Dry Ports - A Global Perspective

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Dry Ports A Global Perspective
Dry Ports A Global Perspective.indb 1
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Challenges and Developments in Serving Hinterlands
Edited by
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Rickard Bergqvist
Gothenburg University, Sweden
Gordon Wilmsmeier
Economic Commission for Latin America and the Caribbean (ECLAC)
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Kevin Cullinane
Edinburgh Napier University, UK
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Rickard Bergqvist, Gordon Wilmsmeier and Kevin Cullinane 2012

All rights reserved. No part of this publication may be reproduced, stored in a retrieval
system or transmitted in any form or by any means, electronic, mechanical, photocopying,
recording or otherwise without the prior permission of the publisher.
Rickard Bergqvist, Gordon Wilmsmeier and Kevin Cullinane have asserted their right under
the Copyright, Designs and Patents Act, 1988, to be identified as the editors of this work.
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Published by
Ashgate Publishing Limited
Ashgate Publishing Company
Wey Court East
110 Cherry Street
Union Road Suite 3-1
Farnham Burlington, VT 05401-3818
Surrey, GU9 7PT USA
England
www.ashgate.com
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British Library Cataloguing in Publication Data

Dry ports : a global perspective. -- (Transport and
society)
1. Freight and freightage--Management. 2. Marine
terminals. 3. Infrastructure (Economics)
I. Series II. Bergqvist, Rickard. III. Wilmsmeier, Gordon.
IV. Cullinane, Kevin.
387.164-dc23
Pr
Library of Congress Cataloging-in-Publication Data

Bergqvist, Rickard.
Dry ports - a global perspective : challenges and developments in serving
hinterlands / by Rickard Bergqvist, Gordon Wilmsmeier, and Kevin Cullinane.
p. cm. -- (Transport and society)
Includes bibliographical references and index.
ISBN 978-1-4094-4424-4 (hbk) -- ISBN 978-1-4094-4425-1 (ebk)
(ebook) 1. Container terminals. 2. Harbors. 3. Shipping. 4. Freight and
freightage. I. Wilmsmeier, Gordon. II. Cullinane, Kevin. III. Title.
HE551.B37 2013
388.044--dc23
ISBN 9781409444244 (hbk)

ISBN 9781409444251 (ebook PDF)
ISBN 9781409472704 (ebook ePUB)
2012029574
Printed and bound in Great Britain by the

MPG Books Group, UK.
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Contents
List of Figures
List of Tables
List of Contributors
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1 Introduction: A Global Perspective on Dry Ports

Rickard Bergqvist, Gordon Wilmsmeier and Kevin Cullinane
Europe
Hinterland Transport in Sweden:

The Context of Intermodal Terminals
and Dry Ports
Rickard Bergqvist
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Part I
Dry Ports:
A Concept or a Reality for Southeast Drenthe?
Johan Gille and Jeroen Bozuwa
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Port Community Systems in Maritime and Rail

Transport Integration:
The Case of Valencia, Spain
Salvador Furi
5 Integrating Ports and Hinterlands:

A Scottish Perspective from the Shop Floor

Gavin Roser, Kenneth Russell, Gordon Wilmsmeier
and Jason Monios
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Part II Africa
6

Dry Ports and Trade Logistics in Africa

Charles Kunaka
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Part III Asia

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Dry Port:
The India Experience and What the Future Holds
India Needs to Think Out-of-the-Box
Raghu Dayal
Price versus Quality or Quality versus Price at

Indian Dry Ports Cost, Quality and Price A
Visionary vies on Indian Dry Ports
Vaibhav Shah
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Part IV The Americas
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9 The Construction of Seamless Supply Chain Networks:

The Development of Dry Ports in China

Jing Lu and Zheng Chang
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11 Intermodal Freight Corridor Development in The

United States

Jason Monios and Bruce Lambert
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10 Observations on the Potential for Dry Port Terminal

Developments in the United States

Bruce Lambert, Chad Miller, Libby Ogard and Ben Ritchey
12 Implementing Dedicated Areas for Foreign Trade in

the Santos Metropolitan Region:
The Brazilian Experience

Leo Tadeus Robles
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13

Index
Potential for Logistics Zones Development:

Chile as a Case Study
Erick Leal Matamala, Gabriel Prez Salas and
Ricardo J. Snchez
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List of Figures
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2.1 Transport performance by rail-based intermodal

transport in million tkm.
2.2 The Port of Gothenburg rail shuttle system as of
February 2011
2.3 Rail volumes (TEUs) to and from the Port of Gothenburg
2.4 The functional unit terminal
2.5 Intermodal transport of semi-trailers
2.6 Important factors related to intermodal terminal
development
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3.1
Different types of dryports
3.2 Mid-range and short-range dry port
3.3
Dry port functionalities
3.4 Necessary functions of the dry port
3.5
Potential expansion of functions towards a Dry port
3.6
Geographic location of the Southeast Drenthe region
3.7
Freight flows to/from SE Drenthe by commodity
3.8
Freight Modal split captive vs non-captive flows
3.9
Rail freight flows between IJmond/Rijnmond and
NE European hinterland in 2006
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4.1
Information flows in a maritimerailroad import operation54
4.2
Information flows in a roadrailmaritime export operation56
4.3 Standard messages proposal for import operations at
dry ports
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4.4 Standard messages proposal for export operations at
dry ports
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5.1 Schematic illustrating routing of Scotlands external trade
5.2
John G. Russell (Transport) Ltd rail services and
terminals 2011
5.3
John G Russell intermodal terminal, Coatbridge,
adjacent to the Freightliner terminal
5.4
John G Russell intermodal terminal, Hillington
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6.1 Logistics Performance Index, 2010

6.2
Distribution of clearance times at Port of Mombasa
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6.3 Chirundu border post crossing times, Zimbabwe into

Zambia, 2006/7
6.4 Time and cost distance for railway operations on the
NorthSouth Corridor, 2008
6.5 Time and cost distance for operations on the Ethio
Djibouti Corridor, 2010
6.6
Port of Dar es Salaam container dwell time 20002008
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7.1
Global trade has outpaced GDP growth
7.2
Global container trade, 19902020
7.3
World economy and trade
7.4
Indias share in world container traffic, million TEU
7.5
Indias % share in world container traffic
7.6 Important container handling ports in India, 200910
7.7
Share of container traffic in total traffic at major ports
7.8
Approvals by IMC for setting up of ICD/CFSs as of
31March 2010
7.9 CONCOR dry port network
7.10 CONCOR throughput
7.11
Asia now the global centre for cargo
7.12
Projected container trade, 20052015
7.13
Container traffic: All India vs West Coast
7.14 Numbers in parenthesis show percentage share in
total tonnage
7.15 IRs exclusive freight corridor
7.16
Proposed Investment Regions and Industrial Areas
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8.1 Relationship of Tangible cost and intangible cost

8.2 External threats for non-usage of Dry Ports
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9.1
Cargo flow in international container transportation
9.2 Scope of two regional development strategies
9.3 Comparison of conventional transport and dry port
concept
9.4 Change in throughput in the Liaoning port cluster
9.5 Change in container throughput shares in the
Liaoning port cluster
9.6
Dry ports layout
9.7 Container trains station layout
9.8
Brief flow chart of inland intermodal transportation
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10.1 Total US containerised trade activity in Twenty-foot

Equivalent Units
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List of Figures
Picture of double stock Container-On-Flat Car

(COFC) in the Chicago area
10.3
Picture of single Trailer-On-Flat Car configuration in
the Chicago area
10.4 Top 25 container ports in the United States, 2009
10.5 Tonnage on Trailer-on-Flat Car and Container-onFlat Car intermodal moves, 2006
10.6
The estimated interstate flows from its major
suppliers to BMWs greenville plant
10.7 Estimated daily highway congestion, 2007
10.8 Estimated daily congestion volume in the United
States in 2040
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12.1 Brazil: Santos Port location

12.2 RMBS Cities
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13.1 Research design
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11.1
Annual revenues at class I railroads in 2008
11.2 Map showing Alameda Corridor
11.3
Map showing the Alameda Corridor East project area
11.4 Map showing the Heartland Corridor route
11.5 Map of CSX National Gateway route
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List of Tables
3.1
3.2
3.3
Dry port advantages and disadvantages

Freight flows to/from SE Drenthe by commodity
Freight flows on corridors potentially passing SE
Drenthe by commodity
3.4 SWOT-analysis SE Drenthe dry port
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4.1 SMDG standard messages for maritime container

logistics and shipping planning
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6.1 Characteristics of selected dry ports in Sub-Saharan Africa 98

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8.1 Minimum wage scale in India

8.2 List of relevant Indian Minstries
8.3 Code of conduct for standardisation
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9.1
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7.1 Containers handled at Indian ports, 200001 to 200910

7.2
Total cargo and others at Indias major ports, 200910
7.3
CONCORs share in port traffic
7.4 Rail and road distances (km). Rail distances are
based on Railway Time Tables, road distances on
Indian Distance Guide
7.5
Container traffic at major ports: growth trends
7.6
Distant ICDs: JNPs prominent users
7.7
JNP: A high growth potential. JNPs traffic potential
7.8
Estimates of container traffic at JNP
7.9
Projected traffic growth on the western corridor,
trains per day with current axle load and single-stack
container operation
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GDP of central regions in 2009

Dalians container throughput via railsea
intermodal transportation
10.1 Elements that may be involved in a dry port operation

10.2 Recommended freight solutions to address the
movement of international cargoes on regional,
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11.1 Top ten US container ports in 2009

11.2
Weight of shipments by transportation mode, 2007
and 2040
12.1 Brazil, CLIAs and dry ports: Main characteristics of
operations
12.2
Firms considered as CLIAs by SRF during the PM
320/06 validity period
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13.1 Matching authors and variables shaping logistical

potential
13.2 Selected variables
13.3 Results of the econometric approach
13.4
Factor analysis for the market development variable
13.5
Statistical significance of distances
13.6 Clustering results
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Rickard Bergqvist,,PhD, is assistant professor in Logistics and Transport

Management at the Transport and Logistics Research Group, School of Business,
Economics and Law, University of Gothenburg.yHis key research areas are
maritime logistics, regional logistics, intermodal transportation, dry ports and
publi-private collaboration. His major works include over 20 refereed journal
articles, conference papers and book chapters related to intermodal transport,sdry
ports, economic modelling and publicprivate collaboration. His work has
appeared in the Journal of Transport Geography, Maritime Economics and
Logistics, Transport Reviews, World Review of Intermodal Transportation
Research, Journal of Interdisciplinary Economics, Transportation Planning
and Technology, International Journal of Logistics, Research and Applications,
Supply Chain Forum, Place Branding and Public Diplomacy and Mapping and
Image Science.
Jeroen Bozuwa (1965) joinedrEcorys (formerly NEI) after his study Transportation
and Logistics (withospecializations in operations research, freight transport
research, materials management, physical distributio, and business management)
at the Polytechnics of Tilburg. AtSEcorys he currently holds the position of
Principal Consultant. He haa wide experience in the field of freight transport and
logistics, with emphasis on the inland transport modes and intermodal transport.
His key experience is in the field of research into macroeconomic effects of trends
and policy measures related to freight transport, especially freight transport by
road, inland waterways and rail. Moreover, heshas been involved in (inter)national
corridor studies, modal shift studies, studies into efficiency improvements in
freight transport, freight logistics studies, impact assessments of policy measures
and evaluation studies. Jeroen haa professional experience of 20 years.
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Zheng Chan, is a PhD studentfin Transportation Management Colleg, at

Dalian Maritime University. She got her Bachelor of Engineeringnat Dalian
Maritime Universit, inf2008, majoring in Transportation (Ports Management
and Administratio.). She obtained her EngineeringeMasters with a majorfin
Transportation Planning and Management in 201d, focusing oe research on port
development and maritime economics. She published Research on development
of container sea-rail intermodal transportation in China in 2010 and VAR
model analysis on Panamax shipping markets fluctuation in 2009. She has
participated8in eight research projects, such as development planning for the
Shandong and Liaoningeprovinces; research on strategic development of the Dalian
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and Shandong Peninsula Northeast Asian international shipping centre; research on

container transport system in Shenzhen; research on the relation between rational
economy and the port of Shenzhen; research on the resource allocation of Port
Dalian (PDA) Co., Ltd. during theeprocess of regionalization, etc.
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Kevin Cullinane is Director of the Transport Research Institute and Professor

of International Logistics at Edinburgh Napier University. He was formerly
Chair in Marine Transport and Management at Newcastle University, Professor
and Head of the Department of Shipping and Transport Logistics at the Hong
Kong Polytechnic University, Head of the Centre for International Shipping and
Transport at Plymouth University, Senior Partner in his own transport consultancy
company and Research Fellow at the University of Oxford Transport Studies Unit.
He is a Fellow of the Chartered Institute of Logistics and Transport and Member
of the Nautical Institute. He has been a logistics adviser to the World Bank and
transport adviser to the governments of Scotland, Ireland, Hong Kong, Egypt,
Chile, Korea and theKUK. He holds an Honorary Professorship at the University of
Hong Kong and is a Visiting Professor in International Logistics at the University
of Gothenburg. He has published9nine books and over 160 refereed journal and
conference papers and is currently Project Head of the EU-funded Northern
Maritime University. Kevin is an Associate Editor of Transportation Research A:
Policy and Practice and the International Journal of Applied Logistics. He also sits
on the Editorial Boards of Maritime Economics and Logistics, Transport Reviews,
the International Journal of Logistics Management, the Journal of Logistics and
Sustainable Transport, the Annals of Maritime Studies, the Journal of Shipping
and Logistics and the Proceedings of IMechE Part M: Journal of Engineering for
the Maritime Environment. Kevins expertise has recently beendrecognized at UK
national level with his appointment to the Civil and Construction Engineering subpanel for REF 2014.
Raghu Daya. A former founding Managing Director of Container Corporation
of India (CONCOR), a Government of India undertaking for the development
of intermodal infrastructure in the country, and currently a Senior Fellow
at the Asian Institute of Transport Development, dealing with integrated
development and multimodal logistics, Raghu Dayal has had extensive exposure
to operational and commercial aspects of transport planning and operations,
integrated multimodal logistics. Senior policy-making assignments for promotion
ofscountries international trade and close interaction with international agencies
such as UNECAFE/UNESCAP and UNCTAD enabled him to acquire valuable
experiences in trade facilitation and infrastructure,oas well as planning for
investments across different sectors of the economy and their integration. He was
i- charge of Indias participation in World Expo at Montreal (Canada) as well as
Expo in Osaka (Japan) and set up the Indo-German Export Promotion project,
funded by the governments of Germany and India, that helped to facilitate trade
and investment between India and the European Union (especially Germany). He
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has been on Boards of Directors for a number oe companies in India, and is a

regular contributor to some of the leading newspapers and periodicals.
Salvador Furi is Director of Logistics at the Valenciaport Foundation. He is an
Industrial Engineer from the Polytechnic University of Valencia, MoS in Ports
Management and Intermodal Transport from the Comillas University (ICADE), and
holds a Diploma of Advanced Studies from the PhD program in Advanced Models
for Operations Management and Supply Chain Management at the Polytechnic
University of Valencia. He has participated in and directed many research,
consultancy and cooperation projects at national, European and international level.
These projectssall relatedhto container logistics, maritime, railway and intermodal
transport, trade facilitation, the planning and design of logistics platforms andhto
energy efficiency and environmental management. He has regularly taught and
collaborated with differentrMasters programs of the Universities of Valencia and
Castellon and the Polytechnic Universities of Valencia and Barcelona, and he has
participated in national and international congresses on transport and logistics.
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Johan Gille (1977) started working at NEI (nowadays Ecorys) in 2000 after
completing hisrMasters thesis at TNO on the cluster economics of inland shipping.
He holds an MSc in Science and Policy from Utrecht Universit.. Within Ecorys
Johanowas a project manager in the field of maritime and inland freight transport,
with a focus on competition and sustainability. Johan often assesses feasibility
of new transport services, mode shift or the construction of new infrastructure
or equipment. Moreover he is leading projects dealing with greening sectors and
raising sustainability levels throughout transport chains.
Dr Charles Kunaka is a Senior Trade Specialist with the International Trade
Department of the World Bank. He works mostly on trade facilitation and
logistics in developing countries, where he is involved in projects to improve the
performance of international trade corridors and logistics services. A significant
proportion of his work is in landlocked countries, which often face higher transport
costs than their coastal neighbours. More recently, Charles has been developing
measures to improve domestic logistics services in lagging regions within
developing countries. Such regions are often uncompetitive in regional and global
markets and suffer from the interplayfbetween low economic density and poor
logistics services. Before joining the World Bank Charles spent several years as a
senior officer at the Southern African Development Communit. (SADC). While at
SADC he led measures to harmonize transport policies across Southern Africa, so
as to create an integrated logistics market. Charles has published several papers on
transport in Sub-Saharan Africa.
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Bruce Lambert is the Executive Directo, at the Institute for Trade and
Transportation Studie. (ITTS). ITTS is a multistate research institution formed to
assist member states on understanding the relationship of infrastructure planning
and policy to changes in international and domestic freight traffic. Previously,
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M. Lambert served as a Senior Economist at the.US Army Corps of Engineers,

Institute of Water Resources. His work focused on developing economic data
and tools to examine the role of Corps investments on port facilities. He also
served as the Secretary to the.US Section of the International Navigation
Association (PIANC). While serving as PIANC Secretary, M. Lambert provided
technical assistance to Latin American ports and countries on matters related to
transportation improvements. Prior to joining the USACE, M. Lambert worked
at the Federal Highway Administration. While at FHWA, M. Lambert researched
the nature of freight movements to support national freight policy and planning
research. M. Lambert managed the Freight Analysis Framework study; the first
large-scale project to map and outline the underlying transportation flows of the
United States economy for national and regional policy research. M. Lambert also
worked at the Port of Long Beach, Standard andsPoors DRI (now IHS Global
Insight), and Louisiana State University.
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Erick Leal Matamala started his studies on maritime and port economics at the
Institute of Transport and Maritime Management ITMMA, University of Antwerp,
Belgium, where obtainedcan MSc in Transport and Maritime Economics during
2007. Currently,nhe is working on his.PhD thesis, developing a model whose main
interest is revealing the role of capabilities and knowledge on port development.
Other related fields of interest are logistic platforms and industrial organization with
focus on the West Coast South American Port Industry. All this work is being carried
out in close collaboration with United Nations Economic Commission for Latin
America and the Caribbean (UNECLAC), namely the Infrastructure Service Unit.
eMr Leals main affiliation isewith the Catholic University of Concepcin, Chile.
Jing L, is a professor, PhD supervisor and Dean of Transportation Management
Colleg, at Dalian Maritime University. He gotrhis Masters degree at Dongbei
University of Finance and Economics and did researchton maritime and logistics
management at Cardiff University as a visiting scholar. His researchgfields
include maritime planning andsmanagement; maritime economics andsfinance;
maritime technology economics andtprojects assessment andtmanagement.
He has published more than 120 papersnin domestic and overseas journals or
conferences,gnine of which are included in EI. He is the author of Engineering
Economic;, International Shipping Economics and Marke; and Research on
Shandong Peninsula Northeast Asia International Shipping Centec. He directed
or participated in more than 40 research projects for governments or enterprises.
He was grantedtthe First Class Award for Excellent Research Achievement by the
Liaoning Development and Reform Commission in 200, the May Day Labour
Awardfby Liaoning in 200, the Municipal Labour Model Award of Dalian in
200t, and the First Class Award for Excellent Teachers by Dalian City in 200c.
He isea member of IAM;, the Eastern Asia Society for Transportation Studie;,
the China Communications and Transportation Associatio;, the China University
Association of Sea Transportation Educatio; and the Dalian Logistics Associatioc.
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Chad R. Miller,.PhD, is an Assistant Professor in the University of Southern

Mississippi Department of Economic&and Workforce Development, and Assistant
Director of the Center for Logistics, Trade, and Transportation.
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Jason Monios is a Research Fellow with the Maritime Research Group at TRI
(the Transport Research Institute, Edinburgh Napier University, UK). His primary
research area is intermodal freight transport, with a specific interest in the relations
between ports and inland terminals in managing hinterland access. A particular
focus of his work is on the roles of government policy and planning, and he is
currently exploring the potential of institutional approaches in understanding
these connections. In the last two years he has conducted interviews at ports and
intermodal terminals throughout Europe and the United States, the results of which
are forthcoming in a number of journal papers and book chapters. Other recent
projects have included research into the viability of short sea shipping in Scotland
and a two-month consultancy post at UNCTAD. He has asMasters degree in
Transport Planning&and Engineering from Edinburgh Napier University, and he
is currently undertaking a PhD in Transport Geography, researching freight hub
development in Scotland. Jason also holds a PhD in English Literature from the
University of Sydney, Australia.
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Libby Ogard, President and Principal of Prime Focus LLd, spent 17 years with
Burlington Northern Railroad and Conrail and several years at Schneider National
Carriers, where she was Retail Division General Manager. Prime Focus LLC
was established in 2001 as a freight transportation consulting firm specializing
in economic analysis, freight transportation research, freight policy issues,
transportation facility feasibility studies and public outreach. She is actively
involvednwith the Transportation Research Foru, and the Transportation Research
Board, among other professional organizations.
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Gabriel Prez Salas is a Chilean Engineer with asMasters in Maritime and Port
Management. He works at Infrastructure Services Unit in UNECLAC, one of
the five regional commissions of the United Nations, in the strengthening of the
technical and institutional capacity of Latin American and Caribbean countries
to foster investment and management of infrastructure services with a view to
promote a sustainable development at regional, national and sub-national levels.
In particular, M. Perez works in the areas of logistics, land transport and intelligent
transport systems.
Ben J. Ritchey has 30 years of transportation consulting related experience,
primarily for the US Departments of Transportation (US DOT), Homeland
Security (US DHS), and Energy (US DOE), as well as in the transportation
industry. His professional experience ranges from a General Manager with profit/
loss responsibilities,tbusiness development with sales and strategy responsibilities,
and a President of a small non-profit research organization. He also has
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Congressional experience. He has served as Vice President/General Manager of

