The Evolution of Deep Sea Container Routes: The Italian Case

Lupi, Marino; Pratelli, Antonio; Licandro, Cecilia; Farina, Alessandro

doi:10.21307/tp.2019.14.1.7

Cited by 6 publications

(10 citation statements)

References 9 publications

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“…The data are reported separately for the four clusters mentioned above. The same information, for the years 2018, 2014 and 2011, is reported respectively in Lupi et al [16], [17], [18]. In Table 3, for each port, is shown: the number of services per month, the total and the average DWT.…”

Section: Analysis Of Dss Container Routes Departing From Italian Ports In 2019 / Analiza Prekooceanskih I Kontejnerskih Ruta Koje Kreću Imentioning

confidence: 79%

“…The Red Sea World region, apparently, from tab.6 shows a severe decrease of services from 2011 to 2014. These is due to the fact that, in 2011 analysis (Lupi et al [18]), Suez, which is located on the south side of the Suez Canal, was considered as part of the Red Sea region and consequently a route reaching Suez was considered a DSS one. In the subsequent analysis (2014, 2018, 2019) Suez has been considered as a Mediterranean port and consequently a route reaching Suez (and which did not continue beyond) was considered a SSS one.…”

Section: Comparison Of Dss Container Routes In 2019 With Those In 2011 2014 and 2018 / Usporedba Prekooceanskih I Kontejnerskih Ruta U 20mentioning

confidence: 99%

“…But it must be underlined that in 2011 only 7 ships per month were directed to ports of this region. Sources: Lupi et al [16], [17], [18], L'Avvisatore Marittimo [13], Marinetraffi c [15] and shipping companies websites [19].…”

Section: Comparison Of Dss Container Routes In 2019 With Those In 2011 2014 and 2018 / Usporedba Prekooceanskih I Kontejnerskih Ruta U 20mentioning

confidence: 99%

“…This has occurred because SSS routes in 2018 cross a higher number of ports, and in particular they often cross more than one port of the same cluster. Sources: Lupi et al [16], [17], [18], L'Avvisatore Marittimo [13], Marinetraffi c [15] and shipping companies websites [19].…”

Section: Evolution Of Sss Container Routes In the Mediterranean And In The Black Sea / Evolucija Obalnih Kontejnerskih Ruta Na Mediteranumentioning

confidence: 99%

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The Development of Deep and Short Sea Shipping Container Routes Departing from Italian Ports

et al. 2021

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In this paper, an analysis of the development of Deep Sea Shipping (DSS) and Short Sea Shipping (SSS) container routes calling at Italian ports, is carried out. Data about DSS routes have been collected in the years: 2011, 2014, 2018 and 2019, while data about SSS services have been collected in 2010 and 2018. Italian ports have been classified as follows: Ligurian multi-port gateway cluster, formed by Leghorn, La Spezia, Genoa, Savona/Vado Ligure; Northern Adriatic multi-port gateway cluster, made up of Ancona, Ravenna, Venice and Trieste; Campanian multi-port gateway cluster, composed of Naples and Salerno; hub ports, i.e. Gioia Tauro, Cagliari (only until 2018) and Taranto (only until 2014). The most important gateway cluster, for both DSS and SSS services, is the Ligurian one, which includes Genoa, the major Italian container gateway port. Genoa has shown an almost constant increase in container traffic in the time period analyzed. Italian hub ports are also an important group, but they have registered a negative trend in the years under analysis. DSS routes, to Far East and the American Continent, usually call at the Ligurian ports and the hub port of Gioia Tauro. Northern Adriatic ports are crossed by only a few DSS routes, but they are crossed by a large number of SSS routes, especially feeder ones, with transshipment mainly in the hub ports of Gioia Tauro, Marsaxlokk, Piraeus and Port Said. The evolution of DSS services shows clearly the effects of naval gigantism phenomenon: the number of DSS services has decreased, but the total and, especially, the average DWT have increased. As regards SSS routes, also their frequencies have decreased, but their length and, in particular, the number of ports called, have increased: this choice is performed by container operators in order to increase the ships ’load factor’.

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Section: Analysis Of Dss Container Routes Departing From Italian Ports In 2019 / Analiza Prekooceanskih I Kontejnerskih Ruta Koje Kreću Imentioning

confidence: 79%

Section: Comparison Of Dss Container Routes In 2019 With Those In 2011 2014 and 2018 / Usporedba Prekooceanskih I Kontejnerskih Ruta U 20mentioning

confidence: 99%

Section: Comparison Of Dss Container Routes In 2019 With Those In 2011 2014 and 2018 / Usporedba Prekooceanskih I Kontejnerskih Ruta U 20mentioning

confidence: 99%

Section: Evolution Of Sss Container Routes In the Mediterranean And In The Black Sea / Evolucija Obalnih Kontejnerskih Ruta Na Mediteranumentioning

confidence: 99%

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The Development of Deep and Short Sea Shipping Container Routes Departing from Italian Ports

et al. 2021

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“…In any case, the new terminal of Leghorn is deemed necessary in order to simply maintain the current hinterland and foreland (DSS container routes). Additionally, the phenomenon of "naval gigantism" takes place on all important DSS routes, including the Far East-Europe and the America-Europe routes (Northern and Central American ports are, traditionally, part of the foreland of the Leghorn port) (Lupi et al [9]).…”

Section: Introductionmentioning

confidence: 99%

A Study on Contestable Regions in Europe through the Use of a New Rail Cost Function: An Application to the Hinterland of the New Container Terminal of Leghorn Port

Lupi

Pratelli

Canessa

et al. 2019

Journal of Advanced Transportation

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In this paper, the potential hinterland of the new container terminal of the port of Leghorn (Livorno in Italian) is studied. The study actually analyses the competitiveness of major European ports with respect to some of the most contestable regions in Europe. Travel time and monetary costs of railway paths, connecting ports to their hinterland, have been determined. The rail network of a large part of Europe was modelled using a graph. To each link, which represents a portion of the rail line, a cost function is associated. The travel time on the link is determined from the average speed, which has been determined from the maximum speed via formulae obtained through linear regression. The few cost functions that exist in current literature for the computation of the cost of a rail link are not detailed enough. Therefore, a new cost function has been developed. All cost components were determined in detail: the staff cost, the amortisation, maintenance, and insurance costs of locomotives and wagons, the cost of the usage of rail track, the traction cost. The traction cost was calculated in detail from all resistances to motion. Moreover, for each rail link, the number of locomotives needed to operate the train and the maximum towable weight were determined. The monetary value of time in freight transport registers a high variability; therefore, three different optimisations of the paths—by travel times, monetary costs, and generalised costs—between each origin–destination pair were carried out. The rates of competitiveness of the ports with respect to the examined European contestable regions were analysed.

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Impacts of exhaust gas cleaning systems (EGCS) discharge waters on planktonic biological indicators

Picone

Russo

Distefano

et al. 2023

Marine Pollution Bulletin

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The Evolution of Deep Sea Container Routes: The Italian Case

Cited by 6 publications

References 9 publications

The Development of Deep and Short Sea Shipping Container Routes Departing from Italian Ports

The Development of Deep and Short Sea Shipping Container Routes Departing from Italian Ports

A Study on Contestable Regions in Europe through the Use of a New Rail Cost Function: An Application to the Hinterland of the New Container Terminal of Leghorn Port

Impacts of exhaust gas cleaning systems (EGCS) discharge waters on planktonic biological indicators

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