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Container Throughput Dynamics in the East Asian Container Port System
Theo Notteboom 정석물류통상연구원 2006 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.4 No.1
This paper analyses container throughput developments in the East Asia container port system. Throughput evolutions and concentration/deconcentration patterns in the multi-range container port system of East Asia are analysed. The paper also provides a more in-depth qualitative analysis of the reasons underlying the observed trends and results. It is demonstrated that the East Asian port system is undergoing major structural shifts in cargo patterns and is witnessing a cargo deconcentration trend as a result of the rise of the Chinese ports and the relative stagnation of the Japanese range.
BUNKER COSTS AND THE DESIGN OF LINER SERVICES
Theo Notteboom,Bert Vernimmen 인하대학교 정석물류통상연구원 2008 인하대학교 정석물류통상연구원 학술대회 Vol.2008 No.3
For shipping activities, not least container shipping, bunker fuel is a considerable expense. In the last five years, bunker prices have risen considerably. An increasing bunker price in container shipping, especially in the short term, is only partially compensated through surcharges to the freight rates via the so-called Bunker Adjustment Factor (BAF) and will therefore affect earnings negatively. On top of this, there is new legislation on the use of low-sulphur fuels. The first Sulphur Emission Control Area (SECA) came into force on the 22th November 2006 in the Baltic. The next SECA became effective in August 2007 in the North Sea area. This paper deals with the impact of increasing bunker costs on the design of liner services on the Europe-Far East trade. The paper assesses how shipping lines have adapted their liner service schedules (in terms of commercial speed, number of vessels deployed per loop, etc.) to deal with increased bunker costs. The last part of the paper includes a cost model to simulate the impact of bunker cost changes on the operational costs of liner services.
The Development of River-based Intermodal Transport
Grushevska K.,Notteboom T. 인하대학교 정석물류통상연구원 2016 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.14 No.3
It should be noted that the (inland waterway transport) IWT in Ukraine currently is in its infancy in comparison with other land based transport means (rail and road) and with other countries that possess navigable rivers. This paper is an extension of the research initiated by Grushevska and Notteboom (2015) where the concepts of intermediacy and centrality were introduced in order to assess the role of Ukraine in the global and regional transport networks. The list of key obstacles for Ukraine’s intermediacy function included IWT related barriers such as: (i) deficient inland waterway infrastructure, (ii) high IWT costs (fees for bridges, locks etc.) and (iii) pilotage charges. To date the transportation to/from ports is mainly fulfilled by road or by rail based multimodal transport solutions. We present the unutilized potential of Ukrainian IWT that needs to be efficiently exploited for the benefit of the national economy and national transport system. This study intends to enrich the limited academic research on IWT systems in a transition stage, as exemplified by the case of Ukraine.
A carrier's perspective on container network configuration at sea and on land
Theo E. Notteboom Jungseok Research Institute of International Logis 2004 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.1 No.2
This paper deals with network configurations in liner shipping and inland transportation from a carrier's perspective. The cost efficiency of different possible network configurations in the foreland-hinterland continuum is discussed based on a cost model and on a qualitative analysis. It is demonstrated that tendency towards cargo concentration in a limited number of ports has led to the redesign of collection and distribution networks in the hinterland. Further cargo bundling in the foreland-hinterland continuum towards even fewer ports and inland centres is only interesting from a cost perspective if considerable economies of scale and density can be realised in the associated hinterland networks. The more cost efficient the network becomes, the less convenient that network could be for the shipper's needs in terms of frequency and flexibility. As such, the future configuration of liner shipping networks and inland transport networks will largely depend on the balance of power between carriers and shippers.
An Economic and Institutional Analysis of Multi-Port Gateway Regions in the Black Sea Basin
Kateryna Grushevska,Theo Notteboom 인하대학교 정석물류통상연구원 2014 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.12 No.2
The concept of ‘multi-port gateway region’ has been introduced by Notteboom (2010) and has been applied to important seaport markets such as Europe and Asia. However, the dynamics and port development patterns in secondary multi-port gateway regions, such as the Black Sea region, have received far less attention in academic literature. An empirical application of established spatial and functional development models to such secondary port regions might substantiate the external validity of these models as these ports operate in a different spatial, economic and institutional environment. The aim of the paper is to characterize the spatial dynamics of container ports of the Black Sea multi-port gateway regions by testing the validity of established spatial models on port system development. Furthermore, the expected future evolution path for port hierarchy in the Black Sea basin is discussed. By doing so, the paper assesses to what extent the Black Sea port region is following an ‘expected’ development path as portrayed in a number of port system development models, or alternatively, can be characterized as an atypical port system following its own development logic.
Determining terminal concession durations in seaports
Christophe Theys,Theo Notteboom 인하대학교 정석물류통상연구원 2010 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.8 No.1
The awarding of terminals to private operators is considered a prime task of landlord port authorities. Yet, terminal concessions in seaports have only recently gained interest in academic circles. The awarding process poses a complex set of managerial challenges to port authorities, one of the key issues being the determination of the duration of the concession. Despite the importance of the duration of terminal concessions in seaports, the issue has not received much attention in academic circles. Factors impacting on the duration of contracts, leases or concessions have, however, been studied extensively in other research areas, such as agriculture, coal contracts, franchising and natural gas, This paper uses insights from these academic studies to obtain a better understanding of the impact of concession duration on the stakeholders involved and relates them to empirical evidence on concession length in European seaports. The paper then proposes a classification scheme for the exogenous determination of concession duration, based on techniques developed for Public-Private-Partnerships in large infrastructure projects. In the last section the paper discusses the importance of concession durations to various stakeholders in seaports and illustrates these principles using a case study.