Battelles Transportation Division with a revenue of approximately $70 million/
year. Currently he is President of his firm, Acadia Group, LLC. M. Ritchey has
managed a multimillion-dollar indefinite delivery/indefinite quantity technical
support contract with the Federal Highway Administration (FHWA), US DOT.
He has managed a number of visible projects for the FHWA including Strategic
Multimodal Analysis, Multimodal Freight Analysis Framework, US DOT Truck
Size and Weight, Federal Highway Cost Allocation and several Ohio-based PPP
projects (i.,. Heartland Corridor).eHe also led several US DOE projects including
alternative fuels and hazardous material routing. M. Ritcheys transportation policy
experience includes serving as a former Chair of the Transportation Research
Boards (TRB) Freight Data Committee and Co-Chair of the Columbus Regional
Logistics Council, which serves the Columbus regional freight community. He
also sits on three advisory boards: The University of Michigan Trucking Advisory
Board, the North Carolina A&T Transit Advisory Board, and Franklin University
Supply Chain Advisory Board.
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Dr Leo Tadeu Robles, Brazilian, 63 years old,eis a graduate in Economics Sciences

(1971), a Master in Administration (1995) and has a PhD in Administration
(2001)ofrom So Paulo University.dHe is an invited professor onnpostgraduate
courses inoSo Paulo (SP) andoSo Luis (MA). At Santos Catholic University he
coordinated the International Logistics and Maritime Economics Studies Group
(NELIEMm), teaching in the postgraduate program in Business Management
andngraduate courses.lHe has professional experience in Private and Public
Administration, focused in Transportation and Logistics, as well as Planning
and Transport Projects Evaluation.hHis research interestsgfocus on International
Logistics, Maritime Economics, Business Administration, Environmental
Management and Foreign Trade issues.
Gavin Roser is the Managing Director of Pantrak Transportation Limited a
project management and consultancy firm dealing with all aspects of marine
transport, rail and road freight on a pan-European basis. He is also Deputy
Chairman andrco-founder of the Coastlink Shipping Network and a Director
of TruckTrain Knowhow Ltd, a joint venture developing new rail solutions for
the carriage of freight. Partner with nine European Universities in the Northern
Maritime University a 3-year European Interreg 1VB programme. Previous Board
appointmentshinclude the Denholm Shipping Group of Companies and Chairman
of a joint venture in the Falklands.sHe has worked on overseas assignments in Iran
and New Zealand, the latter involving thenprivatization of the National Shipping
Line.fHe has been in management for European Railsbusinesses (CP Ships)
and General Management positions with subsidiary of the BAA (subsequently
acquired by Securicor).rHe is a former Vice Consul for Norway in Glasgow.eMr
Roser has had extensive speaking engagements at European Transport Forum and
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is a member of Tactran Transport Partnership, appointed by Minister of Transport

Scotland from 2007to the present.
Kenneth Russell has over 27 years of transport experience within the Russell
Group. Having come through the ranks of the transport business, Kenneth has
a comprehensive knowledge of warehousing, distribution, rail freight operations
and logistics. Director for the development and marketing since 1995, Kenneth
has been instrumental in the design and structure of major supply chain logistic
contracts managed byea Scottish-based, privately-owned company which currently
employs in excess of 500 staff.
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Ricardo J. Snchez is an economist working at the United Nations Economic

Commission for Latin America and the Caribbean (UNECLAC).yHe isfcurrently
chief of the Infrastructure Services Unit, in charge of maritime, logistic and
port issues as well as transport infrastructure and regulatory matters. He is an
economist and has an MSc in Administration and Economics of Public Utilities
at the University of Paris X, France, and University Carlos III of Madrid, Spain.
Ricardo J. Snchez is an internationallydrecognized expert in shipping and port
economics, with special focus in Latin-American and Caribbean cases. He has
developed his professional career in more than 35 countries since 1983, mostly
related to transport and infrastructure. His main research interests are shipping and
port economics, including the maritime cycle, port devolution, national maritime
policies and industrial organization applied to shipping markets. Heshas more
than 100 publicationsgin the form of books, chapters in books, peer-reviewed
article, and working paperc. At the same time he isra member of the Council of
the International Association of Maritime Economists (IAME), and member of
the Port Performance Research Network (PPRN) and the Argentine Association
of Economists.
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xix
Vaibhav Shah is a chartered member of CharteredfInstitute of Logistics and

Transport (CILT), India. He has completed hisnpostgraduate from Shipping and
Transport College, Rotterdam,ethe Netherlands and also from the Institute of
Rail Transport in India. He has over 11 years of experience with Indiastfirst and
major-dry port operator CONCOR and has built up a wealth of experience as
specialist inrthe dry port sector. Terminal Planning and Development, Contract
Management, Operations, Tariff setting, Traffic Survey and feasibility studynare
among his areas of expertise. He has broad experience in various aspects of the
Container and Intermodal Transport Industry. He is involved in the planning of
newtdry ports, expansion, development ofsdry port terminals in Gujarat and is also
involved in the planning of Gujaratstfirst Multimodal Freight Logistics Park by
CONCOR, with much of his work using innovative and global thinking to produce
optimum output ofyfacilities. He has visited varioussports andslogistics centers
inethe Netherlands, Germany, Belgiu, and England, and has also visited France,
Italy and Scotland. Hencontributes to educating tomorrows Port and Logistics
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Managers at Gujarat University since 2006 and has also visited a few more
institutes, such as Ahmadabad Management Association, CEPT University, H.L.
College for Professional Education (HLCP,) and FuturesInnoversity, working in
Container and Intermodal Transport, Container Traffic Control, Port Development,
Terminal Management, Supply Chain Management.
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D. Gordon Wilmsmeier is Economic Affairs Officer at the United Nations

Economic Commission for Latin America and the Caribbean (UN-ECLAC).
Previously, he worked as Principal Research Fellow at the Transport Research
Institute (TRI) at Edinburgh Napier University. He holds a PhD in Economic
Geography from Osnabruck University, Germany. Gordon was involve in
the Interreg IVb North Sea Region projects: NMU (project leader), Dry port,
STRATMoS, FoodPort, LoPinod and MTC He has also led the 7th Framework
Programm project KnowME and has collaborated in various other 4th, 5th, 6th
and 7t framework projects He is an internationallydrecognized expert in maritime
transport and port development issues and has worked as consultant to UN-ECLAC,
UNCTAD, UN-OHRLLS, The World Bank, Andean Development Fund (CAF),
Inter-American Development Bank (IDB), UNDP,nOrganization of American
States (OAS), IIRSA, ProInversion, Peru, JIC and the Ministry of Econom in
El Salvador. Gordon has workednon projects in 20 of the 33 countries in Latin
America and the Caribbean over the las9 nine years. Since 2010, Gordonshas
been an invited lecturer at Gothenburg University, Bremen University of Applied
Sciences and the Instituto de Telecomunicaciones, Transporte y Puertos (ITT,),
Bogota, Colombia. He has published over 30 refereed journal articles and book
chapters as well as numerous reports and working papers. Gordon is a member
of the Council of the International Association of Maritime Economists (IAME)
since 2010 and an IAME member since 2002, as well as a member of the Port
Performance Research Network (PPRN) and PortEconomics.eu.
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Introduction:
A Global Perspective on Dry Ports

Rickard Bergqvist, Gordon Wilmsmeier and Kevin Cullinane
Background
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The importance of logistics increases as the economy becomes more and

more specialised and globalised. Changes in business environments such as
globalisation, production patterns, urbanisation and environmental awareness
further support this trend. Since production and logistics arrive at a consensus
where every individual product or module is produced in regions where the
comparative advantage is the greatest, there is an increased focus on hinterlands
and logistics. Traditionally, ports have been in the focus as logistic centres of
maritime logistics chains, but changes in production patterns are supported by
the development of the rapid transport of goods over long distances. As a result,
the relevance of port hinterland transport, high utilisation of transport resources
and infrastructure through the consolidation of goods flows and extending the
influence of ports in their hinterlands to increase their competitiveness has become
even more important. This development emphasises the connection between the
intra-regional transport systems and the larger inter-regional transport systems,
since this is where much of the consolidation of freight flow occurs.
From an environmental perspective, it is untenable to await direct solutions
based on significant technological breakthroughs in the field of alternative
energy sources or in increased engine performance. Therefore, other more
indirect measures are useful for improving transportation systems. The increased
utilisation of transportation resources, the coordination and consolidation of goods
flows and increased use of less environmentally damaging means of transport and
intermodal solutions are examples of such indirect measures which rest upon the
logic of collaboration in a regional setting.
Global container trade and, in particular, container ports are facing challenges
related to capacity expansion, environmental considerations, and community
restrictions. At the same time, freight transport and logistics functions are more and
more integrated into global supply chains. The challenges for the container trade
and liner shipping have moved inland from the sea, first to the ports and then to the
hinterland (cf. Notteboom 2002). The increased scale of ships puts more pressure
on ports as they must handle large volumes of load units during short periods
of time (Cullinane and Khanna 1999). Being able to effectively and efficiently
distribute the load units to and from the hinterland is crucial for overall efficiency
at the ports and, ultimately, for the whole supply chain (Cullinane and Khanna
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2000). As a consequence, costs and lead time are increasingly being generated in
the smaller routes, rather than in the arteries (Bergqvist and Woxenius 2011).
The use of high capacity transport modes, such as trains and barges, is one
measure to increase the capacity of hinterland transport. Both rail and inland
waterway present some advantages in terms of decreased environmental impact,
economies of scale, faster throughput in ports and less delay related to road
congestion. Maximising hinterland effectiveness and efficiency is a matter of
finding the optimal mix of transport modes and setups, rather than identifying a
single service or solution.
Improving the hinterland connectivity of ports has become more and more
important for addressing todays logistics challenges. The hinterlands of ports
have been able to expand due to containerisation in combination with intermodal
transport possibilities (Song 2003). As hinterlands expand, the hinterlands
of different ports naturally overlap and inter-port competition intensifies (cf.
Notteboom and Winkelmans 2001, Cullinane and Wilmsmeier 2011). This
intensified competition, in combination with the complexity of hinterland
transport and associated infrastructure and strategic transhipment nodes, have
made hinterland connectivity an essential part of a ports distinct value proposition
(Bergqvist 2011). The potential for more effective and efficient hinterland systems,
associated with better collaboration and coordination in the supply chain, gives
hinterland logistics and associated concepts, such as dry ports, an obvious role in
designing and managing global supply chains.
The development worldwide concerning dry ports (in their various forms,
functions and strategies) addresses many of the challenges facing contemporary
logistics and ports. The concept of a dry port is more often used in practice while
being given more scientific attention. In 1982, the UN first used the term to underline
the integration of services with different traffic modes under one contract (Beresford
and Dubey 1990). A dry port was defined as an inland terminal to and from which
shipping lines could issue their bills of lading (UNCTAD 1982). The concept has
evolved from merely focusing on the container segment to other market segments
as well, so that it is now more focussed on the services originally offered at the
port but moved inland (Woxenius and Bergqvist 2011, Cullinane and Wilmsmeier
2011). Parallel to the development of the concept in practice and theory, numerous
definitions have been developed (e.g., Rodrigue et al. 2010, Van den Bossche and
Gujar 2010, Cardebring and Warnecke 1995, Ng and Gujar 2009, UNESCAP 2006,
Roso et al. 2009, Jaremskis and Vasiliauskas 2007, Harrison et al. 2002, Leitner
and Harrison 2001, Walter and Poist 2003). Although alternative definitions do
exist, there seems to be a consensus on the importance of dry ports; potential dry
ports must improve cost-efficiency, environmental performance (e.g. congestion,
pollution, safety, health, and noise) and the logistics quality of hinterland logistics
(cf. Bergqvist and Woxenius 2011, Roso et al. 2009, Padilha and Ng 2011).
This book comprises a number of case studies and state-of-the-art examples
from measures taken in different parts of the world with varying economic, social,
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Introduction: A Global Perspective on Dry Ports
institutional and environmental realities that show the complexity and diverse
approaches to this phenomenon.
Dry Ports: A Global Phenomena with Local Characteristics
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The contributions in this book illustrate dry port applications in Europe, Africa,
Asia, and North America.
In Chapter 2, Rickard Bergqvist describes the development of hinterland
transport in Sweden and in particular the system of rail shuttles connected to
the Port of Gothenburg. This development has been possible due to a number of
reasons, deregulation being the most evident enabler. The development of new
intermodal terminals has been a prerequisite for the system of rail shuttles to
expand geographically and in this chapter a number of key factors related to the
development of dry ports are identified and described. The research concludes that
the existence of commitment and trust is crucial since the development process is
facing stress from many different sources.
The contribution by Bergqvist (2013) describes the remarkable journey within
some sub-segments of hinterland logistics and transport in Europe related to the
development of dry ports and freight villages.
There is an increasing interest in the concept of dry ports from policy makers and
logistics service providers; the case study by Gille and Bozuwa (2013), presented
in Chapter 3, provides an example of how potential dry port establishments can be
evaluated, analysed and assessed. The case study recognises the role of dry ports
as economic drivers within the regions in which they are located, by focussing
on the potential of a dry port development in the Southeast Drenthe region of the
Netherlands by defining three questions:
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1. Are sufficient volumes of freight being transported between main seaports

and the region, or passing along the region, to allow for multimodal freight
services concentrated in a dry port?
2. Are the required infrastructure and services in place?
3. How do stakeholders envisage the potential of a dry port in this region?
These questions illustrate the necessary components involved in dry port

development, i.e. material flows, infrastructure and stakeholders. Issues of
coordination, freight volumes and bundling are important aspects highlighted
by stakeholders. Furthermore, the regulatory and operational framework and the
behaviour and perspectives of stakeholders are identified as key development
factors (cf. Bergqvist 2013).
Connectivity regarding the relationship between the hinterland and the seaport
is a multifaceted issue. The concept relates to both the physical transportation
with associated extended services of the port, as well as the virtual connection
related to communication and information exchange. The virtual connection is
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often not given priority; however, much research concludes that this is an area
with great inefficiency and potential for improvement (cf. Furi 2013). In Chapter
4, Salvador Furi builds on the integration of maritime and rail operations. Special
attention is given to information integration and the role of Port Community
Systems. Furi develops a standard for computerising information exchange
between stakeholders and a pilot test involving the Madrid Dry port and the Port
of Valencia was carried out. The analysis identifies great potential and the pilots
confirmed significant benefits associated with a common standard for information
exchange. Benefits include service quality improvement and cost reductions
(operational and administrative costs) in maritime-rail operations in dry ports and
seaport terminals.
In Chapter 5, Gavin Roser, Kenneth Russel, Gordon Wilmsmeier and Jason
Monios emphasise the importance of a user perspective when planning infrastructure
development. The chapter provides insights from one of Scotlands most innovative
logistics service providers on the planning, location and utilisation of hinterland
intermodal terminals. The lack of low wagons in the UK is identified as a large
barrier for future rail-based intermodal transport growth. Current regulations and
government funding do not provide a solution to this problem and the lead-time can
be detrimental to the service development process. Better utilisation of resources and
better information for potential shippers can help in improving the competitiveness
and attractiveness of train services. In sum, major adverse impacts have been
observed from the current arrangements. The hinterland transport requirements of
Scottish trade flows have not been given the necessary attention, either in policy
or by the private sector, where a visionary mid- and long-term perspective is not
common.
Benefits associated with dry ports and related intermodal transport services
are often referred to within the context of large efficient hubs with modern and
high-capacity infrastructure. However, the benefits are often the greatest in areas
and markets with high trade/transaction costs. This is especially true for regions
such as Africa which also have a large number of landlocked countries (cf. Kunaka
2013). In Chapter 6, Charles Kunaka addresses the issue of high logistics and trade
costs and the role that dry ports may have in decreasing these trade barriers. The
author observes that previously, road, rail and port projects were often designed
and developed in isolation, rather than being designed as an integrated part of a
transport system. Today, more strategic and coherent approaches to logistics are
being adopted in many regions where port development is becoming more linked
to hinterland transport systems. For many regions in Africa, this should mean
more efficient access to global markets and should also facilitate intraregional
trade (cf. Kunaka 2013).
In Chapter 7, Ragdu Dayal describes the development of intermodal transport
in India by Indian Railways and its subsidiary Container Corporation of India
(CONCOR). An extensive countryside network of ICDs (inland container depots)
and CFSs (container freight stations), along with a comprehensive institutional
framework, have all been developed. Although a somewhat late-starter in
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developing the multimodal infrastructure, India has taken great strides in its steady
and sustainable growth, with a comprehensive framework of systems, procedures
and institutions already in place. The development and operation of dry ports
in the country provides new challenges to face. These challenges involve the
further penetration of hinterlands, along with the need to consolidate and coalesce
facilities which have mushroomed in some areas, simultaneously with the need to
expeditiously redress some practices which appear to distort the sector and have
the potential to debilitate the system.
In Chapter 8, Vaibhav Shah investigates the dynamics of price, cost and quality
of Indian dry ports. Due to improper planning, fiscal constraints, differences in
status, non-standardisation, and imbalanced portdry port integration, the author
identifies the need for government intervention to bring standardisation, better
quality of services and overall development of the sector. Once the standards are
achieved, operations will become more harmonised and best practices more easily
identified. The author asserts that better facilitation and a stringent regulatory
environment would support future growth, with the goal being to maintain a steady
and relatively competitive situation, with less focus on low pricing and more focus
on quality and efficiency at Indian dry ports.
In Chapter 9, Jing Lu and Zheng Chang introduce the status of dry port
development in China. Economic strategies which focus on a vast inland with
tremendous resources and great potential have triggered an enthusiasm for dry port
construction on the part of coastal ports in China. Port authorities have noticed that
conventional port competition has evolved into a competition between the supply
chains in which ports are involved. For seaports, a dry port can bring a ports
function forward in these supply chains, to an inland city for example, and can
provide efficient hinterland transport and access. It may also ease a ports demand
for land for expansion, by moving logistics activities to the city. At the same time,
for inland regions, the diverse functions that a dry port possesses may attract more
investment and promote the local economy. These are seen as great opportunities
to coordinate and balance Chinese economic development.
The empirical analysis uses Dalian as an example to introduce the characteristics,
modes of construction, and the cooperation strategies taken by coastal ports and
dry ports in the actual operational process in China. From the empirical analysis,
the authors suggest that port operators should have closer cooperation with local
government and should try to strengthen the relationship amongst other stakeholders
such as shipping companies, customs, and railway operators.
In Chapter 10, Bruce Lambert, Chad Miller, Libby Ogard and Ben Ritchey
provide a discussion of the role of dry ports in the United States, largely framing
the role of dry ports as one element in a broader transportation network. Roles
associated with the linkages between ports and hinterlands in the United States,
with a specific emphasis on railway linkages, are also presented. The chapter ends
with a discussion of the institutional challenges facing dry ports and opportunities
related to dry port development.
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In Chapter 11, Jason Monios and Bruce Lambert compare port hinterland access
strategies in the form of intermodal freight corridors connecting ports and inland
intermodal terminals. Detailed case studies of the Alameda Corridor, the Alameda
Corridor East, Norfolk Southerns Heartland Corridor and CSXs National
Gateway are presented in this chapter. The various projects represent corridors of
different sizes, objectives and challenges relating to stakeholder management. The
results indicate the importance of aligning stakeholder objectives with funding
sources and planning schedules. Of particular importance to the development
of hinterland access is recent US policy towards the provision of public funding
through discretionary funding programmes. These developments are discussed in
the context of US transport policy and the difficulties of government involvement
in a traditionally privately owned and operated rail industry.
In Chapter 12, Leo Tadeus Robles describes the development process
of dedicated areas for foreign trade in Brazil and, in particular, the Santos
Metropolitan region. From a Brazilian regulatory and policy perspective, foreign
trade is facilitated and enhanced in two dimensions. The first dimension concerns
logistics, focusing on location sites, infrastructure and overall connectivity. The
second dimension is based on legal regulations that are not necessarily related
to a specific site or location. The author concludes that it is important that the
various roles of dedicated areas are shared by Governmental Agencies in a vision
for enhancing foreign trade as part of a more general objective towards poverty
reduction, creating jobs and wealth generation opportunities open to all people.
In Chapter 13, Erick Leal Matamala, Gabriel Prez Salas and Ricardo J. Snchez
examine the potential for developing logistics zones in Chile. By analysing the
decisions of logistics operators regarding location selection, the authors are able
to identify the potential for developing logistics zones. The methodology is based
on an econometric model that contains variables influencing the location decision
process. Combined with a cluster analysis, 49 Chilean provinces are classified.
The results show that Santiago, Valparaso and Concepcin are the provinces with
the highest potential, with market characteristics and port infrastructure as the
main influences over this potential.
In fast growing economic regions, as described in Chapters 79 and 1213, dry
ports have evidently become a necessity for relieving the ever-increasing stress
experienced by seaports in dealing with rapid economic expansion (e.g., India
Dayal 2013, Shah 2013; China Lu and Chang 2013; Brazil Robles 2013; Chile
Leal Matamala et al. 2013). Limited space at container yards, stress on the road
infrastructure and congestion at the gates of the seaport are examples of effects that
increase the need for better hinterland connectivity and the development of dry ports.
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Conclusions
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The benefits associated with dry ports and intermodal transport usually fall within 43
the categories of cost-efficiency, environmental performance and logistics quality 44
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(Bergqvist; 2013). As the benefits are enjoyed by many stakeholders, the interest
in the concept of dry ports is multifaceted. Public actors and decision-makers
often associate the dry port concept with improved competitiveness of local and
regional businesses, increased attractiveness of the region and sustainable logistics
development (Bergqvist 2008). As a result, the development of dry ports is often
a process involving public actors, often in partnership with private actors, i.e.
publicprivate partnerships (Bergqvist 2008). The involvement of public actors
raises some interesting issues related to the institutional framework. Tendering,
concession agreements, independency of terminal operations, transparency,
ownership, responsibilities and roles are examples of difficult aspects that need
to be considered in every dry port development process (Bergqvist 2013). Case
studies suggest that these issues look quite similar regionally (e.g. in Europe)
as well as globally, but are addressed in many different ways (cf. Shah 2011,
Bergqvist 2013, Roser et al. 2013).
Publicprivate partnerships have the potential to balance the development
process of dry ports by accounting for objectives and benefits from both a private
and public perspective. The partnership may with great advantage utilise the
characteristics and benefits of the different actors, e.g. the private actors closeness
to the market and the public actors access to infrastructure investment funds
and long-term perspectives, to name a few. The issue of aligning the different
time-perspectives of different actors and aligning them with the funding sources
and planning schedules is an important part of a successful development process
(Monios and Lambert 2013, Bergqvist 2008).
In order to cope with these challenges and aspects, a number of key factors
have been identified, e.g. local enthusiasm, formal arrangements and operational
framework (Bergqvist 2013), PPP, information exchange (Furi 2013), port
connectivity (Kunaka 2013), aligning stakeholder objectives with funding sources
and planning schedules (Monios and Lambert 2013).
The concept of dry ports is continuously developing and new generations of dry
ports continue to emerge, with an increasing number of sophisticated services being
offered (Kunaka 2013, Gille and Bozuwa 2013, Bergqvist 2013). The increasing
number of dry ports and the interest in collaboration and exploring the market
opportunities for intermodal transport have led to an increasing interest in, and pressure
on, the interconnection between nodes (i.e. particularly with respect to railways) and
overall transport efficiency and capacity (Kunaka 2013, Bergqvist 2013).
The dry port concept has already generated great benefits globally and has
been proven to provide logistics efficiency, low environmental impact and high
logistics quality. Regional and local transport policies and infrastructure plans
need to consider and address the contemporary challenges associated with the
development of intermodal transport in general and dry ports in particular. On
this basis, the best incentives for developing effective, efficient and sustainable
transport systems can be identified. However, within this context, it is important to
recognise that dry ports are a global phenomenon with local characteristics.
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Acknowledgements
The authors would like to express their gratitude to the Interreg IVb North Sea
Region Programme who financed, in part, the Dry Port Conference in Edinburgh
and the book as part of the Dry Port Project (cf. www.dryport.org).
References
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Publishing Limited.
Gille, J. and Bozuwa, J. 2013. Dry Ports: A Concept or a Reality for Southeast
Drenthe?, in Dry Ports: A Global Perspective, edited by R. Bergqvist, G.
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Harrison, R., McCray, J.P., Henk, R. and Prozzi, J. 2002. Inland Port Transportation:
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Farnham: Ashgate Publishing Limited.
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Zones Development: Chile as a Case Study, in Dry Ports: A Global Perspective,
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Part I
Europe
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Chapter 2
Hinterland Transport in Sweden:

