion and the lack of coordination and communication between Abidjan port and its hinterland customers are the main presented challenges. The results of this research demonstrate that the poor quality roads and railways and the lack of a new dry port in Ivory Coast greatly affects the fluidity of the Abidjan port-hinterland connectivity. This article suggests some strategies on how to solve the current challenges and will be helpful in deciding on how the Abidjan port should be developed better and improve its connectivity with its hinterland.

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A comparative study on port hinterland intermodal container transport: Shanghai and Rotterdam

Cited by 10 publications

References 3 publications

Analysis, modeling, and assessing performances of supply chains served by long-distance freight transport corridors

Analysis, modeling, and assessing performances of supply chains served by long-distance freight transport corridors

Multidimensional examination of the performances of a liner shipping network: trunk line/route operated by conventional (Panamax Max) and mega (ULC - ultra large container) ships

Challenges and Strategies of Abidjan Port-Hinterland Connectivity

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