Specialized Planning Issues
Currently most cargoes leave the terminal by road; in Europe, at least, this trend is not sustainable, and sea-rail and sea-river alternatives shall undertake more loads. The focus of this document lays in Europe, including policy and market trends in the
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Specialized Planning Issues A Policy Perspective on Sea-Rail and Sea-River Connections Orestis Schinas and Christos Dionelis
Abstract Currently most cargoes leave the terminal by road; in Europe, at least, this trend is not sustainable, and sea-rail and sea-river alternatives shall undertake more loads. The focus of this document lays in Europe, including policy and market trends in the European Union, however the problems and the potential solutions may have a global interest. In the text a thorough examination of policy developments in the fields of rail, inland waterways and intermodality is presented. Environmental issues are also discussed. The data from EUROSTAT is used as a basis for further analysis, where it is revealed that even if there is strong political support, it is questionable as to whether it is feasible to promote these links as soon as 2015 or even 2020. The concept of dry (inland) ports and their function in the canalization of cargoes is also analyzed in view of sea-rail and sea-river links. In the last section, all points are summarized and some recommendations are presented.
20.1 Introduction A seaport is essentially a nodal point in logistics networks, acting as a link in a chain where cargo flows change mode or vehicle of transport. Seaports can only fulfil this nodal role if all modes of transport function optimally; they have a strong interest in efficient and sustainable maritime, road, rail and Inland Waterway Transport Orestis Schinas Department Maritime and Logistics - Hamburg School of Business Administration Alter Wall 38, 20457 Hamburg, Germany email: [email protected] Christos Dionelis Hellenic Railways Organisation 1-3 Karolou Str., 10437 Athens, Greece email: [email protected]
J. W. Böse (ed.), Handbook of Terminal Planning, Operations Research/Computer Science Interfaces Series 49, DOI 10.1007/978-1-4419-8408-1_20, © Springer Science+Business Media, LLC 2011
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(IWT). More and more competition between ports is apparent in the hinterland and the provision of inland access.1 Furthermore, arrangements such as of a Free Trade Zone (FTZ) and generally port clusters, where a ’port cluster’ consists of all economic activities related to the arrival of ships and cargoes and located in the port region increase the economic significance of a port at national or regional level (see De Langen and Chouly (2004)), also attracting the special attention of transport planners, business decision-makers and finally of policy-makers. Due to the central role of seaports in international supply chains, the issue of “port hinterland” is a task with prominent importance for ports themselves or their respective region, representing a big challenge for all involved players, as the complexity of arising problems is frequently huge. Literally, hinterland refers to the land (but to what extend?) behind a city, a port complex, or a sea-land interface nodal point. Moreover, hinterland means the geographic area, where customers of the port are located, or m
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