The Context of Intermodal Terminals
and Dry Ports
Rickard Bergqvist
2.1 Introduction
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Because of the environmental impact of heavy road transport and the absence
of direct technical solutions, it is of the utmost importance that alternative and
indirect solutions are identified. One such possibility is the transfer of freight to
more sustainable modes of transport. Intermodal freight transport, building on the
connection of two or more modes where high-capacity transport modes are used
for the majority of the journey is one enabler of model shift. Intermodal transport
has enjoyed a growing interest from academia, industry, and the public sector
in general and policy-makers in particular. Parallel to improved cost-efficiency,
growing market segments, and increased general interest in intermodal transport,
more focus has been put on the development of inland terminals for handling and
transshipment of load units.
It is not an easy or quick process to design and establish intermodal terminals.
As this chapter illustrates, developing intermodal terminals is especially complex
if regional governments, such as municipalities, manage the process.
This chapter aims to increase knowledge and understanding of the development
process associated with dry ports and intermodal terminals in the context of
Swedish conditions and hinterland logistics. Furthermore, this chapter tries to
identify key factors and actors in the development process of intermodal terminals
and describe how these interact and affect the process. The chapter also aims to
identify and describe the trends and development related to the hinterland road
rail intermodal transport segment.
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2.2 The Development of RoadRail Intermodal Transport in Sweden

The volume of the intermodal transport market in Sweden has been fairly steady
until 2000, when the development of the Scandinavian port shuttles system started
and volumes increased (see Figure 2.1).
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Source: Trafikanalys 2010
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Figure 2.1 Transport performance by rail-based intermodal transport in

million tkm.
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Figure 2.1 indicates a substantial increase in both traffic with domestic

destinations (Domestic) and cross-border traffic (International). The Scandinavian
rail shuttle system related to Port of Gothenburg is defined as Domestic traffic.
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2.3 Hinterland Transport in Sweden
The development of dry ports and associated rail shuttles in Scandinavia has been
remarkable during the last decade. The central components in the system are the Port
of Gothenburg and 26 hinterland rail shuttles to 23 different destinations and dry
ports in Scandinavia. Some eleven different rail operators exist in the system (Port of
Gothenburg 2011b), an impressive number given that the rail sector in Sweden started
its deregulation in 1988. Each shuttle has a frequency of at least three departures per
week in each direction. The most frequent one supports the retailer HandMs central
warehouse in Eskilstuna, and operates about 14 times a week in each direction.
Most shuttles serve distant dry ports of 200 or more kilometres and conform to
traditional hinterland transport. However, there are an increasing amount of shuttles
serving much shorter distances, traditionally operated by road. The shortest shuttle
runs a distance of about ten kilometres within the city of Gothenburg. In general,
independent terminal operators manage the inland terminals, especially the large
ones, while local logistics service providers generally operate the small terminals.
The system of shuttles and dry ports handled about 360,000 20-foot equivalent
units (TEUs) in 2009 and has a turnover of about 60 million annually (Bergqvist
2009). The container rail shuttle system handled about 40 per cent of all containers
to and from the Port of Gothenburg.
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Hinterland Transport in Sweden
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40 Figure 2.2 The Port of Gothenburg rail shuttle system as of February 2011
41 Source: Port of Gothenburg 2011b
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Figure 2.3 Rail volumes (TEUs) to and from the Port of Gothenburg
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Source: Port of Gothenburg 2011b
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In total, the system of rail shuttles employs about 400 people and decreases
transportation cost by up to ten per cent compared to the direct road alternative
(Bergqvist 2009). About 51,000t of carbon dioxide (CO2) are saved every year as
compared to the amount used by direct road (Port of Gothenburg 2011a). Recent
developments include the introduction of a five-level grading system of the inland
terminals that illustrates the scope and scale of offered services at the terminals.
Around the time of the millennium, the board of directors at the Port of Gothenburg
decided to implement a strategy with the goal that half of the growth in the hinterland
container segment should be carried by rail. The achievements related to the rail
shuttle system have exceeded the expectations and goals and have gained market
shares at a rapid pace. The rail shuttle system has achieved a remarkable annual
growth over the last eight to nine years and displayed stability during the economic
recession in 20092010. However, most of the development has occurred during a
period of substantial growth in the general segment of container liner shipping.
Despite its impressive development, there are numerous factors and barriers
that hinder future growth. Some of these factors can be described as critical
success factors at different levels of the hinterland transportation system, e.g., at
the port, the links, the terminals or related to framework issues such as regulation
and planning processes. The next section describes the most common factors and
in what aspects they are critical for hinterland transport development in general
and the development of dry ports and terminals in particular.
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2.4
Key Factors related to Intermodal Terminal Development
This section is based on case studies and research related to the hinterland
transport system in Scandinavia (e.g. Bergqvist 2009; Bergqvist 2008b; Bergqvist,
Falkemark et al. 2008; Bergqvist, Falkemark et al. 2007; Bergqvist 2008a;
Bergqvist 2007; Roso 2006). The section starts out by analyzing the issue of
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necessary market potential for the establishment of intermodal terminals and railbased hinterland transport services.
2.4.1
Market Potential
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The market base and profitability of potential intermodal transport services are
obviously the most important factors for developing inland terminals and associated
traffic. They usually also speed up the development process by creating an intense
pressure on decision-makers, and at the same time it is easier to secure necessary
investments and funds. The largest momentum occurs if there is a parallel process
associated with a large logistics-related business establishment in the area, such as
a large distribution centre.
With high profitability, stakeholders have clear incentives to start the operational
phase as soon as possible to maximize profits and not pass up the opportunity.
Various forms of public support can improve/facilitate business profitability.The
need for this support is greatest when there is a collective of small-scale users
that must be induced to act and collaborate in order to provide a critical mass for
operations. There is always a risk that a deadlock may occur in which players are
waiting for someone else to invest and act, the advantages of being an early-mover
are small with few given necessary investments and risks. In such cases, different
forms of subsidies may facilitate the development process. The most common type
of subsidy is related to the terminal lease or fee. Usually, a variable contract is
issued where the terminal operator pays a fee per lift of a container or load unit.
This setup must be regarded as a form of subsidy since a newly developed terminal
has no or little volume of load units at the start. From an infrastructure owners
perspective, especially a municipality, this is managed by defining a very optimistic
forecast of future volumes to be handled at the terminal. From a market perspective,
this setup more or less eliminates all form of risk associated with the investments
in the terminal for the terminal operator, which means that it has to be regarded as
a subsidy. One way of avoiding subsidizing the terminal operator, if desired by the
infrastructure owner, would be to have fixed lower and upper fees combined with
differentiated handling-based fees, however, such options are rarely exercised.
All terminal developments in Sweden have been based on market potential
estimations and analyses, and these are the platform for discussion and negotiation
with the Swedish Transport Administration. In the end, the market potential
determines whether or not the investments are judged to be socioeconomically
positive and thus eligible for possible co-financing from the Transport
Administration of up to about 30 per cent of the total cost. There is an analysis
made by the Transport Administration of what extent the market potential
is reasonable but the analysis as such has to be financed by the initiator and
investor. However, since many of the terminals are developed in areas where there
is no existing intermodal rail-based traffic, it is difficult to identify reasonable and
realistic medium- and long-term potentials. A more recent problem relates to the
situation where new terminals are being developed within each others catchments
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Local Enthusiast: Patience and Long-term Commitment
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2.4.2
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areas, however, each terminal might take volumes from other terminals catchment
areas into account in their estimations as it is very difficult to determine where the
competitive interfaces are. This issue is especially complicated as there might be
several local development processes in a region.
When discussing the problem of excessive densification of intermodal terminals
and dry ports it is important to recognize how diverse the markets for terminals
are. First and foremost we have a situation where competition, ownership,
operation structures, openness, and transparency generate a market demand for
more terminals, even if cargo can be handled with existing terminal capacity.This
is an important factor that all stakeholders must be aware of when assessing the
conditions in which terminals are operating. Another aspect is that there is a
general lack of differentiation between terminals. Today, many terminals focus
on handling containers. There is a great opportunity to differentiate themselves
from other carriers, reefers, biofuels, general cargo, port destinations, international
transport, customs clearance, etc. (cf. Bergqvist 2009).
Discussions of terminal density can be expanded to also include various
supportive alternative terminal operations where there are strong synergies e.g.,
efficient use of railway infrastructure, space, handling equipment, and personnel.
Today, we can see that several regions with intermodal terminals have attracted
the establishment of other types of terminal segments, such as wood chips,
logs, sawn wood, and biomass. The result of such an establishment is an overall
increased efficiency to all terminals in that area. One reason for this trend is that a
competitive location of a rail terminal can be applied to multiple segments and that
there is a clear synergy between the terminal operations in the different segments.
The presence of a local entrepreneur or enthusiast is an important and necessary

factor for a successful development of a terminal since the process is often longlasting and turbulent. In a Swedish context, this enthusiast is usually found at
a business development function within the public sector (Bergqvist, Woxenius
et al. 2010). Based on all the contingencies and situations that may arise in a
development process, continuity and sustainability of key actors are incredibly
important and fundamental.
There are numerous aspects that can contribute to friction and problems in
the development process and without committed individuals the probability
of a successful implementation and operation is limited. A public enthusiast
is important in order to maintain a robust development process by good
communication with politicians and local decision-makers. Since the development
process of intermodal terminals usually lasts over several years, political elections
may lead to periods where political decision-making is difficult and sometimes
impossible. The presence of enthusiasts is hence an extremely important resource
for the development of intermodal terminals. This is particularly evident for small
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intermodal terminals in the absence of a distinct private investor and project 1

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manager that is common for major infrastructure projects.
One way of decreasing the reliance on individuals and local enthusiasts is interaction 3
and collaboration with other individuals and actors. In many cases, there is a strong 4
local expertise in the private and public sector related to the needs and challenges of 5
the regional logistics system. To establish a close and continuous cooperation between 6
the private and public sectors, the local/regional university may play an important 7
role in adding a neutral platform for collaboration where analyses can be initiated and 8
discussed in an academic framework. Collaboration with academics may also lead to a 9
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stronger long-term perspective and focus on knowledge creation and exchange.
2.4.3 Financiers
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Financing and funding are other major factors in the development process.
Besides the level of funding, the number of funders can have a big influence on the
collaborative environment. If the involved financiers have different time horizons
and rationality in their actions, it risks slowing down the development process.
In several Swedish projects, it has been noticeable that public actors such as the
Swedish Transport Administration and municipalities have different views on the
commercial conditions for terminal operations and how fast investments should be
paid off. The experience and the familiarity with working with large infrastructure
projects with very long duration and strong regional ties is an important and
desirable feature of the financiers so they have an understanding of this complexity.
2.4.4 Localization
A conflict between municipalities on the location of a terminal is a common

factor that significantly delays and hinders the establishment and development
process. The competition between municipalities is connected to the fact that
terminals generally have a larger catchment area than its municipal boundary. An
establishment by one municipality generally implies that a future establishment
might be very difficult for its neighbouring municipalities in the foreseeable future.
At first sight, such a conflict may be perceived as irrational, however, given the
long-term implications; it is natural for neighbouring municipalities to be cautious
since it may affect the business attractiveness of that region and its different industry
clusters. Looking at the conflict from a public decision-makers perspective, and
the fact that the individuals holding political offices have the responsibility to
ensure and develop the efficiency of a municipalitys transportation systems, it is
easy to understand the behaviour. The municipality and the larger regions best
interests should coincide in the long term, but there are incentives in the short
term that may cause individuals to act and behave differently. The most noticeable
disturbance is the presence of an election. The feeling of giving away job
opportunities in a potential terminal establishment to a nearby municipality can be
seen as a negative and weak characteristic to voters. The longer the time period to
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the next election, the harder it is to pursue this strategy successfully. This aspect 1
is important to recognize when planning for key decision points so that the timing 2
3
does not expose the process to stress that could be avoided or reduced.
2.4.5
The Swedish Transport Administration
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This section attempts to illustrate the views and perspectives related to intermodal
terminals of the Swedish Transport Administration. The Transport Administration
emphasizes that regional inland terminals are important to facilities future
growth of rail freight (cf. Banverket 2010). The Transport Administration has also
recognized the importance of local presence and good cooperation between public
and private actors to ensure a sustainable and efficient transport system.
One of the Transport Administrations key focuses is the availability of
intermodal terminals, which means that they should be open and accessible for all
or at least many actors in the transportation system. This means:
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The concept of availability involves the stimulation of broad geographical

coverage, transparency, simple predictable decision-making and competitive
neutrality in relation to railway operators. Regional initiatives are important for
development (translated from Banverket 2010, p. 9).
Some important prerequisites for the establishment of regional intermodal terminals

mentioned in research and by the Transport Administration are (Banverket 2010;
Bergqvist, Woxenius et al. 2010):
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Location at large production and consumption areas

Locations which form natural start and end points of goods flows that are
linked to major international transport routes
Should be strategically located in relation to goods flows (intersections of
main goods flows, etc.)
Should be located where it is easy to switch between transport modes and
redistribute flows
Terminal geographic location should allow for efficient train production
and attractive lead-times
The terminals shall be open to the market
The terminal operators activities should be transparent to the infrastructure
owners and preferably separated from other activities
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The Transport Administration has developed strategies related to the

development of regional intermodal terminals (Banverket 2010):
To increase diversity and thus sharpen transportation concepts and costeffectiveness, all Transport Administrations facilities and other business
establishments in which the Transport Administration are co-financiers
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have the restriction to always be open to all railway operators on

competitively neutral terms. This should, if necessary, be agreed upon in
special cooperation agreements.
Sub-strategy:
All new terminals will be designed according to The functional unit
terminal and the Transport Administration will establish a plan for
redesign of older terminals, under this definition.
Regional initiatives should be identified.
As part of this strategy, the Transport Administration made some observations

related to the effective transfer points and logistics parks development:
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By the urbanization taking place, the need for transshipment points near
metropolitan areas increases. Logistics parks represent a regional labour
political factor. The Transport Administration will be active throughout the
planning process around such installations and secure availability of land.
Rail is efficient for transportation of large volumes over medium and long
distances. This applies to costs, environmental impact, and safety. The
Transport Administration should concentrate their efforts on technical
development, investments, and maintenance related to the major goods
flows and to those nodes that are competitive in the long term.
Principle layout of a functional rail terminal, developed by the Transport
Administration:
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Figure 2.4 The functional unit terminal
Source: Banverket 2010
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With the functional unit Terminal, the Transport Administration refers to:
Terminal
Handling surfaces
Load equipment cranes, forklifts, etc.
Connecting roads
Loading tracks, tracks for temporary parking
Buildings
Transfer Yard
Remote controlled with electrified tracks
The transfer yard should have the following characteristics according to the
Transport Administration:
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Yard where groups of wagons can be collected and returned with the effort
of only the engine crew
Remote controlled from the central train control
Electrified if the connecting line is electrified
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As far as tendering, ownership, and organization, the Transport Administration

has no ambitions to operate cargo terminals themselves (Banverket 2010).
Investments in intermodal terminals are based on a three-level categorization
of intermodal nodes in which the Transport Administration may invest more in the
higher level than the other two. Regional intermodal terminals with limited flows
belong to the lowest level. However, it is possible for terminals to switch between
categories / levels if their circumstances change (Banverket 2010).
The Transport Administration has the following restrictions on ownership and
contracting:
The Transport Administration intends to sign contracts with the infrastructure
managers and property owners for access rights and control over terminals
The Transport Administration requires terminal performance based on their
sector responsibility:
Openness
Competitive neutrality
Availability
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The reason for these requirements or preferences is that they help to open up
the transport system to more actors and strengthen the competitiveness of rail
transport and rail-based intermodal transport.
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2.4.6
Efficient Rail Production
Its easy to forget the importance of efficient rail production when discussing
terminal establishment as many of the actors involved in the early stages of the
development process often have limited technical experience and knowledge of rail
transport and terminal design. Listed below are a number of important aspects that
should be considered and analyzed in order to access the efficiency of the achieved
rail production related to the terminal operations and associated logistics park:
Efficient Terminal Operations
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2.4.7
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Location in relation to superior infrastructure. It is very important to know

the limitations, conditions, and opportunities of the infrastructure to which
the terminal is connected
Marshalling. It is important that the terminal and nearby rail infrastructure
enables efficient switching/marshalling and prevents unnecessary movements
Slopes in the area and connecting tracks. This aspect affects the capacity,
productivity, and investment needs
Management of wastewater in the area
Electrification of the tracks and terminal
Signalling systems connected to the terminal and the need for switches, etc.
Like the efficiency of rail operations, there are a number of important aspects
related to the design and layout of the terminal itself, which strongly affect the
efficiency of the terminal operations:
Paving. The most common surface is asphalt. The disadvantages of asphalt
are the more expensive maintenance costs and shorter technical lifetime
than concrete stones. Another aspect is that it contributes to increased wear
and tear of truck tires, which increases the cost of the terminal operation
In order not to limit the terminals capacity too much, it is important to
have separated entry and exit lanes and plenty of space in relation to the
movements and circulation of trucks
Another important aspect is the outlet for refrigerated containers/trailers
that might benefit from coordinated planning and placement of the
terminals lighting and lighting poles
It is a clear advantage for the logistics park if all the streets in the park and
the connection to the terminal are classified as internal streets. This enables
more efficient road haulage as longer vehicles can operate on the roads
A well-functioning security perimeter around the terminal will improve
security and prevent damages, theft, and vandalism. The planning of
neighbouring fences and buildings con contribute to this protection while
the need for investment in perimeter security is reduced
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2.4.8
Independence, Transparency and Openness
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Similar to the observations by the Transport Administration, clear ownership and

dependencies related to terminals are important for long-term credibility and a
functioning transport system.It can be problematic if the terminal operators have
direct and specific interests in certain transport flows, as this can affect how the
market views the terminals transparency and the way the operator conducts its
business. Although equal treatment with respect to quality and price is guaranteed,
there may be commercial and informational barriers that limit competition.
Municipalities often finance terminals, which in itself is not problematic;
however, it is an issue when municipalities are involved in the direct terminal
operations through part-ownership in the terminal operating company. It is
especially problematic if the terminal operating partnership does not work under
normal profitability requirements. An additional challenge lies in transparency and
the relationship between the municipalities as infrastructure owners if they are
also part owners of the terminal operating company.
For the terminal operations, tendering is preferred as it allows for transparency
through its public process and the specific conditions. Another advantage is that
the terminal owner can continuously monitor these conditions and deviations,
and as the ultimate measure, cancel the contract or choose other remedies. These
opportunities are very difficult to realize if the terminal operator has possessory
rights to the terminal in a lease agreement or similar. One extreme of this should
be that the municipality is forced to buy out its fellow shareholders or tenant in
order to achieve the change the municipality wants to implement.
The Transport Administration is another important actor in this context
that often finances up to one third of the infrastructure needed related to the
rail connection of the regional intermodal terminal. As described earlier, the
Transport Administration sets standards of independence and transparency, but
the wording is quite vague and unclear. From the perspective of the Transport
Administration, there is a very limited degree of monitoring and reporting related
to the demands put forward in the cooperative agreement once operations start. An
overall risk of terminals that are not considered independent and transparent is the
market believes that there is a need for more terminals, which can lead to overestablishment of terminals and diseconomies of scale.
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2.4.9
Tendering and Agreements
Today, many infrastructure owners, such as the municipalities in Ume and

Falkping and the state-owned company Jernhusen choose to procure terminal
operations by tendering. The interest from the market has been great. The
tendering procedures and tendering documents have required better frameworks
to be developed related to risk, service, contract periods, contract options, leases,
marketing of the area, etc. Traditionally, the operation of many terminals was
given to the actor who first reported interest. Perhaps the most important element
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of these tendering processes is that the infrastructure owner is presented with new
ideas as the bidders present their quotes and concepts. The aspect of tendering
has increased the level and pace of innovation within the segment of terminal
operations and logistics park activities and services.
2.5
Current Trends and Challenges
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Despite its historical development and good geographical coverage of the

hinterland transport system connected to the Port of Gothenburg, the system
still has possibilities to develop new segments. The segment of semi-trailers is a
possibility that could substantially increase the volumes in the Scandinavian rail
shuttle system. The semi-trailer segment poses some significant challenges since it
is very different from containers in many aspects (Woxenius and Bergqvist 2011).
A market-share of about 20 per cent for the semi-trailer segment could increase the
volumes of the rail shuttle system by about 100 per cent (Bergqvist 2009).
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Figure 2.5
Intermodal transport of semi-trailers
Source: Photo Fredrik Brthel
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Currently, almost all dry ports and rail shuttles in the Scandinavian rail shuttle
system have the same single idea of transporting containers to and from the Port
of Gothenburg. There are great possibilities for differentiation and specialization
related to the segments of semi-trailers, swap-bodies, bulk, stripping and stuffing,
reefers, express goods, specific industries (e.g., furniture, groceries), etc. Other
noteworthy possibilities now starting to emerge include the interest by other
sectors such as biofuel, round timber, etc.
2.6 Conclusions
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Terminals in Sweden are traditionally a local and regional matter, which generates
local attention and interest. They contribute to local support by decision-makers
and acceptance that can facilitate modal shift from road to rail. However, there
are also a number of important factors related to this observation. A very common
example is the emergence of conflict at the regional and local level, e.g., several
neighbouring municipalities want to establish an intermodal terminal in a market
that normally supports one. When such conflicts appear, there is a need for an
actor/authority that can take greater responsibility for the overall logistical
efficiency. A weak commitment and lack of initiative in these matters could delay
the development of the hinterland transport system.
The factors and issues addressed in this chapter related to the terminal
development process are illustrated in Figure 2.6. All factors are of course
interconnected; however, the links in the figure illustrate the strongest relationships.
From an evolutionary perspective, these linkages are especially interesting, as the
strength of these relationships constitutes the development process and ultimately
the efficiency of the terminal and related intermodal transportation.
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Figure 2.6
Important factors related to intermodal terminal development
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Regional intermodal terminals and dry ports have an important role in ensuring
a competitive and sustainable Scandinavian transport system in the future. The
most important prerequisites for the future development of intermodal transport are
capacity at the endpoints and the intermediate infrastructure. Herein lies both the
investment and expansion of new infrastructure and changed priorities within the
existing infrastructure. Related to the development of regional intermodal terminals
and dry ports and sometimes adjacent logistics parks, is the importance to recognize
the need for a continuous process of creativity, innovation, and competence.
2.7 Acknowledgements
2.8 References
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The author would like to thank all the interviewees who contributed with their
time and provided valuable input to the research. The research was conducted with
financial support from the Interreg IVb North Sea Region-funded Dryport project
(cf. www.dryport.org).
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Banverket. 2010. Inriktning fr godstransporternas utveckling. v. BVStrat 1003,

Samhlle och planering.
Bergqvist, R. 2007. Studies in Regional Logistics: The Context of Public
Private Collaboration and RoadRail Intermodality. Logistics and Transport
Economics, Department of Business Administration. Gteborg: BAS.
Bergqvist, R. 2008a. Organisatoriska processer vid etablering av kund- och
agentinitierade intermodala transportsystem, in Nya aspekter p intermodala
transportkedjor: Tre frstudier, edited by A. Jensen, Gteborg, SIR-C Rapport.
Bergqvist, R. 2008b. Realizing Logistics Opportunities in a PublicPrivate
Collaborative Setting: The Story of Skaraborg, Transport Reviews, 28(2), 219237.
Bergqvist, R. 2009. Hamnpendlarnas betydelse fr det Skandinaviska logistiksystemet,
Handelshgskolan vid Gteborgs universitet. Gteborg: BAS
Bergqvist, R., Falkemark, G. and Woxenius, J. 2008. Establishing Intermodal
Terminals. Nectar Logistics and Freight cluster meeting, Delft 27/28 March 2008.
Bergqvist, R., Falkemark, G. and Woxenius, J. 2007. Etablering av kombiterminaler,
Meddelande 124. Gteborg: Department of Logistics and Transportation,
Chalmers University of Technology.
Bergqvist, R., Woxenius, J. and Falkemark, G. 2010. Establishing Intermodal
Terminals, World Review of Intermodal Transportation Research, 3(3), 285302.
Port of Gothenburg 2011a. Clear Environmental Gains from the Port of Gothenburg
Rail Investment. Available at: http://www.portgot.se/prod/hamnen/ghab/
dalis2b.nsf/vyPublicerade/93D1590B47738CD7C1257505003702D1?OpenD
ocument [Accessed 2011.02.08].
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Port of Gothenburg 2011b. Rail Services May 2011. Gothenburg: Port of Gteborg
AB.
Roso, V. 2006. Emergence and Significance of Dry Ports. Division of Logistics and
Transportation. Gteborg, Sweden, Chalmers University of Technology: 43.
Trafikanalys 2010. Bantrafik 2009. Trafikverket
Woxenius, J. and Bergqvist, R. 2011. Hinterland Transport by Rail: Comparing the
Scandinavian Conditions for Maritime Containers and Semi-trailers, Journal
of Transport Geography, forthcoming.
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Chapter 3
Dry Ports:
A Concept or a Reality for Southeast Drenthe?
Johan Gille and Jeroen Bozuwa
3.1 Introduction
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The concept of a dry port has been receiving substantial attention over the past
years, both from researchers/academics, policy makers and logistics operators
(Roso and Lumsden 2010, Rodrigue et al. 2010, Harmsen 2010). Especially,
the latter have been seeking to improve the efficiency of transport chains and
making most efficient use of the available space in seaports and in hinterland sites.
However, it appears that the term dry port is sometimes misused, becoming a
marketing instrument rather than a clearly defined concept that is implemented.
The purpose of this chapter is to outline the various definitions and
functionalities of dry ports, and to show the consequences if these are applied to
the case of Southeast (SE) Drenthe. Firstly, an overview of definitions and visions
made in various studies is presented. Secondly, relevant services at a dry port
are described, and the expected contribution to economic development and to
regional transport policy objectives of such facility is presented. Finally, using
Southeast Drenthe as a case study, the consequences of implementing a dry port
are discussed in a regional economic context.
This work builds on a study conducted on behalf of the municipalities of
Emmen and Coevorden and the Province of Drenthe as preparation for their work
under the Interreg IVB project Dryport (Ecorys 2009).
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3.2
Definition of a Dry Port
This section will look into definitions used, types of existing dry ports and the
relevance of distance.
Over the past years, several articles have been published addressing the dry
port concept (Roso and Lumsden 2010, Rodrigue et al 2010, Van den Bossche
and Gujar 2010, Frost 2010). Often the definition is subject to discussion and
various outcomes have been found. For example Roso and Lumsden (2010) and
Frost (2010) specify a dry port as an inland intermodal terminal that is connected
directly to seaport(s) with high capacity transport means, frequently rail, so that
customers can drop off/pick up their units as if directly to a seaport.
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30
Roso and Lumsden (2010) evaluate several dry ports around the world but limit
their study to those having railway connections. Another study by Rodrigue et al.
(2010) uses the term of inland port rather than dry port, as they consider this term
more appropriate, although they admit that variations are also based on a certain
level of semantics. For example the term dry might suggest that inland terminals
serviced by barges are excluded. Furthermore the question raised is whether a dry
port or inland port is an inland freight hub or merely a regional distribution centre. In
their view, three factors are of importance: containerisation, a dedicated link between
seaport and dry port, and massification. FDT (2007) use a broader definition for a
dry port, including also the services that are typically provided in the seaport (e.g.
customs clearance, container maintenance and repair, empty depot):
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A dry port is a port situated in the hinterland servicing an industrial/commercial

region connected with one or several ports by rail-, road- or inland water transport
and is offering specialised services between the dry port and the overseas
destinations. Normally the dry port is container and multimodal oriented and has all
logistic services and facilities needed for shipping and forwarding agents in a port.
For our case study, the following factors are relevant:
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1. The existence of a clear link in terms of freight flows with one or more
seaports,
2. A basic level of integration of logistics, customs and IT services;
3. Multimodal access;
4. Provision of services to the industrial/commercial region in which the dry
port located,
5. Optional, a function as an inland hub for long distance multimodal transport.
Before discussing the objectives of a dry port, some basic characteristics of
different types of dryports are explained (see Figure 3.1):
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Figure 3.1
Different types of dryports
Source: FDT 2007, NTU (www.ntu.eu)
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Dry Ports: A Concept or a Reality for Southeast Drenthe?
A single dry port servicing one seaport;

A single dry port servicing multiple seaports;
Multiple dryports servicing the same seaport.
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Dryports can be distant, at mid-range or at short-range to seaports (FDT 2007).

As mid-range and short-range dryports are close to the seaport and transport
distances are relatively small, inbound and outbound flows are mostly handled
by road transport. Distant dryports are located further in the hinterland, so the
transport distance between the seaport and the dry port is much larger. Inland
shipping and rail become more competitive on these longer transport distances.
One could argue whether the short-range and mid-range categories are to be called
dryports when the main transport mode between the seaport and the dry port is
provided by road transport rather than higher capacity transport modes like rail
or barge, as some definitions require (Roso and Lumsden 2010). However, the
definition chosen here does not differentiate distance, thus leaving this possibility
open. In the context of the Dutch geography and transportation network, we
estimate that short-distance dryports are located within about 50 kms from the
seaport, mid-range dryports at 50150 km and distant dryports located beyond
this distance. In the Netherlands, the planned container facility at Alblasserdam
may qualify as a short range dry port and Rodrigue et al. (2010) would consider
this a satellite, although they define Venlo to be a satellite at a distance of 160 km
from Rotterdam while Southeast Drenthe would fall into the category of distant
dryports category. The same applies to for instance Kisarawe, serving as a dry port
to Dar Es Salaam alleviating the seaport from road congestion (Ecorys 2011).
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Figure 3.2 Mid-range and short-range dry port
Source: Dryport 2009
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FDT (2007) has investigated advantages and disadvantages of dryports in the

different distance categories (see table below). The study concludes that all three
types of dryports increase inland accessibility, strengthen multi-modal solutions,
avoid traffic bottlenecks and reduce pollution.
Close dry port
Middle range dry port
Distant dry port
Transit activity dominant
High volume customers

Rail link between seaport
Rail link between seaport
Region attracts industries

Reduction of pollution
Increased intermodal
Acquiring new hinterland
Location level
Decongestion of the city

Infrastructure
level
Reduction of road

Transport level
access
transportation
maintenance cost
Increase of rail
maintenance cost
Reduction of cost for road
infrastructure development
Increase of cost for rail
infrastructure development
Light reduction activity
transportation
Logistical level

Increased inland access

and city distribution

Invitation for the use of
intermodal solutions
Customers
viewpoint
Raise of costs at the

Source: FDT 2007
beginning
Decrease of costs in the
long run
Reception of units closer
to their own geographical
location
of the seaport in
consideration
transportation
Reduction of road
Reduction of road
maintenance cost (in case

of pay roads, reduction of
profits)
Increase of rail
maintenance cost
maintenance cost (in case

of pay roads, reduction of
profits)
Increase of rail
maintenance cost
Reduction activity for road Light reduction activity

carriers from/to seaports
Reduction of congestion
and waiting time for units

Decrease of transport costs
Coordination with rail

passenger traffic

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for road carriers from/to

seaports
and waiting time for
transport operators
Increase of transit time
Increase of handlings
and market
and market
in the seaport
There is a need due to the
lack of space at the seaport
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Conditions
Dry port advantages and disadvantages
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Table 3.1
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for road carriers from/to

seaports
and waiting time for units
Decrease of transport costs
Coordination with rail
passenger traffic

Decrease of costs

Possibility to choose
Easy access to seaport

Decrease of costs
Slight increase of transit
Decrease of costs
Easy access to seaport
Decrease of costs
Increase of transit time
time
between ports
(or decrease depending

on the country of interest,
on its road infrastructure
quality level, and on
distance to cover
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3.3 Services Provided in a Dry Port
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Discussions among policy makers on dryports mainly deal with the steps to be
taken to transform basic inland transhipment points into areas where more services
are offered (SNN 2004, Horst 2008, Ecorys 2009). Conventional inland terminals
provide the transhipment of goods between modes as a basic service. Following the
definition chosen here, full-service dryports include many other functions such as
storage, consolidation, depot storage of empty containers, container maintenance
and repair and custom clearance. This list is neither exhaustive nor does each dry
port require all of these services to be available, as long as all logistic services and
facilities needed for shipping and forwarding agents are in place (Ecorys 2009).
Another factor of relevance for becoming a dry port is the so-called extended
gate principle (Visser et al. 2009). This implies that the gates of the seaport are
extended into the inland and that the shipper or forwarder sees the dry port as an
adequate interface towards the seaport and the maritime shipping lines. This not
only means that similar services are in place as are offered in seaports, but also
that there is a seamless integration of these services and especially of information
exchange between the dry port and the seaport(s) to which it connects.
By creating an extended gate at inland terminals, containers can be
transhipped directly by rail or barge from the seaport terminals to and from the
hinterland. In the extended gate concept, containers are moved directly from
the sea-going vessel to and from the inland terminal under the responsibility and
customs license of the seaport terminal operator. After clearing customs at the
inland terminal the containers are transported by truck, barge or train to their final
destination. Export boxes can also be delivered at the inland terminal and are,
at that moment, virtually loaded on board of the sea-going vessel, thanks to the
proper ICT-connections. This co-operation enables the inland terminal to utilise
the capacity at the marine terminal in the most efficient way and diminishes the
pressure on motorway capacity. The inland terminals are in constant contact with
the terminals in the seaport. The issuing and processing of orders, invoicing and
customer reporting all takes place directly from the computer system of the seaport
operator.
According to the Interreg IVB North Sea Dryport project, a dry port should
provide the following layers of services (Dryport 2009):
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Intermodal transport and handling of goods;

Information handling;
Load unit handling;
Customs;
Logistics services.
These five layers can be seen in order of development level, the lowest being the
transhipment of goods itself, with extra complexity added for each subsequent
layer (i.e. handling of information and so on) (see Figure 3.3).
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Figure 3.3
Dry port functionalities
Source: Interreg IVB North Sea project Dryport.
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FDT (2007) developed a structured questionnaire in order to evaluate the

importance of the dry port functions. The responses from the 69 participants
revealed that from the respondents perspective dryports should offer the same
functions as a seaport, in order to have a competitive advantage (Figure 3.4).
From the point of view of seaport container terminal managers, a returning
issue is the repositioning of empty containers (Frost 2010). An important way
to improve the efficiency of container transport using dryports is to cooperate
with seaports in a system that uses the dry port capacity for repositioning empty
containers. In the Netherlands it is considered that barge operators and terminals, if
given the right information regarding regional transport patterns and having their
own network covering (part of) the country are able to get empty containers to the
right place at relatively low cost (Ecorys 2009). Shipping companies often do not
have a good insight in the merchant haulage equipment flows of their containers
due to the fact that in merchant haulage, the shipper uses a forwarder to organise the
transport compared to the carrier haulage streams where the container shipping
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Figure 3.4
Necessary functions of the dry port (Scale 1= not important,

5=very important)
Source: FDT 2007, NTU (www.ntu.eu)
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company organises the landside transport himself and the forwarder in turn uses 1
a transport company for the transport. As a result the container shipping companies 2
do not always know the whereabouts of their containers. In the Netherlands/ 3
Western Europe the Flemish Institute for Logistics (VIL 2005) assessed that the 4
greatest part of the hinterland transport comprises of merchant haulage streams. In 5
the case of Southeast Drenthe this would mean that a dry port development could 6
improve the efficiency of container transport to/from the main seaports if they 7
would participate in a system for the repositioning of empty containers between 8
inland terminals (SIKZNEB 2005). Based on current haulage flows, these inland 9
terminals would comprise rail and inland water terminals in both The Netherlands 10
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and in Niedersachsen, Germany.
3.4 Added Value of a Dry Port to the Local Economy
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FDT (2007) discusses how the potential development of an inland intermodal facility
into a dry port can lead to an increased economic development in the adjacent area.
By expanding available services at an inland multimodal terminal, related services
could develop from the dry port and thus create added value in the region; thus
giving positive economic impact in the region where the dry port is located.
Figure 3.5 shows an example of some different levels of service functions
that can develop when establishing a dry port (the two inner circles indicate the
minimum level of services which should be available at a dry port according to the
UN report, 2006). The figure shows the potential expansion of service functions as
a result of the evolution of an inland multimodal terminal into a dry port or of the
development of a dry port from scratch.
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Figure 3.5
Potential expansion of functions towards a Dry port
Source: UN 2006
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36
Examples of this development can be found in Venlo, Germany, where a

significant number of traders is located adjacent to a large cluster of the greenhouse
sector, contributing to additional freight flows through the existing dry port. Here
as elsewhere, it may be a question of what must come first. A dry port can be a
trigger to attract other economic activities, yet a minimum volume of cargo flows
must already be available to make the principle investment in a dry port sound and
feasible. In summary, dryports can:
3.5
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act as freight storage and distribution centres for the international market
(if customs services are in place inland customs clearance posts)
be used to cut import costs and improve the management delivery times
and production processes.
help to reduce the pressure saturated and high costs locations (e.g. for
storage of empty containers).
Contribution to Achieving (EU) Transport Policy Objectives
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All dry port definitions have in common that they are based on a seaport being
directly connected with an inland intermodal terminal (the dry port), where goods
in intermodal loading units can be turned in as if directly to the seaport. Between
the seaport and the dryports relatively large amounts of goods in intermodal loading
units can be shipped as if the terminal was positioned directly at the seaport. From
the point of view of modal shift policies, dryports offer a potential by aligning
large freight volumes on a single corridor between the seaport and the dry port.
If the volume is sufficient, a shift from road to more energy efficient and less
environmental harmful transport modes becomes feasible. .In addition a dry port
can relieve adjacent seaport roads as well as seaport cities from congestion caused
by port related road transport flows, making goods handling more efficient and
facilitating improved logistics solutions for shippers in the seaports hinterland.
According to Roso and Lumsden (2010) this is the least recognised advantage of
a dry port, but from the perspective of the seaports it may be a crucial condition
when considering their involvement in dry port development. On the other hand
a dry port mainly servicing a seaport to solve its congestion problem may be
vulnerable to market fluctuations. Rodrigue et al. (2010) mention that in the case
of declining traffic or capacity expansion at the seaport, the seaport terminal may
recapture the activities performed at the satellite dry port.
From interviews held with stakeholders in Southeast Drenthe and other parts
of the Netherlands we conclude that strengthening multi-modal solutions and
avoiding traffic bottlenecks are the most important dry port advantages (Ecorys
2009). The urgency is furthermore emphasised by the fact that the share of road
transport has increased over the past years and, if this trend continues, will cause
increased congestion problems in the future.
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3.6
Case Study: Southeast Drenthe
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Can the dry port concept, as presented in the previous section, be realised in
the region of Southeast Drenthe, in the Netherlands? This region, with the two
main economic centres: Emmen and Coevorden, is located in the northeast of the
Netherlands, along the transport corridor between the seaports of Amsterdam and
Rotterdam, and Northern Germany/Scandinavia (see Figure 3.6). The latter already
has a large logistics park available including a multimodal container terminal.
Both Emmens and Coevordens industrial areas are accessible by highway and
rail. Additionally, Coevorden has access to inland the inland waterway network,
albeit with a limited capacity (CEMT-II, allowing vessels up to 600 tonnes). A
pilot using vessels of 36 TEU on the canal was carried out in 2009 (Schuttevaer
2009). The Coevorden logistics park comprises international rail access to the
German railway network via the Bentheimer Eisenbahn.
In order to assess the potential of SE Drenthe to evolve into a dry port, the case
study addresses the following questions:
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Are the volumes of freight being transported between main seaports and
the region, or passing along the region, sufficient to allow for multimodal
freight services concentrated in a dry port?
Are the required infrastructure and services in place?
How do stakeholders envisage the potential of a dry port in this region?
The answers to these questions provide conclusions on what actions are to be
taken regionally for the dry port to be able to evolve.
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Figure 3.6
Geographic location of the Southeast Drenthe region
Source: Ecorys 2009
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3.6.1
Freight Flows
First we have assessed the freight volumes potentially relevant for a dry port in SE
Drenthe from various perspectives, notably:
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3.6.1.1 Freight flows to/from Emmen/Coevorden
Freight flows from major Dutch seaports to the region and vice versa, as
well as freight flows between the region and major German North Sea
seaports.
Freight flows from major seaports to international hinterland destinations
beyond SE Drenthe which may be routed via a hub in this region, as well
as vice versa flow from German North Sea seaports to the Northern Dutch
hinterland beyond SE Drenthe.
The following table shows the captive volumes of freight by commodity group
and transport mode that are shipped to and from the region.
Freight flows to/from SE Drenthe by commodity (*1000t)
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Table 3.2
Road
Chemicals
Containers
Dry bulk
IWT
160
11
324
187
6.651
62
330
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Liquid bulk
Rail
2.214
General cargo
Total
4.455
13.974
352
77
Source: Ecorys 2009
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Freight flows to/from the region are dominated by road. Within road transport,
the volumes are primarily dry bulk (48 per cent of all captive road transport). In
rail, the container segment is largest at 53 per cent, followed by chemicals at 45
per cent. Inland Water Transport (IWT) mainly concerns dry bulk (81 per cent).
However, only about one million tonnes is transported between the region and
Dutch seaports, while the majority has origins/destinations elsewhere within the
Netherlands.
Statistical data on rail freight in the Netherlands are less geographically
detailed than for road. Current data on rail freight to or from SE Drenthe indicate
that practically all rail freight (see Table 3.2) is shipped to/from the Rotterdam
Rijnmond area, which is logical given the currently operated rail services to/from
the trimodal Euroterminal Coevorden.
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The volume of barge transport to/from the SE Drenthe region itself is very 1
small and originates from various parts of the country as well as from Germany, 2
3
though it is hardly related to origins in seaports.
Freight flows to the region originating in Germany and vice versa have also 4
been analysed. Regarding destinations within Drenthe, German statistics do not 5
give a detailed breakdown, but only provide total volumes, amounting to about 6
2.2mt (2007 data). Less than one per cent of this originates from German seaports. 7
Overall it can be concluded that some 16mt are transported to/from the region 8
by the three modes under study. However, only a minor part of these flows is 9
originating in or destined for seaports. Nevertheless a logistics service centre (dry 10
port) may be able to capture part of these flows, thus not limiting its activities to 11
12
seaport connected cargoes only.
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Figure 3.7
Freight flows to/from SE Drenthe by commodity (*1000t)1
Source: Ecorys 2009
3.6.1.2 Freight flows on corridors along the region

Other potential freight flows are related to cargo that does not have its origin or
destination in the region, but are in transit along corridors that pass the region,
1 It is noted that freight flow data is presented in tonnes. In container transport, often
the unit TEU is also used (20-foot equivalent Unit). However, as statistical data on freight
flow origins and destinations is provided in tonnes, and as we also include non-containerised
flows (dry and liquid bulk, general cargo), the analysis is performed in tonnes.
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and thus might be handled between modes at a dry port located strategically along
these corridors. For a dry port it will be more difficult to intercept part of these
flows than it will be to capture flows destined for its own region. On the other hand
these flows are potentially relevant if the dry port is to develop as a hub serving
long distance corridors. The analysis has considered corridors in two directions:
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Eastbound: from Dutch seaports Rotterdam and Amsterdam to the Northern

German, Scandinavian and Eastern European hinterland;
Westbound: from German North Sea ports to the Northern Netherlands.
A problem in analysing the origindestination (OD) data for international
destinations was that Dutch statistics only provide foreign destinations at
country level. This implies that also destinations e.g. in Southern Germany
are included in the analysis, although most likely they will not be served
through a Northern Dutch dry port. Only for inland waterway transport
(IWT) a more detailed breakdown of German destinations at the level of
Bundeslnder was available.
Table 3.3
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As in the previous section the analysis was made for three modes. The following
table gives the breakdown of transported volumes by mode and commodity type.
Freight flows on corridors potentially passing SE Drenthe by
commodity (*1000t)
Road
Containers
Dry bulk
Liquid bulk
General cargo
Total
Rail
IWT
1.150
580
326
4.096
604
739
11.621
1.343
60
22
294
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Chemicals
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4.860
1.573
322
10.905
14.400
2.285
Source: Ecorys 2009
The mix of commodities transported on corridors potentially passing SE Drenthe

differs from that of captive cargoes (having its origin or destination in the region).
For road transport, containers and general cargo dominate, with 38 per cent and 45
per cent respectively. In both rail and IWT, the dominant commodity is dry bulk.
Clearly, the modal split for non-captive flows (e.g. flows on corridors along the
region) is more balanced than for the captive flows. The modal split of non-captive
flows is in favour of rail (53 per cent) and road (38 per cent), leaving some nine per
cent for IWT. For captive flows we can observe that road transport is dominating
(see Figure 3.8).
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Freight Modal split captive vs non-captive flows
Source: Ecorys 2009
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Figure 3.8
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The OD analysis has shown that the volumes decrease as distance from Dutch seaports
increases. By way of example Germany generates 96 per cent of the road flows, while
the Scandinavian countries cover the remaining four per cent. Volumes to Poland
and Russia are negligible. In rail, this is even more pronounced, with Germany
being responsible for 99 per cent of the volumes. In difference to road transport, not
Scandinavia but Poland is the second most important destination, albeit at a marginal
one per cent of total volumes (2008 data). Figure 3.9 shows results for rail transport.
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Figure 3.9
Rail freight flows between IJmond/Rijnmond and NE

European hinterland in 2006
Source: Ecorys 2009
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For inland waterways, Dutch statistics are more detailed and present German
destinations by Bundesland. In the analysis we have included the Northern
German Bundeslnder as well as all Bundeslnder in the Eastern part of Germany.
Volumes by IWT from Rotterdam/Amsterdam to Northern and Eastern Europe are
rather modest with 2.3mt. This is 100 per cent related to Germany, with only very
marginal volumes to other northeastern European countries. Within Germany,
(Western) Niedersachsen is the most important region, followed by SachsenAnhalt. This applies for both directions.
Vice versa, flows from the German seaports to regions in the Netherlands
are relatively small (0.2mt from Hamburg, 0.7mt from Bremen), but from landbased sources in Northern Germany, more than 10mt are being transported to the
Netherlands, mainly to the central and southern parts. The dry port SE Drenthe is
centrally located on this broad corridor, and might be able to serve part of these
flows. However, as freight flows are scattered, and freight is deliver mainly by
road (88 per cent), it will be rather difficult to attract these.
For the non-captive freight flows, it can be concluded that sea ports are
important source regions. Hinterland destinations can be rather scattered, although
it is clear that the nearby German Bundeslnder are the most important regions.
This provides an attractive basis for a dry port in Southeast Drenthe.
Total non-captive volumes transported along the corridors that were analysed
amount to some 27mt. It must be noted that this includes road and rail freight to all
German destinations from all parts of the Netherlands Therefore the actual potential
for a Southeast Drenthe dry port will be significantly lower than this volume.
The Dutch Ministry of Transport assumes that by 2020 freight transport in
the northern region of The Netherlands will have increased by 48 per cent (SNN
2004). According to SNN (2004) the strongest increase will take place in road (49
per cent) and inland waterway transport (60 per cent).
The perspective of freight flows shows a good potential for developing a dry
port in SE Drenthe. About 1mt of freight is already being transported between
seaports and the region itself, with a tenfold volume already transiting the region
on its way between seaports and longer distance destinations.
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3.6.2
Infrastructure and Services
This section elaborates on the aspects of necessary services and infrastructure

development for a dry port.
3.6.2.1 Infrastructure
In order to develop a dry port, good multimodal infrastructure should be in place.
This can be evaluated objectively, but also shippers should be asked about their views
with regard to their needs. Our analysis identified that the perception among industry
is that the waterway access to Coevorden is insufficient with CEMT-II (600t), despite
the fact that pilots have shown that feasible container shipping is possible.
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3.6.2.2 Services
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With regards to rail, an asset of the region is its direct border crossing
connection (the Bentheimer Eisenbahn). At the same time several other rail and
IWT hubs in the region may be competing for cargo with Southeast Drenthe (e.g.
Veendam, Meppel).
The road network giving access to the region can be considered as good;
especially the recent upgrading of the A37 has improved the EastWest connection
(RandstadZwolleEmmen/CoevordenBremenHamburg and Scandinavia).
Plans upgrading the road transport network within the region are under
consideration. Interviews with regional industry stakeholders (shippers, logistic
service providers) revealed that they widely appreciate the high accessibility for
road transport in the region and low level of congestion.
Coordination between shippers and transport companies is required to ensure
consolidation of freight volumes, in order to create sufficient demand to establish
a dry port. As there are several other logistics hubs located in the north of the
Netherlands (Meppel for IWT, Veendam for rail), some coordination between
terminals may also be necessary to avoid segmentation.
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The availability of know-how on customs procedures is believed to be an important

potential asset for the region. It is generally acknowledged by the interviewees that
there is a shortage of highly trained and experienced experts in the field of custom
procedures.
Furthermore, local stakeholders believe that the presence of logistics expertise
in the region (business and research) should be more widely promoted. In this
respect the presence of Stenden University is seen as a contributing factor to
expand knowledge on logistics. Remarkably, stakeholders perceive that there is
no structural cooperation on specific research questions, innovative pilot projects
or other multi-annual research programmes.
Finally, shippers consider the price and quality of service as generally more
important than the location of the supplier. The most important quality criterion is the
reliability of transport services, which is perceived even more important than speed.
Interviewed shippers and logistic service providers argued that (the possibility for)
offering high frequent services is a good strategy to increase reliability; particularly
in combination with using multimodal transport connections.
One interesting comment raised by companies interviewed was that they do not
often look across the border beyond the Europark for providing logistics services.
The amount of service providers on the German site of the border appears to be
limited, which could offer an opportunity for Dutch logistic service providers to
serve shippers on the German side of the border via Emmen-Coevorden.
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3.6.3
Stakeholder Views
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Any development requiring participation of private stakeholders cannot be

successful if they are not supporting it. Implementing a dry port clearly is such
a development, requiring commitment of service suppliers, shippers as well as
all relevant authorities. Interviews with stakeholders from both the EmmenCoevorden region and from within the ports of Rotterdam and Amsterdam revealed
that unanimity in opinion irrespective of the geographic location of stakeholders.
First of all, stakeholders indicated the need for a substantial cargo volume to make
multimodal services feasible. In order to develop as a logistic hub or hot spot it is vital
that sufficient mass of transport flows, particularly for rail and IWT are generated in
the region. This means that according to stakeholders the use of inland waterway
transport as an attractive option the inland port of Coevorden should be accessible for
ships with a minimum loading capacity of approximately 1,200 tonnes.
Secondly, beyond volume a certain frequency of services, connecting the
region to other hubs is required. This is especially relevant for rail connections.
For operating frequent rail services (according to stakeholders) a minimum of 23
services per month are needed. Joining forces between Emmen and Coevorden
would be a strong case to create the required volumes. Interestingly, current
frequencies are higher than 2/3 times per month, which indicates that apparently
some stakeholders are not aware of the actual market situation. Stakeholders
though emphasised the availability of cross-border rail connections.
Thirdly, coordination is required to bundle freight flows. Such coordination
demands a very good understanding of the shippers varying logistic chains
and between potential transhipment centres (Emmen, Coevorden, Meppel, and
Veendam). The presence of logistic service providers in Emmen-Coevorden,
operating from different terminals can help to expand the network and coordinate
freight flows in order to generate sufficient volumes.
Fourthly, stakeholders mention close cooperation with seaports such as the
concept of extended gates used by ECT. ECT operates (or participates in)
inland terminals with multimodal facilities (rail, barge) in Venlo (in the southeast
of the Netherlands, near the German border), Duisburg-DeCeTe (Germany)
and Willebroek (Belgium) and recently started a co-operation with CTVrede Steinweg in Amsterdam and Moerdijk. Concerns about shareholder influence may
not be necessary, as can be seen by the example of RSC which is owned by DB,
but acts as an independent company.
Finally, shippers need to be convinced to use the dry port rather than arrange
their own transport. When trying to bundle regional freight flows logistics operators
require good knowledge of the freight flows of companies (shippers) operating in
the region. Companies have very specific demands that can be hard to meet. For
larger companies in the region (e.g. Teijin and DSM) combining freight flows with
those of other companies might not be attractive as they are of sufficient scale to
demand their dedicated services and the combining these with others might only
add additional risks to the logistics chain.
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3.6.4
Recommendations for SE Drenthe Dry Port Development
On the basis of the freight flows analysis, the review of availability and quality
of infrastructure and services as well as opinions of interviewed stakeholders, the
following SWOT analysis has been constructed.
Table 3.4 SWOT-analysis SE Drenthe dry port
Weaknesses
Available space
Good rail and road accessibility
Direct border-crossing rail connection
Not along main EastWest corridors

Lack of high-skilled labour
IWT accessibility is poor
Low capacity on rail-link between port of
(Bentheimer Eisenbahn)
Tri-modal terminal site

Not congested
Strengths
Rotterdam and Coevorden/Meppel
Rail track length at Europark is limited in

length
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Opportunities
Threats
regions
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Develop IWT (including terminal equipment) Competition from nearby terminals

Bundling of flows (especially SME)
Increase of scale, especially regards IWT
Modal shift to rail/IWT
Cooperation with seaports both in NL and GE
Use of operators that are also active in other
Promote as modal shift point in green
corridor
Source: Ecorys 2009
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Discussions and further evaluation of the SWOT with about 50 regional

stakeholders delivered the following six recommendations to further develop the
idea d implementing the dry port concept in Emmen-Coevorden:
1. Develop an integral vision and action programme on the desired logistic
development/ ambitions;
2. Establish commitment and cooperation of the main stakeholders in the
region;
3. Appoint a coordinator to organise and monitor this development and
coordinate actions;
4. Promote the dry port among potential shippers, transport operators and all
stakeholders;
5. Strengthen the relation with other dryports and seaports;
6. Develop the required (knowledge and physical) infrastructure.
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3.7 Conclusions
3.8 References
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Multiple definitions of the dry port concept exist, ranging from mere marketing of
inland terminals to full-fledged operations covering all services at the same level
as seaports. The differences in understanding are also shown in discussions with
stakeholders in the case of SE Drenthe.
For the further development of a dry port in SE Drenthe, the stakeholders
in the region will need to clearly define which services and infrastructure they
want to integrate into the dry port concept. Coordination between shippers and
transport suppliers is needed as well as between the Emmen/Coevorden site and
other freight hubs in the region. Also it must be acknowledged that the region is
not located along major WestEast corridors (Rhine, Betuweroute) and will need
to target other flows. Despite these reservations, the analysis has shown that the
volumes identified are still substantial.
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Bossche, M. van den and Gujar, G. 2010. Competition, Excess Capacity and
Pricing of Dry Ports in India: Some Policy Implications. Journal of Shipping
and Transport Logistics, 2(2), 151167.
Dryport 2009. What is Dryport?. Available at: http://www.dryport.org [accessed
29 March 2011].
Ecorys 2009. Dryport Southeast Drenthe: Strengthening the Logistic Hub.
Rotterdam.
Ecorys 2010. Landelijke Markt en Capaciteits Analyse (LMCA) binnenhavens.
Rotterdam.
Ecorys 2011. Pre-feasibility Study, Review of PPP Options and Optimum Option
for Establishment of the Kisarawe Freight Station. Rotterdam, February 2011.
FDT 2007. Feasibility Study on the Network Operation of Hinterland Hubs
(Dryport Concept) to Improve and Modernise Ports Connections to the
Hinterland and to Improve Networking. Aalborg.
Frost, J.D. 2010. The Close Dry Port Concept and the Canadian Context.
Rodrigue, J.P., Debrie, J., Fremont, A. and Gouvernal, E. 2010. Functions and
Actors of Inland Ports: European and North American Dynamics. Journal of
HHLA and POLZUG 2010. Intermodal Inaugurate High-Performance Hinterland
Terminal in Poland, Tuesday 6 July 2010, http://www.maritime-executive.
com/pressrelease/ hhla-and-polzug-intermodal-inaugurate-high-performancehinterland-terminal-poland-2010-07-06/ [accessed 29 March 2011].
Horst, M.R. van der and de Langen, P.W. 2008. Coordination in Hinterland
Transport Chains: A Major Challenge for the Seaport Community. Maritime
Economics and Logistics, 10(12), 108129.
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SNN 2004. Beter Goed(eren) Vervoer, Regiovisie goederenvervoer Noord-Nederland

(Regional Freight Transport Vision, in Dutch). Samenwerkingsverband Noord
Nederland.
Schuttevaer 2009. Gekoppeld varen naar Coevorden. Weekblad Schuttevaer, 9
April 2009.
Roso, V. and Lumsden, K. 2010. A Review of Dry Ports. Maritime Economics and
Logistics, 12(2), 196213.
VIL 2005. Best Practices Hinterland Connections, Strategic Working Group
Hinterland Connections Ports (in Dutch). Vlaams Instituut voor Logistiek (VIL).
Visser, J., Konings, R., Pielage, B.J. and Wiegmans, B. 2009. A New Hinterland
Transport Concept for the Port of Rotterdam: Organisational and/or
Technological Challenges?. Paper to the Transport Research Board, January
2009. Delft: TU Delft.
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Chapter 4
Port Community Systems in Maritime

and Rail Transport Integration:
The Case of Valencia, Spain
Salvador Furi
4.1 Introduction
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The advent of containers in the 1950s led to a revolution in international freight

transport by giving support to a global production system where companies are
migrating to seek cheaper labour costs, and supply chains are becoming increasingly
complex and global. In this context, containers have been highly successful,
becoming a basic element in supply chains where they are considered standard
units for transport, production and distribution (Notteboom and Rodrigue 2009).
The success of containers is evident if we analyse the evolution of container traffic
throughput at ports, with average annual growth rates of over 10 per cent and more
than 430 million TEUs in 2009, despite the 15 per cent decline experienced this
year due to the global economic crisis (Drewry Shipping Consultants Ltd. 2009).
The container shipping business has focused for years on reducing maritime
transport costs through economies of scale. This has led to a high level of
concentration in the industry, the use of increasingly large container ships and the
development of new hub-and-spoke systems where a few hub-ports concentrate
the cargo. Due to the difficulty of achieving significant additional cost reductions
in maritime transport, shipping companies are paying greater attention to inland
transport, porthinterland connections and integrated door-to-door services. This
seems logical if we consider that inland transport costs can represent between 40 and
80 per cent of total container transport costs along the logistics chain (Notteboom
and Rodrigue 2009). But this renewed interest in porthinterland corridors is
also in the spotlight for container terminal operators and port authorities. On the
one hand, container terminal congestion is a widespread problem due to high
container traffic growth rates and one of the possible solutions to this problem is
the development of efficient corridors with regular rail shuttle services connecting
the port with inland terminal extensions or dry ports (Roso et al. 2008). On the
other hand, competition is no longer between ports, but between door-to-door
chains. Therefore, port authority strategies include porthinterland relations and
the new concept of port regionalisation (Notteboom and Rodrigue 2005) has
emerged, implying a more efficient maritime-land interface with an integrated
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corridor approach where inland terminals are directly connected to ports by rail or
barge, creating real complexes or logistics networks which integrate ports, inland
intermodal terminals or dry ports and logistics and distribution centres.
Dry ports are key elements of these new logistic complexes, acting as inland
nodes for the concentration of goods, empty container depots and other added value
logistic services. These inland hubs allow the concentration of the volumes needed
for direct frequent intermodal connections with ports and other intermodal terminals.
As a result, this intermodal network allows small ports to reach a larger hinterland
and large ports to increase their throughput and benefit from economies of scale.
However, in order to build this model, sound maritimerail integration is necessary
at physical (infrastructure), operational and information levels, ensuring dry ports are
coordinated with sea ports and with all the different stakeholders that are involved
in maritimerail operations, such as maritime terminals, maritime agents, railway
operators and railway undertakings. It is important to point out that coordination
between all these stakeholders does not occur spontaneously. Collective actions,
such as public governance by a port authority or the development of Information and
Communication Technology (ICT) systems for a sector or industry, can contribute to
improving coordination (Van der Horst and De Langen 2008).
ICTs have played a significant role in transport development for a long
time, and the evolution of these technologies (telephone, telex, public switched
telephone network, private networks, LAN, MAN, WAN, GAN networks, client/
server models, electronic data interchange (EDI), internet, etc.) comes together
with the evolution of logistics and transport. (Bollo and Stumm 1998)
ICTs are crucial for the development and management of intermodal transport
systems due to the dynamics of these systems and the multiplicity of actors
involved. They give support to the three typical decision levels: The strategic level
planning involving the design of the intermodal transport system and considering
time horizons of a few years requires approximate and aggregate data; The tactical
level planning basically referring to the optimisation of the flow of goods and
services through a given logistics network; The operational level management or
short-range planning, involving transportation scheduling of all transporters on
an hour-to-hour basis, subject to the changing market conditions as well as to
unforeseen transportation requests and accidents. (Dotoli et al. 2010)
This chapters next focus is on information integration at operational level
and aims to contribute to better maritimerail integration by developing standard
procedures and messages for the management of computerised information flows
regarding dry port activity. This will boost efficiency in intermodal corridors
connecting ports with their hinterland. First of all, a brief review is provided for
the most relevant stakeholders involved in maritimerail operations and the main
operations and activities in dry ports are identified. Then, a detailed analysis is
carried out on information flows for import and export operations managed through
dry ports, identifying the main problems and shortfalls. This analysis and previous
experience in standard messages for maritime container logistics are the basis
for developing a standard message framework to computerise information flows
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Port Community Systems in Maritime and Rail Transport Integration
related to dry port operations. Finally, the role that PCS plays in order to simplify
the implementation of the proposed standards is analysed, and the first results of a
pilot test involving the Dry Port of Madrid and the Port of Valencia are presented.
4.2 Main Stakeholders in MaritimeRail Integration
Maritimerail operations involve a large number of stakeholders who interact

at seaports and inland terminals. Process standardisation and the advanced
management of information flows will be key factors to better coordinate and
enhance the efficiency of logistic chains. But before analysing these information
flows, it is convenient to define the main stakeholders in maritimerail integration
that will appear later in the chapter:
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Railway Operator: It is the company that organises and offers rail transport
services. It may or may not coincide with the railway company providing
the rail traction.
Railway Undertaking or Railway Company: It is the company that provides
rail traction in a rail transport service. It has the necessary training, licences,
certificates and authorisations to provide this rail traction service.
Maritime Agent: It is the company that represents the shipping company
at a port. Maritime agents manage everything needed by the shipping
company at every call a ship makes at a port. In regular line traffic, the
maritime agent also has a commercial function, looking for cargo and being
responsible for container management in their local area.
Railway Terminal: Facilities to provide train services such as train reception
and expedition, train composition and decomposition, train loading and
discharge, etc. When talking about maritimerail integration, there are railway
terminals at seaports connected to inland railway terminals or dry ports. Some
particular aspects of railway terminals at seaports are listed below:
They can share the yard (for container storage) with maritime terminals;
They can be operated by the same company running the maritime terminal;
Loading and discharge operations are sometimes performed by port
stevedores.
Depositor (at dry port or railway terminal): The company or individual that
deposits the full or empty container in the railway terminal (by truck or by
rail) until the container is transferred to the next transport mode (the depositor
is usually the railway operator or the maritime agent for empty containers).
Customs: Public administration responsible for safeguarding the entry and
departure of goods in a country and for collecting taxes as applicable. It
authorises, supervises and controls the entry and departure of goods from
customs bonded areas.
Shipper/Freight Forwarder: Shipper is the term normally used to describe
the exporter or the company that requires a transport service. A freight
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52
forwarder is an expert in international transport that normally gives

support to the shipper, arranges the shipment and prepares the required
documentation (freight forwarders can sometimes act as carriers).
Road Haulier: It is the company responsible for container road haulage
services. If they do not use their own means (or lorries) they are known as
road transport agencies.
4.3
Dry Port Operations
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The dry port concept is based on a seaport directly connected by rail (and/
or other high capacity transport means such as a barge) with inland intermodal
terminals where customers can leave/pick up their units (containers) directly at/
from a seaport (Roso et al. 2010). In theory, dry ports should function as an inland
extension of a seaport terminal in such a way that it becomes a new alternative for
the user to pick up or deliver their container, without any additional complexity.
In this sense, coordination and integration between dry port operations and the
seaport is a key issue for dry port success.
Dry ports are, therefore, much more than simply inland intermodal terminals
and should include additional services to give support to maritime container
logistics and act as real seaport terminal extensions. Customs services, inspection
services, empty container depot services and other added value logistic services
such as stuffing and stripping or warehousing can be also integrated in dry ports.
Nevertheless, dry port activity revolves around the intermodal rail terminal
where container interchanges from train to road and vice versa are performed. The
most common activities or operations are:
Reception and delivery of containers by lorry (i.e. gate-in/gate-out operations)
Operations for train reception and expedition and train composition and
decomposition
Train loading and discharge
Container yard management (full and empty container deposit and storage)
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But in order to better focus the analysis of information flows on maritimerail

operations and dry ports, it is also worth learning who the clients of a dry port
are (i.e. to ascertain existing commercial relations). The main clients of dry ports
are normally railway undertakings and railway operators. The former contract
train operations at terminals and train loading and discharge services. The latter
normally deposit the containers at the dry port and pay for container deposit, gatein/gate-out operations and other container handling services. Finally, when empty
container depot services are provided, the clients who use this service are normally
shipping companies or maritime agents.
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4.4
Information Flows in Dry Port Operations
4.4.1
Main Problems
Nowadays information management has become essential for the development of

almost any kind of activity. As we have seen before, this is even more important
in dry ports due to the need for coordination with seaports and a wide range of
different stakeholders. However, in most of the cases of maritimerail operations,
there is a lack of standardised procedures and a low level of implementation
of new ICT tools, resulting in the use of low quality information and operative
inefficiency. The main problems identified through interviews with maritime and
inland intermodal terminals include:
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Lack of standardised procedures in dry port relations with different

stakeholders
Intensive use of paper
Lack of implementation of new data exchange systems (Acklam 2007)
through secure and computerised communication channels (intensive use
of fax, phone and email)
Confusion over the roles of different stakeholders in the process
Duplication of information and information inconsistencies (Trnquist and
Gustafsson 2004)
Accumulation of errors in the information
Insufficient information exchange of container data and lack of anticipated
information which causes inadequate planning for dry port operations (Van
der Horst and De Langen 2008).
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4.4.2
Standard Information Flows for Import and Export Operations
The European Union is establishing the basis for the definition of standard
systems giving overall support to intermodal rail freight transport (Acklam 2007).
However, this is an ongoing process and the current real situation at many dry
ports or intermodal terminals lacks the implementation of advanced information
exchange systems with involved actors, as has been previously described. In the
next few paragraphs a proposal defining standard information flows in port and
dry port relations for import and export operations is defined.
The figure below represents the information flows in a multimodal import
operation passing through a seaport and dry port or inland intermodal terminal
(maritimerailroad). Each column or vertical line represents one of the stakeholders
while information flows are represented by horizontal arrows between them, defining
the origin and destination of the information transmitted which is described briefly
in a caption above the arrow.
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21 Figure 4.1 Information flows in a maritimerailroad import operation
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Information flow no. 1. The shipper or freight forwarder asks a maritime
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agent for rail transport from the seaport indicating the dry port or intermodal
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railway terminal destination, the final destination of goods and the customs
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for clearance or transit procedures. This could be agreed previously by
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the shipping company contracting a door-to-door service directly and
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instructions being included in the Bill of Lading. In this case, information
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can be included in the Discharge Manifest so that the maritime terminal
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can position the container properly in order to avoid additional movements.
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For merchant-haulage (land leg controlled by the freight forwarder) such a
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request is not necessary, but the maritime agent should also be informed about
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the rail transport to give the proper instructions to the maritime terminal.
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Information flow no. 2. The maritime agent asks the railway operator for
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rail transport and sends a gate-out order to the maritime terminal together
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with a gate-in order to the empty container depot where the empty container
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should be placed once emptied.
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For merchant-haulage, the freight forwarder asks the rail operator for rail
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transport directly. Notwithstanding, the maritime agent should be informed
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in order to be able to send proper gate-in and gate-out orders.
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On the other hand, the railway operator should send the gate-in orders to
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the railway terminal in the seaport to receive the full container to be loaded
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on the train.
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Both the maritime terminal and the railway terminal at the seaport (they
can coincide) should confirm gate-in and gate-out operations.
Information flow no. 3. The railway operator sends the train loading list
to the railway undertaking and the railway terminal at the seaport. This
train loading list should be confirmed by the railway undertaking, which is
responsible for the final loading list.
Information flow no. 4. The railway terminal at the seaport loads the train
and sends loading confirmation. This information is required by the railway
undertaking, the railway operator, customs and the dry port or destination
inland railway terminal.
Information flow no. 5. Based on train load confirmation, the railway
undertaking sends the destination dry port or railway terminal the discharge
list including the containers to be unloaded, their position on the train
(coach number and position), and the depositor of the container in the
dry port (the depositor is usually the railway or intermodal operator who
will give the instructions to the dry port regarding container delivery once
unloaded from the train).
Information flow no. 6. Once the train is received in the dry port and unloaded,
the dry port (inland railway terminal) sends the unload confirmation to the
railway undertaking informing them about possible incidents or damages.
The railway operator also receives this information.
Information flow no. 7. The railway operator (or the container depositor in
the dry port) sends a gate-out order to the dry port to authorise container
delivery to the road haulier for the last leg of the journey. The road haulier
also receives instructions to pick up the container in the dry port, deliver
the goods to their final destination and return the empty container to the
empty container depot established by the maritime agent in stage 2.
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The same analysis has been performed for a multimodal roadrailmaritime

export operation where export goods pass through a dry port before reaching the
seaport. The figure below represents the associated information flows.
Focusing on information flows to and from the dry port, two main blocks can
be identified: One related to train loading and discharge operations and the other to
road transport gate-out/gate-in operations. Dry port integration in the supply chain
will improve as a result of standardising and computerising these information
flows. This will reduce errors, improve the quality of information and increase the
efficiency of dry port operations and door-to-door intermodal services.
One important step in this direction is the establishment of standard messages
giving support to these train loading/discharge lists and gate-in/gate-out operations.
In order to do this, it is necessary to pay attention to standard international messages
already in use, such as those established by UN/CEFACT which have been adopted
and implemented by the SMDG group to give support to the maritime container
logistics chain (SMDG 2002). SMDG is an association involving companies
and other entities involved in the maritime industry (such as container terminals,
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Figure 4.2
Information flows in a roadrailmaritime export operation
shipping companies or port authorities) created (among other objectives) to develop

and promote a standard framework of messages to be used on maritime container
logistics chains. This standard framework is a benchmark for the implementation
of this kind of solution in ports and maritime terminals and could also be used as a
reference when looking for similar applications in dry ports.
Table 4.1 SMDG standard messages for maritime container logistics and
shipping planning
Description
COARRI
Container discharge / loading confirmation
CODECO
Container delivery confirmation (gate-in/gate-out confirmation)
COEDOR
Container stock report
COHAOR
Container handling order
COPARN
Container pre-announcement and release notice
COPINO
Container pick-up notice
COPRAR
Container discharge / loading order
COREOR
Container Release order
COSTCO
Container stuffing / stripping confirmation
COSTOR
Container stuffing / stripping order
DESTIM
Container damage and repair estimation
BAPLIE
Bay plan
MOVINS
Stowage instructions
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Message
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Using SMDG messages for maritime container logistics as a basis, we now

present the message proposal for import and export operations at dry ports,
standardising:
Train loading and discharge orders and their confirmation
Gate-in/gate-out orders and their confirmation
In order to implement and test the solution proposed it was necessary to readjust the
messages (COPRAR and COARRI) to the specific needs of rail transport. These new
versions of the messages for rail or dry port purposes are not included in this chapter.
Besides loading, discharge lists and confirmation, it would also be possible to
implement other additional messages which are being used in ship operations to
inform about ship bay plans and stowage instructions (BAPLIE Bayplan, MOVINS
Stowage instructions), in case of similar information needs for train plans and
train stowage instructions (currently, SMDG standard messages already include a
BAPLIE for rail). This option has not been considered in the proposal due to the fact
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that the COPRAR and COARRI messages proposed can include information about
train composition and the positioning of the containers in train coaches.
The message interchange proposal for import and export operations is presented
below specifying the steps to be followed and the SMDG standard messages to be used.
4.4.3
Dry Port Message Interchange Proposal for Import Operations
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1. The railway operator will send the dry port a COPRAR message containing the
proposed train container discharge list. This message will include information
about who is the depositor of each of the containers to be discharged and
handled as well as an admission order for the container in the dry port.
2. The railway undertaking will send the dry port a COPRAR message
containing the final train container discharge list (container discharge
order) with information about container location in train coaches.
3. Once the train is discharged, the dry port will send both the rail operator
and the rail undertaking a COARRI message confirming train container
discharge and reporting differences or incidents.
4. The depositor (which is normally the railway operator) will send the dry port a
COREOR message with the release order of the full import container in order
to deliver the container to the road haulier performing the last transport leg.
5. Once the full container is delivered, the dry port will send the depositor a
CODECO message to confirm container delivery or gate-out.
6. If necessary, the maritime agent will send a COPARN message to the dry
port in order to receive and store the empty container (after being emptied
in importer facilities).
7. Once the empty container is received, the dry port will send the maritime agent
a CODECO message with confirmation of the empty container reception.
4.4.4
Dry Port Message Interchange Proposal for Export Operations
1. If necessary, the maritime agent will send a COPARN message to the dry
port in order to deliver an empty container to a road haulier.
2. Once the empty container is delivered, the dry port will send the maritime
agent a CODECO message with confirmation of the empty container delivery.
3. The railway operator will send a COPARN message to the dry port with
the admission order of full containers in the dry port (this should include
information in advance about the train these full containers will be loaded on).
4. The dry port will send a CODECO message to the railway operator
confirming reception of each full container in the dry port.
5. The railway operator will send the dry port and the railway undertaking
a COPRAR message containing the proposed train container loading list.
6. The railway undertaking will send a COPRAR message to the dry port with
the final train container loading list and loading instructions.
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7. Once the train is loaded, the dry port will send the railway undertaking
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and the railway operator a COARRI message confirming train container
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loading and reporting any differences or incidents if necessary.
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4.5 The Role of Port Community Systems in MaritimeRail Integration 1
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Port Community Systems (PCS) are technological platforms that integrate

different stakeholders in port operations and maritime transport by giving support
and managing information exchanges associated with the main port operations
and administrative procedures. PCS originated from the use of ICT tools for the
development of Single Windows to simplify transport and trade procedures by
establishing a single entrance point for standardised information and documents
which are requested and required by different institutional bodies (Port Authority,
Masters Office, Customs, etc.). The scope of PCS differs a great deal from one
port to another. Normally, they support the establishment of Single Windows for
Loading, Discharge Summary Declarations, dangerous goods and port formalities
(such as ship call requests and ship port clearances) but they can extend their scope
both to the maritime and overland segments of the logistic chain by standardising,
computerising and managing information exchanges between stakeholders for
other operations along the container logistics chain (Furio and Llop 2008). PCS
therefore play an important role as an intermediate platform that simplifies
information flows and allows users direct access to and integration with a wide
range of transport operators and public bodies for information exchanges related
to transport and trade, avoiding the need to develop customised integration
projects for each particular company or public entity.
This conception of PCS, which goes beyond port operations to cover a wider
view of the supply or logistics chain, should play a key role in maritimerail
integration by serving also rail operations and simplifying the adoption of
the previously defined standards. This will contribute to the integration and
coordination of all the different stakeholders involved in maritimerail operations
and services connecting seaports to their hinterland. In order to do so, dry ports,
railway operators and railway undertakings should be integrated in the PCS and
new PCS services should be developed to satisfy their needs.
One example of a PCS that goes beyond port operations is the PCS at the
Port of Valencia (valenciaportpcs.net), which has been used for a pilot test of the
previously proposed standards for information exchanges involved in dry port
operations.
Valenciaportpcs.net is a web platform resulting from the evolution of the
PCS of the Port of Valencia and other EDI software applications for information
exchanges between port community stakeholders. This platform has integrated
more and more processes and operations, both from the maritime and overland
segments, covering a longer stretch of the logistics chain and facilitating
relations, communication and coordination between the different stakeholders
involved. The final objective is to enhance the efficiency of the supply chain
(valenciaportpcs.net 2010).
Currently more than 400 companies use the technological platform of the
Port of Valencia on a daily basis, generating a yearly flow of around 25 million
messages.
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Some of the services provided by this technological platform include:
Pilot Test in Madrid Dry Port
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4.6
Sea side: Management of documentation proceedings for booking

contracts and shipping instructions prior to the Bill of Lading
Port: Management of proceedings for ship calls, dangerous goods and
loading and discharge summary declarations
Land side: Management of lorry transport orders, gate-in/gate-out
confirmation
General track-and-trace information throughout the chain
In order to test the framework of messages defined for rail transport and
dry ports, additional land services have been developed, but are still to be
commercialised by the platform.
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Madrid dry port was the first dry port project in Spain. It aimed to create adequate
infrastructure and operational procedures for the development of efficient
intermodal rail transport services connecting main Spanish container ports with
Madrid and to therefore reinforce the competitive position of Spanish ports. This
project also contributed to the consolidation of Madrid as a top-level logistic node.
Today around 60,000 TEUs pass through Madrid dry port every year, most of
which come from or are bound for the Port of Valencia, which accounts for around
80 per cent of Madrid dry port traffic. Some interesting characteristics of Madrid
dry port are the participation scheme (integrating four different port authorities and
the regional government), the railway terminal infrastructure and equipment, the
development of a maritime customs enclosure in the dry port, or the development
of an empty container depot. Nevertheless, there are still many things that can
be done in order to improve efficiency and maritimerail integration, such as the
implementation of new and updated ICT tools and solutions.
Two pilot tests have been carried out in Madrid dry port with the support of the
valenciaportpcs.net platform land-side services. In the first instance, the dry port
implemented standard and computerised information exchange procedures for
gate-in and gate-out orders. The second pilot involved standard and computerised
information exchange procedures for train loading and discharge orders. The dry
port, the maritime terminal, a railway operator and several road hauliers have
participated in these pilot tests.
Different studies confirm that integrating ICT into intermodal transport systems
reduces information inconsistencies, increases possibilities for effective planning
(Trnquist and Gustafsson 2004) and leads to a more efficient management, in
terms of system resources utilisation and overall cost index (Dotoli et al. 2010)
The pilot results at Madrid dry port confirm the benefits of implementing these
kinds of solutions to improve the efficiency and control of maritimerail operations.
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With the implementation of computerised gate-in / gate-out procedures, the 1

2
dry port achieved benefits such as:
Reduced time for gate-in and gate-out operations, as the new smooth
procedure is based on advanced information and computerised lorry
identification by barcode readings or lorry plate readings and identification.
This has reduced the time for gate controls (to less than one minute) and the
total time lorries spend in the dry port (18 minutes for two operations what
means more than a 20 per cent time reduction)
Improved efficiency due to better resource planning for the reception and
delivery of containers (improved efficiency is aligned with time reduction)
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Concerning the implementation of automated train discharge and loading

procedures, the dry port achieved benefits such as:
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Reduced train discharge and loading time and increased railway terminal
capacity through the reduction of loading rail line occupation due to a better
planning of train loading and discharge operations. This was possible because
of the availability in advance of accurate information by implementing
computerised information exchange procedures between the stakeholders
involved (train loading and discharge time reductions from 10 per cent)
Reduced administrative work at the dry port by avoiding the need to have
people typing the loading and discharge lists into the terminal management
system manually (administrative staff could be reduced)
Improved dry port services sending accurate information regarding terminal
operations and container location to its users
4.7 Conclusions
Maritimerail integration is vital to progress in European transport policy towards

a more sustainable and co-modal transport model and also in the maritime industry,
where shipping companies, container terminals and port authorities are paying
increasing attention to door-to-door corridors and porthinterland connections.
Besides the need for infrastructure integrating rail and maritime operations,
information technologies can play an important role in maritimerail integration
by managing information flows between the different stakeholders efficiently and
effectively. An analysis of the current situation shows a large number of shortfalls in
information flow management for maritimerail operations at seaports and dry ports,
where there is a lack of standards and where the technologies used are obsolete.
A detailed analysis of the processes and associated information flows in
maritimerail import and export operations made it possible to define a standard
framework for compiling and organising the main information exchanges between
different stakeholders. This standard framework has been defined and presented
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along with a selection of standard message formats already being used in the 1
maritime industry and which can give support to the identified information flows. 2
Once this standard framework was defined, we looked into how Port Community 3
Systems could integrate maritimerail operations into their services, simplifying 4
5
and fostering the adoption of these standards.
The pilot tests performed in Madrid Dry Port with the support of the Port 6
Community System of the Port of Valencia conclude that significant benefits can be 7
gained by implementing the general framework proposed. These benefits include 8
service quality improvement and cost reductions (operation and administrative 9
costs) in maritimerail operations in dry ports and seaport terminals. Pilot results 10
also confirm the important role that Port Community Systems can play by 11
12
integrating maritimerail operations in their technological platforms.
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4.8 References
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Acklam, J. 2007. Information Interchange in Rail Freight: Improving Customer

Service by Innovative use of the Telematic Applications for Freight Regulation.
Community of European Railways and Infrastructure [Online]. Available at:
http://www.cer.be/media/070507_TAF_TSI.pdf [accessed 5 August 2010].
Bollo, D. and Stumm, M. 1998. Possible Changes in Logistic Chain Relationships
Due to Internet Developments. International Transactions in Operational
Research, 5(6), 427445.
Dotoli, M., Fanti, M.P., Mangini, A.M., Stecco, G. and Ukovich, W. 2010. The
Impact of ICT on Intermodal Transportation Systems: A Modelling Approach
by Petri Nets. Control Engineering Practice, 18, 893903.
Drewry Shipping Consultants Ltd. 2009. Annual Container Market Review and
Forecast 2009/10. London: Drewry Shipping Consultants Ltd.
Furi, S. and Llop, M. 2008. Las TIC y la simplificacin de procesos aduaneros
para una mayor eficiencia de la cadena de transporte: El caso del Puerto de
Valencia. Proceedings of the 3rd Transport International Congress, Castelln:
Universitat Jaume I, 1618 April 2008.
Notteboom, T. and Rodrigue, J.P. 2005. Port Regionalization: Towards a New
Phase in Port Development. Maritime Policy and Management, 32, 297313.
Notteboom, T. and Rodrigue, J.P. 2009. The Future of Containerization: Perspectives
from Maritime and Inland Freight Distribution. GeoJournal, 74, 722.
Roso, V., Woxenius, J. and Lumsden, K. 2008. The Dry Port Concept: Connecting
Container Seaports with the Hinterland. Journal of Transport Geography. In
press, corrected proof.
Roso, V. and Lumsden, K. 2010. A Review of Dry Ports. Maritime Economics and
Logistics, 12(2), 196213
SMDG 2002. Guidelines to Container Messages: SMDG User Group for Shipping
Lines and Container Terminals [Online]. Available at: http://www.smdg.org/
[accessed 5 August 2010].
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1 Trnquist, J. and Gustafsson, I. 2004. Perceived Benefits of Improved Information

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Exchange: A Case Study on Rail and Intermodal Transports. Economic Impacts
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of Intelligent Transportation Systems: Innovation and Case Studies. Research
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in Transportation Economics, 8, 415440.
5 Valenciaportpcs.net 2010. Valenciaportpcs.net Port Community System [Online].
6
Available at: http://www.valenciaportpcs.net/web/ValenciaPortPCSNET/d0/
7
d0714577-ca5d-4c8e-a560-1923ed52d2b4.pdf [accessed 5 August 2010].
8 Van der Horst, M. and De Langen, W. 2008. Coordination in Hinterland Transport
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Chains: A Major Challenge for the Seaport Community. Maritime Economics
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and Logistics, 10, 108129.
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Chapter 5
Integrating Ports and Hinterlands:

A Scottish Perspective from the Shop Floor
Gavin Roser, Kenneth Russell, Gordon Wilmsmeier and Jason Monios
5.1 Introduction
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Scotlands accessibility in terms of international markets is reflected in the limited

share of total Scottish unitised freight traffic coming through Scottish ports today.
For market access Scotland relies heavily on maritime services via remote southern
seaports, with the result that the majority of Scotlands trade travels overland through
England.
Other than the Channel Tunnel, all unitised freight comes to the UK by water but
this traffic accesses Scotland in different ways. Scottish ports are not attractive to deepsea traffic due to the physical requirements of large vessels. Therefore container traffic
to Scottish ports comes by feeder or short sea vessels from English or Continental
European ports, carrying transhipped deep-sea containers or short sea containers
originating in Europe. Scotland also has a RoRo ferry connection from Rosyth to
Zeebrugge (Belgium) and from Stranraer and Cairnryan to Northern Ireland, the latter
for domestic traffic. Figure 5.1 illustrates the diversion of Scottish freight flows.
Yet the evidence suggests that Scotland does not suffer poor direct maritime
access with the Continent due solely to geographic or economic reasons. Lagging
infrastructure development as well as a lack of sufficient government, initiatives to
promote direct links have also been cited as key reasons (Baird 1997, Baird et al.
2010a).
A need to coordinate future development of port capacity, terminal operations
and hinterland connections has been identified (Baird et al. 2010b).The aim of this
chapter is to relate these findings to the experience on the shop floor, in order to test
their relevance and match theory with practice. This chapter is based on an in-depth
interview with Kenneth Russell (Roser 2011), forming the basis for a detailed case
study of transport operations and hinterland strategies in Scotland. Mr Russell is a
Director of John G. Russell (Transport) Ltd, a family-owned business with a history
dating back to 1969. He is the second generation of the family in the business and the
fourth generation in logistics, reaching back to early 1900. As Marketing Director, Mr
Russell continues to spend time on the shop floor, in the warehouse and on rail sidings,
monitoring train loading operations: as a result if there is a delay I can tell a customer
at first hand the cause and that is very important. So I am close to the coal face; when I
bid for work, I know that the company can deliver what I sell (Roser 2011).
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19 Source: Monios and Wilmsmeier (2011)
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Integrating Ports and Hinterlands
Russell operates three intermodal terminals (Glasgow, Inverness and

Edinburgh) in Scotland and two intermodal terminals in England (Telford and
Barking). Further, Russell offers rail distribution services to two destinations
in Scotland (Elgin and Aberdeen) and five destinations in England and Wales
(Liverpool, Cardiff, Daventry, Felixstowe and Southampton). Thus the companys
rail service network provides direct services to English seaports from Scotland and
accommodates the diverted trade flows to and from Scotland.
Russell does not consider that current visions and challenges for transport
planning or investment are any different from those of previous generations.
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It is true today that we have much faster communications and a global economy,
which raises peoples expectations in terms of the services and charges they
can expect from a transport company. The downside for my generation is the
plethora of social, fiscal or safety regulation not to mention planning demands
that we have to deal with. This can detract from the time you can devote to
customers. When my father was running the business he could identify a
development and, provided the financial resources were available, get on and
implement his plans. Also he spent a lot more time with his customers face to
face than we are able to do today. The challenges and pressures then were just as
demanding but different (Roser 2011).
5.2 A Rerspective on Rail Transport Potential

In Great Britain, 85 per cent of intermodal freight train services are port-based,
while 12 per cent are domestic, and the Channel Tunnel makes up the rest. Of
the 12 per cent domestic, the majority of these are services between England and
Scotland (Woodburn 2008a).
In terms of Scottish rail freight, Scottish deep-sea containers are moved
directly to and from the ports of Felixstowe, Southampton, Tilbury and Seaforth/
Liverpool by rail by Freightliner, and DB Schenker run a service between Teesport
and Mossend. Total 2009 traffic with English ports was estimated at around 73,000
TEU/year (Baird et al. 2010b). Direct container train services from UK ports to the
midlands have grown over the last decade while direct services from UK ports to
Scotland (i.e. Coatbridge) have fallen (Woodburn 2007). This finding represents
the integration of Scottish trade flows into UK-wide distribution networks centred
on key sites in the midlands and to a lesser extent north England. Woodburn
(2007) noted the increasing importance of the Northwest and Yorkshire along with
the Midlands for rail terminal location, and the lack of competition from coastal
shipping for these inland locations. However, he questioned whether this might be
altered by an increase in larger feeder vessels bringing increased traffic to other
ports as opposed to the current main British ports, which would result in smaller
land transport distances and a threat to the viability of rail for these flows. This
potential trend could lead to the viability of port-based distribution (Mangan et
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al. 2008) as notions of centrality and intermediacy are altered in the UK context.
Short distances in the UK have always put rail at a disadvantage with road
haulage; however changes in relative distances of primary and secondary hauls
due to restructuring logistics chains around port nodes could revise the calculation
(Monios and Wilmsmeier 2011).
In terms of intra-UK rail flows, there is a problem with a lack of data
on unitised rail freight flows. Industry figures are broken down only as far as
domestic intermodal for the whole UK, given in tkm, which is not useful for the
analysis undertaken here. However a rough estimate of 115,000 TEU for 2009 was
produced by speaking to Scottish logistics companies (Baird et al. 2010b). The
large DIRFT Daventry terminal (run by WH Malcolm) is the main consolidation
point for Scotland, with Hams Hall also playing a role. These trains are for large
supermarkets in conjunction with logistics operators such as WH Malcolm, Eddie
Stobart and John G Russell, and are run primarily by Direct Rail Services and DB
Schenker. Interestingly, while Coatbridge focuses primarily on port flows, much
supermarket traffic from the midlands in England comes into the rail terminal at
the port of Grangemouth.
According to Russell, rail is an under-utilised asset in the United Kingdom,
despite the fact that the logic of freight by rail is inescapable (Roser 2011). The
substance in that logic is evidenced by the opening of three new rail terminals from
Russell between 2009 and 2011. Two of these are located in England and one in
Scotland (see figure above). Russell argues that rail will succeed and has a potential to
reach volumes that were carried in the 60s and early 70s due to five principal reasons:
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1. Environmental factors, emissions and external costs from road congestion.

2. The UK has a good rail infrastructure, despite the lack of capital expenditure
on the network in the 70s, 80s and 90s. There is also a significant secondary
network which is underutilised.
3. With people still wedded to cars despite current fuel costs, their disdain for
trucks continues unabated. Trucks frustrate their car journey and society
does not want them in their back yards. However, the same society seems
to forget that freight is a derived demand based on consumer needs.
4. The economics of scale moving critical mass by rail over road.
5. The reliability and predictability that rail services can provide both on high
volume routes (e.g. Anglo Scottish) and serving regional destinations (e.g.
Inverness, parts of Wales, Devon and Cornwall) where LCL (less than
container load) services rather than full loads will meet the demands of Small
and Medium Size Enterprises (SME) customers populating these areas.
However innovative technological solutions like the TruckTrain might be
required to make services in these regions sustainable. (Roser 2011)
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The current main users of rail are the energy sector and aggregates industry
(12 billion net tonne-kilometres in 2009/2010), while the deep sea lines (mostly
moved by Freightliner) together with logistics operators like John G Russell and
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WH Malcolm deliver 5.9 billion net tonne-kilometres (Department for Transport

2011). Russell suggests that untapped potential exists in the retail market and
for refrigerated goods: In the green context, retailers are only scratching at the
surface. The reasons for this need to be further explored. Reliability, consistency
and cost are the main drivers for retailers (Roser 2011).
In the opinion of Mr Russell, growth has been coming in stages, but the network
is currently not prepared for a fundamental modal shift, which is what is required.
The network suffers from capacity limitations and gauge restrictions achieving
pallet-wide viability i.e. for refrigerated units and high cube containers. To unlock
the full potential of rail, it needs to be used as a tool to minimise inventory, which
would require timetabled services that are both predictable and reliable. Investment
in equipment such as wagons and new cranes is required to support aggregators.
Further, Russell notes that freight has the same characteristics as passengers. It
needs consistency, predictability and suitable accessibility (Roser 2011).
Other innovations to unlock the potential of rail include the Trucktrain
concept (Bozicnik 2011). This concept builds on short trains with a carrying
capacity of up to 16 TEU including configurations for reefer and high cube boxes
and speeds up to 140 kph. The possibility to accelerate and break like a passenger
train makes it possible to use passenger train paths, thus making it easier to
schedule on the network.
5.3 Strategies for the Location of Rail Terminals
The location of rail terminals requires a clear definition of the hinterland. In his
strategic perspective Russell defines hinterland as follows:
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A hinterland is geographic region or area serviced by any form of terminal be it

a port, a hub on an inland waterway, or a terminal for rail or road. The original
definition was first used in English in 1888 by George Chisholm in his handbook
of commercial geography. He defined it as the land behind a city or port. In
Germany it historically describes the part of a country where only a few people
live and the infrastructure is under developed. Actually these definitions could
serve us well in the early part of the 21st century (Roser 2011).
Additionally Russell notes that the average distance of haulage journeys has
an impact on where an intermodal terminal should be located. This strategy is
reflected in the terminals at Hillington and Coatbridge where 75 per cent of
movements are to or from destinations within 2030 miles of the terminals, i.e.
the major cities of Glasgow and Edinburgh. The remaining 25 per cent of journeys
average a radius of 80100 miles. The regional hub Inverness in a more rural
region of Scotland has 20 per cent of movements within five miles, 40 per cent
within 40 miles and 40 per cent within 100 miles (Roser 2011).
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Such strategic reasons were already followed for earlier developments in the
company as in 1970 when John G. Russell acquired the Gartcosh (Coatbridge) site
near Glasgow in 1970. That site was a) adjacent to a railway line; and b) the 37
acre site had potential for development as a container terminal, consistent with the
increase in container services to the Clydeport terminal in Greenock.
Interestingly, Freightliner, the existing operator at Coatbridge, opposed the
development at that time because competition was not in their plans. With the
privatisation of large sections of the rail industry in 1994, different business
approaches emerged and today John G. Russell Ltd and Freightliner are key
strategic partners. This development represents an example of the growing trend
from competition towards strategies of co-opetition (Song 2002) in logistics
practice. 3PLs are finding that in order to achieve economies of scale, cooperation
on certain routes is desirable. However industry has often been reluctant to pursue
such a strategy (Van der Horst and de Langen 2008). There is also a severe inertia
in the industry when it comes to location. Runhaar and van der Heijden (2005)
found that over a proposed ten-year period, even a 50 per cent increase in transport
costs would not make producers any more likely to relocate their production
or distribution facilities. This inertia can in some ways be considered a bigger
obstacle than infrastructural problems, and requires a restructuring of the transport
chain in order to change transport requirements.
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Figure 5.3
John G Russell intermodal terminal, Coatbridge, adjacent to

the Freightliner terminal
Source: Google maps
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The Freightliner terminal at Coatbridge has daily rail services with Felixstowe,
Tilbury, Southampton and Liverpool. There are also links from Coatbridge to
the Midlands, London and Inverness. This site was a strategic development in
the 1960s to provide an inland point of customs clearance for Scottish imports,
therefore Coatbridge could be considered as the first Scottish dry port.
The terminal in Hillington near Glasgow was developed under the key aspect
of mainline rail access, linking to Glasgow and the West Coast mainline. This 55acre site adjacent to the M8 and M74 provides easy access to the main NorthSouth
and EastWest corridors. A further strategic asset is the location of the terminal in
relation to the key retail centres at Braehead, Silverburn and Glasgows Buchanan
Galleries and St Enochs Centre.
According to Russell, Hillington forms an ideal base for construction companies
building the sports facilities and athletes village for the Commonwealth Games
2014 in Glasgow. His vision is in stark contrast to Strathclyde Partnership for
Transport who, based on a commissioned study, concluded that there was no
demand for a freight consolidation centre in Hillington. The location also bears
the potential to use electric vehicles for deliveries between distribution centres
and retail parks. Russell stated that so called dry port or Inland Clearance
Depot (ICD) facilities and freight consolidation centres [should be seen] as one.
The three critical issues for all are: location and close proximity to city centres
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Figure 5.4
John G Russell intermodal terminal, Hillington
Source: Kenneth Russell
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[e.g. Glasgow and Edinburgh], rail access, and, most importantly, access to key
motorway arteries NorthSouth and EastWest (Roser 2011).
Russell believes that customs issues are still relevant for discussions on the
purpose of inland terminals, as imports originating from outside the EU still have to
be customs cleared either at the seaport or the inland equivalent with customs status.
5.4 A Perspective on Planning and Investment
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The development of transport infrastructure is key to maintaining the

competitiveness of Scotland in international trade. Russell argues that Scotland
has made a good start with the National Planning Framework which identifies 30
key projects that are perceived as critical to competitiveness in 2030. Improvements
in road connectivity to the port of Grangemouth are very welcome, the second
Kincardine Bridge is very welcome and the new Forth crossing will consolidate
our critical NorthSouth corridor from Aberdeen to Edinburgh and the south. New
port priorities have also been identified on the Forth which is welcome particularly
since so much of our trade is with Continental Europe, therefore we must improve
our sea connections. Diageo is further developing its site in Leven in Fife which
will certainly add traffic volumes to the east coast road network. There are many
good things going on and additional land bridge opportunities through Loch Ryan
and perhaps Troon to Ireland will help us to integrate traffic flows to service a
population of over 6.7 million (Roser 2011).
However on a more critical note Russell states that frustrations remain with
regard to government regulation, at both UK and EU levels. Sometimes new
regulations appear or old rules are changed without apparent reason, and short
term government thinking limits the potential for growth. Russell is critical of
the traditional five-year cycle rather than long term strategic thinking in the
context of investment in infrastructure, like France which takes transport strategy
out of the political arena (Roser 2011).
While a national strategy for planning infrastructure investment is laudable,
questions have been raised regarding the ability of the Scottish government
to fund all of these projects, and the ability to attract the private sector to drive
such developments both financially and strategically will be extremely difficult
(Wilmsmeier et al. 2011; Monios and Wilmsmeier 2011). A number of studies
have been performed over the years for the Scottish government, providing data
on freight flows and potential port and inland terminal locations or development
strategies (e.g. MDS Transmodal 2002, WSP 2006, Scott Wilson 2009). Yet, despite
locations being promoted in government policy and planning, it has been difficult
to develop a strategy whereby both government agencies and private stakeholders
can achieve maximum benefit for minimum risk. In evaluating such complex
situations, an appreciation of the political and institutional relations are required.
Key priorities to be addressed by the industry are more effective coordination
between the UK Treasury, the Department for Transport (DfT) in London and
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the European Commission in Brussels to maximise renewal and upgrading of rail

infrastructure. Without effective coordination we have no hope of fully utilising
the existing network to its potential. I have already mentioned the secondary
network which is grossly under used. I must stress this is against a background
where governments always place passengers first over freight (Roser 2011).
Russell feels that the principle of a European rail network without borders
is undeniable: National rail jurisdictions just do not make sense. We as the UK
need to closely examine our potential future domestic network and how it links
to the European network (Roser 2011). In Russells understanding transnational
cooperation and networking in groups such as the European Freight and Logistics
Leaders Forum are decisive in Brussels as these allow for sharing best practice
with shippers and transport suppliers in other EU countries. The fact that he is one
of only two UK members shows the significant need for UK operators to engage
in and develop pan-European strategies.
Key Priorities for Rail Development
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Due to reasons of historical development, the loading gauge1 on the UK rail

network is more constrained than in other EU countries (Woodburn 2008b).
Despite a range of upgrades over recent years, gauge continues to be a significant
challenge. Despite the fact that increasing from W8 to W102 in many cases is just
a matter of paperwork, the DfT does not even look at changes when minimal cost
is involved (Roser 2011). These constraints represent a specific challenge for
intermodal transport of deep sea containers, as many routes linking ports to inland
terminals have not progressed beyond the W8 loading gauge (max height 86 on
standard rail wagons) that was implemented to all major ports as a consequence of
the maritime container revolution. Moreover, high cube (96 height) containers are
expected to increase to 6570 per cent of the market by 2023 (Network Rail 2007).
In order to facilitate transport of these units the enhanced loading gauge (W10) or
low ride specialist wagons (e.g. Barber Low Ride 14.25) are required. Purchase
and maintenance of specialist wagons is typically more expensive and they reduce
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1 The physical dimensions of a railway vehicle and its load are governed by a series
of height and width profiles, known as loading gauges. These are applied to a given route
to ensure that a railway vehicle will not collide with a lineside or overline structure such
as platforms, overbridges or tunnels. Loading gauge profiles vary by route, reflecting the
constraints on vehicle size caused by lineside and overhead structures (Network Rail
website (a)).
2 W8: Allows standard 2.6 m (8 ft 6 in) high shipping containers to be carried on
standard wagons. W9: Allows 2.9 m (9 ft 6 in) high Hi-Cube shipping containers to be
carried on Megafret wagons which have lower deck height with reduced capacity. At 2.6
m (8 ft 6 in) wide it allows for 2.5 m (8 ft 2 in) wide Euro shipping containers which are
designed to carry Euro-pallets efficiently (Network Rail website (b)).
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the available train payload, thus making them economically undesirable for freight 1
2
operators (Woodburn 2008b, Network Rail 2007).
In Scotland Inverness, Aberdeen and Fort William are all gauge-constrained 3
and there is a need to consider alternative solutions to costly infrastructure 4
investment. A wagon solution would be far more cost effective, says Russell 5
(Roser 2011). However government assistance is likely to be required for this 6
solution to be implemented. According to Russell in the case of the gauge 7
problem the responsible government departments are not aware of the benefits 8
than can be achieved for the economy in excess of perceived savings through cuts 9
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(Roser 2011).
Woodburn (2006) suggested the use of government grant to aid the start-up of 11
flows that are not immediately commercially viable but which are likely to become 12
so within a reasonable period. This would overcome the existing chicken and egg 13
situation. With a funded trial, viability could be established and further traffic 14
that could use the new service could be identified. While this idea is promising 15
in principle, it is likely that the government would struggle to placate competing 16
private companies if grant were given to one company to run a speculative service 17
and build up its business with the commercial risk transferred to the public sector. 18
In addition, Monios (2010) found that only a small proportion of the annual 19
Scottish modal shift funding budget has been spent each year (e.g. 3.7m spent 20
out of 15.4m in 2008/9). Reasons found for this lack of spending include the 21
lack of strategic identification of projects, the lack of centralised knowledge and 22
responsibility, and the misalignment between funding requirements and eligibility 23
that results in difficulties attracting bids for the money. Now that the annual 24
budget has been reduced to 2m (after the initial decision to scrap the grant was 25
reconsidered due to industry pressure), many operators have suggested that they 26
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intend to bid for this money.
One of the questions that arises is whether transport companies really look 28
consciously at the overall economy and its ups and downs when planning 29
investment priorities over medium term time windows. If a company like John G. 30
Russell is building a new terminal, buying new cranes or setting up a new route, 31
how can they sure that the business will be there? Russell says that it is unrealistic 32
to expect shippers to sign long term contracts due to their inability to predict the 33
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future actions of the economy or their customers.
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What we can do however is anticipate trends in key sectors, look at demographics

and the resultant critical mass and the impact of government legislation,
particularly in the context of rail as road congestion at its present levels and
growing is not sustainable. On the specifics of retailers, people will continue to
eat and consume multiple products, so we conclude that if one customer today
supplies these products and they are not there tomorrow then someone else will
fill the breach. That is how the economy works. Having said that, the transport
industry needs to respond rapidly to changes in the economy and the supply
chain demands of key shippers; we never take that for granted (Roser 2011).
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Every company has four stakeholders: customers, shareholders, employees and

suppliers. Therefore the key must be to deliver commitment through consistency.
If the offering is based on green credentials then it should be sustainable:
Companies that do not adopt this creed will struggle with delivery of service and
credibility this certainly applies to many elements of rail (Roser 2011).
Innovation is key to survival, according to Russell, and if companies are
innovative and looking to the future they are more likely to survive any issues
that arise. Moreover, companies must build rail into an end-to-end solution.
Generally customers want a seamless offering. But the question is whether rail
is genuinely attractive to the retail sector? It can be with appropriate planning,
including working with the customer and Network Rail to unlock the paths that
provide the service required, but it does not fit all (Roser 2011). Research has
also shown that a service needs to be well-developed before shippers will use
it (Van Schijndel and Dinwoodie 2000). This problem has been encountered in
Scotland with the only international ferry service for Scottish shippers, between
Rosyth and Zeebrugge, Belgium. Changing schedules and even a complete break
in service when the original operator withdrew from the market in 2008 have
contributed to Scottish hauliers driving down to England to access ferry services
to the Continent.
Before the advent of computer systems, RFID and bar codes, information
management was all done manually, however Russell noted that a mistake on the
computer system can lead to delayed customer payment. This is a significant issue
in an industry where the gross margin in a good year ranges from 3 per cent to
5 per cent (Roser 2011). Cash flow is therefore imperative to survival. Russell
says that one major challenge we must face as a company and a country is the
imperative not to lose sight of the commercial imperative to innovate and generate
cash. As an industry we must make money and generate profit margins that are
sufficient and sustainable in order that we are still around to invest in the future
(Roser 2011).
Thinking from the customer perspective is very important for a logistics
provider, according to Russell.
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Cost neutral then it is interesting. Cost effective then it is needed. But you
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must not compromise service; if it is more expensive forget it. Furthermore,
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simply switching to rail is insufficient to achieve carbon savings; the train
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capacity use remains crucially important. To attain environmentally friendly
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results the minimum capacity use on the train has to be achieved. Sending half
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(Roser 2011).
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In Russells perspective rail needs to be a credible product in its own right; not just 41
because it is presumed to be environmentally friendly: Shippers need detailed 42
information on emissions and external costs so that when decisions are made to 43
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use rail they are made for the right reasons (Roser 2011).
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In terms of new sites for Scotland, Russell suggests that there is a case for a site
located on the west coast at Fort William. Otherwise he is not convinced based on
current evidence that any new sites are needed. However development is required
on the current network. Scotlands key intermodal terminal at Coatbridge needs
improvement: new cranes and a new layout would allow a significant increase in
throughput. Additionally, siding capacity and length is in need of improvement at
Coatbridge, Mossend and Grangemouth. If this could be improved it would speed
up train turnaround times, improving track occupation time. This would result in
more capacity capability (Roser 2011).
A number of key operational areas also need to be improved, according to
Russell: higher travel speeds, more acceleration and deceleration to aid in pathing
and improved end to end times; a well-disciplined timetable, predictability; train
traceability, always aware of performance; higher productivity in fuel workforce
and train assets.
The Shop-floor Perspective on Future Developments in Scotland
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The integration of ports and hinterlands from a Scottish perspective is influenced

by two primary infrastructural issues: the lower gauge on the East Coast Main
Line (which is used to divert trains when the WCML (West Coast Main Line) is
unavailable) and the problems with high-cube (9ft6) containers north of the central
belt. With high cubes expected to account for the majority of 40ft containers in the
near future, this problem needs to be addressed. As the cost is too prohibitive to
raise the required bridges to allow high cubes through, the only feasible option is
to use low wagons. However there is a lack of these wagons in the UK, and they
attract higher maintenance costs. Moreover, under current regulations government
funding cannot be used to solve this problem. Additionally, even when funding is
available for a new rail service, the length of lead time can be detrimental to the
service development process.
Access has been reduced as the UK rail industry has seen a major decline in
wagonload services over the last few decades. Better information for potential
shippers is also required regarding train services, timetables and wagon capacity.
Due to a lack of marketing and information availability, rail is often not visible
to prospective customers. According to Russell it is necessary to utilise capacity
far better. We see far too many less than filled trains running around. We need a
trading platform that shares the resource available (Roser 2011).
Public sector initiatives can help to resolve this issue through feasibility studies
and knowledge of other experiences to bring a new service or facility to fruition
by reducing the risk that either the shipper or the operator has to take in the first
instance. In the meantime, rail services will rely on large shippers and then smaller
users can add their containers to these regular shuttles.
Furthermore, Russell clearly highlights the importance of aligning service
offerings with customer needs, as well as maintaining reliability and consistency.
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It needs to be at the right price for both supplier and customer or it will not be
sustainable. It needs to satisfy all. These requirements come back to innovation,
which was mentioned earlier. Innovative ways to enhance capacity on the
network need to be pursued, in particular gauge enhancements on specific routes
and wagon solutions where required. Where possible, faster, cleaner, more fuelefficient trains need to be implemented (Roser 2011).
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The current situation has significant implications for the practicalities of

conducting trade to and from Scotland as a peripheral location. Major adverse
impacts have been observed from the current arrangements as the hinterland
transport of Scottish cargo and underlying logistics structures have not been given
the necessary relevance in policy and by the private sector, where a visionary
mid- and long-term perspective remains uncommon. Therefore the shop floor
perspective provided in this chapter has confirmed previous findings in academic
research presented earlier. Industry, government and academia can work together
to develop innovative solutions to the problems of infrastructure upgrading and
collaboration on the provision of capacity on intermodal services. A research
agenda can be developed from this perspective that incorporates not just a supply
side approach (focused on infrastructure and services) but the demand side as
well, bringing together large and small shippers to underpin economically viable
services on key transport corridors.
Research for this chapter was undertaken with the financial support of the EUpart-funded Interreg IVb North Sea Region project Dryport.
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5.7 References
Baird, A. 1997. A Scottish East Coast European Ferry Service: Review of the
Issues. Journal of Transport Geography. 5(4). 291302.
Baird, A., Grieco, M. and Wilmsmeier, G. 2010a. Overcoming Territorial
Discontinuity: The Need for an Evolutionary Approach for Ferry Services
Provision in Scotland. Paper presented at the annual conference of the
American Association of Geographers, Washington, April 2010.
Baird, A., Monios, J., Wilmsmeier, G. and Mathie, I. 2010b. The Effect of Unitised
Freight Flows and Logistics Strategies on Scotlands External Trade. European
Transport Conference, Glasgow, October 2010.
Bozicnik 2011. Interdisciplinary Solutions for the New Railway Freight System
[Online]. Available at: http://www.fpp.edu/~mdavid/TVP/Seminarske%200809/ICTS2005CD/papers/Bozicnik.pdf [accessed May 2011].
DfT 2011. Transport Statistics Great Britain. Department for Transport.
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Mangan, J., Lalwani, C. and Fynes, B. 2008. Port-centric Logistics. The

International Journal of Logistics Management, 19(1), 2941.
MDS Transmodal Ltd 2002. Opportunities for Developing Sustainable Freight
Facilities in Scotland. Report prepared for the Scottish Executive, Edinburgh.
Monios, J. 2010. The Effect of Maritime Policy and Funding on Short Haul
Shipping in Scotland. Paper presented at WCTR, Lisbon, Portugal, July 2010.
Monios, J. and Wilmsmeier, G. 2011. Dry Ports, Port-centric Logistics and
Offshore Logistics Hubs: Strategies to Overcome Double Peripherality?
Maritime Policy and Management, forthcoming.
Network Rail 2007. Freight Route Utilisation Strategy. Network Rail.
Network Rail website (a) [Online]. Available at: http://www.networkrail.
co.uk/browse%20documents/rus%20documents/route%20utilisation%20
strategies/great%20western/great%20western%20rus%20baseline%20
information/03.%20infrastructure/loading%20gauge/loading%20gauge.pdf
[accessed 29 May 2011].
Network Rail website (b) [Online]. Available at: http://www.networkrail.
co.uk/browse%20documents/rus%20documents/route%20utilisation%20
strategies/great%20western/great%20western%20rus%20baseline%20
information/03.%20infrastructure/loading%20gauge/gauge%20diagram.pdf
[accessed 29 May 2011].
Roser, G. 2011. Interview with Kenneth Russell. 15 April 2011. Unpublished.
Runhaar, H. and van der Heijden, R. 2005. Public Policy Intervention in Freight
Transport Costs: Effects on Printed Media Logistics in the Netherlands.
Transport Policy. 12(1), 3546.
Wilson, S. 2009. Scottish Multi-Modal Freight Locations Study. Edinburgh: Scott
Wilson.
Song, D.-W. 2002. Regional Container Port Competition and Co-operation: The
Case of Hong Kong and South China. Journal of Transport Geography, 10(2),
99110.
Van der Horst, M.R. and De Langen, P.W. 2008. Coordination in Hinterland
Transport Chains: A Major Challenge for the Seaport Community. Maritime
Van Schijndel, W.J. and Dinwoodie, J. 2000. Congestion and Multimodal Transport:
A Survey of Cargo Transport Operators in the Netherlands. Transport Policy,
7(4), 231241.
Wilmsmeier, G., Monios, J. and Lambert, B. 2011. The Directional Development
of Intermodal Freight Corridors in Relation to Inland Terminals. Journal of
Transport Geography, forthcoming.
Woodburn, A. 2006. The Non-bulk Market for Rail Freight in Great Britain.
Journal of Transport Geography, 14(4), 299308.
Woodburn, A. 2007. The Role for Rail in Port-based Container Freight Flows in
Britain. Maritime Policy and Management, 34(4), 311330.
Woodburn, A. 2008a. Intermodal Rail Freight in Britain: A Terminal Problem?
Planning, Practice and Research. 23(3), 441460.
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1 Woodburn, Allan G. 2008b. The Challenge of High Cube ISO Containers for British
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Rail Freight Operations, in Logistics Research Network Annual Conference
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2008: Supply Chain Innovations People, Practice and Performance, 1012
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Sep 2008, University of Liverpool, UK (unpublished).
5 WSP 2006. Scottish Freight Strategy Scoping Study. Report prepared for the
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Scottish Executive, Edinburgh.
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Part II
Africa
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Chapter 6

Charles Kunaka
6.1 Introduction
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Efficient logistics performance is a fundamental element of trade and economic

development, and particularly so in a global economy that is widely interconnected
and interdependent. Reducing logistics costs is critical to the ability of developing
countries, particularly those in Africa, to participate more in international trade.
Remoteness which is partly a function of trade and transport logistics can exacerbate
the isolation of countries and hamper their participation in global production
networks. There is considerable evidence that trade costs across Sub-Saharan
Africa are much higher than in other parts of the world. MacKellar, Wrgtter,
and Wrz (2002) established that transport prices for most African landlocked
countries range from 15 to 20 per cent of import costs, figures that are three to four
times more than in most developed countries. In fact, Amjadi and Yeats (1995)
established that transport costs in Africa have become a higher trade barrier than
import tariffs and trade restrictions. Limao and Venables (1999) explore this aspect
further and argue that the costs of trade are important determinants of a countrys
ability to participate fully in the world economy.
The relatively poor logistics performance of countries in Africa is apparent
when one looks at the Logistics Performance Index (LPI) developed by the World
Bank. The LPI offers insights into the logistics performance of countries across
the world. It covers the entire supply chain and is based on a survey of logistics
professionals worldwide. Coordinating the various stages of product development,
component production, and final assembly requires the ability to move goods
across borders quickly, reliably, and at low cost (Arvis, Mustra, Ojala, Sheppard,
and Saslavsky 2010). The LPI can help identify reform priorities within countries.
It is based on numerical ratings of 1 (weakest) to 5 (strongest) to assess logistics
performance.1 The overall performance of African countries in 2010, the latest
available index, is given in Figure 6.1.
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1The International LPI is based on the assessment of foreign operators located in the
countrys major trading partners, and is a weighted average of six components: 1. Efficiency
of the customs clearance process; 2.Quality of trade and transport-related infrastructure; 3.
Ease of arranging competitively priced shipments; 4. Competence and quality of logistics
services; 5. Ability to track and trace consignments; and 6. Frequency with which shipments
reach the consignee within the scheduled or expected time.
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In the 2010 LPI the average score for countries in Sub-Saharan Africa was
2.42 which were the lowest of all regions of the world. However, The LPI shows
distinct variation in the logistics performance of individual countries in Africa,
though the majority is at the lower end of the global ranking. South Africa is the
best performing country, ranked 28th in the world with a score of 3.46, while
Eritrea (154th) and Somalia (155rd) are the worst performers amongst the countries
surveyed, with scores of 1.70 and 1.34 respectively. All the other countries fall
in between, though generally in the lower third of the list f countries listed by
rank. Overall the LPI points to weaknesses in all aspects of logistics performance
but most pronounced in customs, infrastructure and quality of logistics services.
Typically, where it concerns international trade, overall performance of a supply
chain will depend on the performance of the weakest link in the chain.
Unless countries in Africa are able to reduce their trade costs, then they will be
excluded from global supply chains that have become so common under the trend
towards trade in tasks. In order to determine measures to bring countries further
into the global trading system it is important to understand both the determinants
of trade costs, and the magnitude of the barriers to trade that the costs create.
The barriers can be multifaceted, including the quality of both infrastructure
and logistics services. The latter dimension is explored by Teravaninthorn and
Raballand (2008) who study transport corridors in different parts of Africa and find
that the degree of competition in transport services has a major impact on transport
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Figure 6.1
Logistics Performance Index, 2010
Source: Own calculations, LPI data from Arvis, et al. (2010)
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prices. Even when transport costs are not that much higher than in developed
countries, the contestability of the transport markets impacts significantly on the
prices that are faced. They find that across Sub-Saharan Africa, Southern Africa
followed by East Africa have relatively lower prices while West and Central Africa
where market entry is controlled by trucker associations face much higher prices.
In general, Africas transport prices are high compared to the value of the goods
exported which are predominantly high bulk and low value.
The problems faced with components of logistics systems in Sub-Saharan
Africa contribute to making trade route operations unreliable. Poor reliability of
logistics systems is a major problem for traders, probably more so than the average
transit time. It increases logistics costs as shippers have to carry more inventories,
suffer stock-outs and disruptions to operations, make emergency shipments at
higher costs and lose markets. Trade corridors have many components and if
each is characterised by poor predictability of performance then the whole system
because overly unreliable. Figure 6.2 shows the time in days it took to clear
containers at the Port of Mombasa, Kenya in 2004. Half the containers going to
Uganda and Rwanda from the port of Mombasa were cleared for transit within
nine days, but one in 20 took more than a month. Within this context dry ports will
have a positive effect on operations if they are able to make corridor systems more
reliable otherwise if they are also unreliable then they will add to the problems
that are faced.
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Figure 6.2
Distribution of clearance times at Port of Mombasa
Source: Arvis, J.F., Raballand, G. and Marteau, J.F. (2007)
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6.2
Dry Ports in Trade Logistics
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A general approach to improving trade logistics in Africa has centred on trade and
transport corridors. A trade corridor is a multi-modal trade route connecting points
of economic activity along its length. Its primary focus is on economic efficiency
and it should ideally provide users with transport choices. A corridor approach
offers a holistic planning framework, covering hard and soft infrastructure and
general institutional development to improve the trade facilitation environment. It
is in the context of corridor projects that dry ports have typically been developed.
There are numerous definitions of dry ports across the literature, including
those offered by the UN agencies and others by the OECD. Suffice to say for
purposes of this assessment, the operational definition of a dry port is a an inland
terminal which is directly linked to a seaport and which offers cargo clearing and
handling facilities similar to those available in a seaport. This functional definition
is deliberate to include the different names that facilities similar to dry ports are
called in different countries. Two of the more common names are inland container
depots (ICDs) and container freight stations (CFSs). Obviously the two have their
specific definitions and not all ICDs and CFSs are dry ports.
Arvis, Carruthers, Smith and Willoughby (2011) maintain that ICDs have
evolved as a convenient intermediate solution between clearance of cargo at the
border, which is generally the least convenient option for shippers, and clearance
on the buyers premises, the most convenient option for the importer, but least
convenient for customs. They are often located in the outskirts of a hub city where
the price of land is moderate and arterial highways and railways give good access
and do not interfere with urban traffic.
The above suggests that there is a potential optimal location and function of
a dry port. An appropriate location would be one which balances the needs of
the different parties that are involved, shippers of goods, control agencies and
transport and logistics service providers. Roso, Woxenius and Olandersson (2006)
provide a classification of dry ports based on their location. They distinguish
between distant, mid-range and close dry ports.
Distant dry ports are located at distances from sea ports to exploit the
comparative advantage of rail and river transport. These modes are ideal for
moving large volumes over long distances. Under this scenario, dry ports help
consolidate traffic which then benefits railway operations in particular. In fact,
in several places, for instance in Tanzania, the dry ports were developed, owned
and operated by the railways. Storage and customs and other border management
operations were available on site. Generally, distant dry ports are the most common
type of dry port that is found in Africa. Mid-range dry ports are at intermediate
locations from seaports. They help facilitate the consolidation of traffic by road
transport which is then still moved by rail to and from the seaport. Close dry pots
are in close proximity of seaports and mainly serve to increase the space available
for port operations. Several of the new generation CFSs, especially in East Africa,
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Experience with Dry Ports in Africa
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is in the immediate neighbourhood of the major seaports. They often have their
own customs and border management services on site.
While this typology helps to understand where dry ports are located and the
function they serve, it is important to acknowledge also that the geographical
layout of corridors or countries typically also influences the development of
dry ports. Below we use several examples to show how local issues, including
historical evolution of transport networks, influence the design of dry port systems
in Sub-Saharan Africa.
The rest of this paper explores the role that dry ports play in the trade logistics
systems in different parts of Africa. Five case studies are used to identify locational
factors, connecting transport systems, functions and ownership and management
attributes of the dry ports. The first case study is of a dry port in Tanzania which was
designed to serve Malawi; the second is on the largest dry port in Africa, which is in
South Africa; the third case study explores how dry ports have been used to address
port congestion in Tanzania and the last two case studies focus on a new generation
of dry ports, which are focused much more on border management processes in
Niger and Ethiopia. All the case studies are on major trade corridors in Africa.
There is a long history of dry ports in Africa going back some four decades.
Most were developed in the 1970s and 1980s. Africa has a large number of
landlocked countries. Not surprisingly, several of the dry ports were designed to
serve landlocked countries or the inland regions of coastal countries. In order to
deliver goods to the interior in best possible conditions of speed and security,
multimodal terminals were set up within the network, which are used as forward
ports for pre- and post-transport operations. The facilities were equipped with
infrastructure, equipment and systems to receive and process cargo. They were
and still are a considered a useful tool in the development and trade integration.
There have been two main phases of development of dry ports across Africa.
The first phase was in the 1970s to 1990s when dry ports were developed as part
of railway networks in particular. The second phase started at the turn of the
millennium and coincided with the thrust towards private sector management of
ports and railways as well as the general drive towards integrated logistics systems.
Already new dry ports are being developed or are proposed in Ethiopia, Niger,
guinea, Rwanda, Uganda and several other countries. There has therefore been a
marked change in ownership of dry ports with some developed by shipping lines,
others by port operators and yet others by third party logistics service providers.
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6.3.1
First Generation of Dry Ports
Up until the 1990s railways across Africa were often state owned monopolies. Most
were constructed at the turn of the 20th century and had thrived during the mineral
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booms up to the middle of the century. However, nearly all started to experience
declining traffic volumes especially in the 1970s. This was also the period when
road transport started growing, with the increased adoption of containers. Dry
ports, or more accurately ICDs, were developed as a way of maintaining railway
competitive edge, especially given the long distances involved in moving
international trade traffic. Examples of dry ports developed around this period
were City Deep in South Africa and Mbeya in Tanzania. However, the two were
developed for completely different reasons.
6.3.1.1 City Deep, South Africa
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The largest dry port operation in Africa is City Deep which is located in
Johannesburg, South Africa. City Deep was developed in 1977 by South African
railways. It is connected by road and rail to the port of Durban, which is the largest
container terminal in Africa. It has also hinterland connections by road and rail to
several landlocked countries to the north: Botswana, Zimbabwe, Malawi, Zambia
and Democratic Republic of Congo. The port is equipped with rail mounted gantry
cranes and reaches stackers. It has more than 2,000 terminal ground slots for
import and export, more than 700 slots for empties but has no reefer slots.
The Durban to Johannesburg route (part of the NorthSouth Corridor in
Southern Africa) is the busiest in Africa, handling more than 20m tonnes of cargo
per year, representing more than two thirds of all importexport containers in South
Africa. The Johannesburg region is home to numerous manufacturing and logistics
enterprises. In 2003 some 40 per cent of general cargo moving on the route passed
through the dry port facility. The dry port is designed to receive 50 wagon container
trains on a schedule. In 2009 there were up to 19 trains per day between City Deep
and Durban. However, the average for the past several years has been five trains per
day, of which three trains went to the dry port terminal and the other two went to
private sidings. Presently annual throughput is approximately 220,000 TEU (50 per
cent full imports, 30 per cent full exports, 20 per cent empty exports). The capacity
of the dry port is estimated at 375,000 TEU per annum (Portfutures 2003). Trains
take 16 to 18 hours travel time to cover the 600km distance between Durban and
Johannesburg, while the turnaround time for trains is five to eight days.
Though the traffic to the dry port is moved by rail, the railway share of traffic
between the seaport and Johannesburg is only about 30 per cent. This is mainly
because the seaport to dry port railway operation is plagued by several problems
which until recently were causing the railway to lose market share. Some of the
main problems that have been faced over the years are:
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Inadequate and unreliable capacity. The railways are not able to provide
adequate capacity and most of the new growth in traffic has been carried
by road transport. Some cargo moved by road still passes through the dry
port if it has been selected by customs in Durban for physical inspection.
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the marshalling yards for checking and splitting which could take several 1
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security leading to pilferage of goods in transit. However, this is has to a 8
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have enough space to handle the superlink truck configuration which is 11
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favoured by trucking companies in the region (Portfutures 2003).
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Indications are that the decline in market share has been arrested and traffic
volumes have stabilised. There are now plans to build a new larger terminal some
35km to the east of City Deep.
While there are these problems on the South Africa domestic movement, the
problems are worse on the international traffic movements from City Deep. Some
cargo destined to the landlocked countries is picked up or delivered either by truck
or by rail from/to City Deep. The problems that are faced in both cases are most
apparent at the border where significant delays are experienced. Figure 6.3 below
shows the amount of time it takes to cross the two most important border posts
on the corridor from South Africa to Zimbabwe, Zambia, and DRC. Curtis (2009)
attributes these problems to the long border processes and clearance times.
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Figure 6.3
Chirundu border post crossing times, Zimbabwe into Zambia,

2006/7
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The problems are no better when it comes to the railways. Figure 6.4 shows the
timedistance graph for a shipment moving by rail from Durban to Lubumbashi
in the DRC. As is apparent, there are significant delays at each border crossing
or handover point (Beitbridge, Victoria Falls, Ndola). This is largely due to the
need to change locomotives. Though the railways of the different countries are
interconnected, only wagons can move across borders and locomotives have to
be changed. This process is prone to considerable delays, reducing the economic
speed of the railways to a walking speed.
In the past, the railway operators in Southern Africa have tried to develop through
freight train services running across different countries. The system worked well up
to the mid-2000s when some of the railways were concessioned or fell into disrepair.
Subsequently, the services collapsed as either the concessioned railway operators were
not keen to participate or turnaround times in the poor parts of the network became too
unpredictable. Equipment could therefore be held up for long periods with negative
knock-on effects across the regional network. Individual operators therefore sought to
minimise risk by restricting locomotive operations to their domestic network and also
charging demurrage fees for wagons that are not returned on time.
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Figure 6.4 Time and cost distance for railway operations on the North
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South Corridor, 2008
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Source: Own estimates, data from various sources
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6.3.1.2 Mbeya, Tanzania
41
Malawi is a landlocked country in Southern Africa. For access to the sea it has 42
traditionally relied on ports in neighbouring Mozambique. In fact, the railway 43
from Blantyre the commercial hub of Malawi to the ports of Beira (640km) and 44
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Nacala (815km) in Mozambique handled over 90 per cent of Malawis external

trade. During the 1980s, a civil war was in full swing in Mozambique, disrupting
trade routes with neighbouring countries. By December 1983, the line to Beira was
closed and in July 1985 the line to Nacala closed as well. Malawi therefore needed
an alternative trade route, urgently. The available alternative trade route was much
longer. This was the route from Malawi to the port of Durban in South Africa
via Zambia and Zimbabwe (a distance of 3,500km from Blantyre). Estimates are
that in 1984 total losses to the economy from using this alternative route were
equivalent to 20 per cent of the value of all exports. This was a huge burden on the
economy. The alternative was to connect Malawi to the Port of Dar es Salaam in
Tanzania, a distance 1,600km from Blantyre. There were already in place a road
and railway line in Tanzania running from Dar es Salaam to the Copperbelt of
Zambia and to the Democratic Republic of Congo. Both passed just over 100km
north of the Malawi border with Tanzania. This outlet was identified as Malawis
only reliable trading link with international markets.
In order to operationalise this route several investment were made, with donor
support. The main one was the construction of a dry port at Mbeya in Tanzania
to facilitate transshipment of cargo between road and railway systems. Mbeya is
105km from the Malawi border. The facility was designed to allow Malawi cargo
to travel by rail between the seaport and Mbeya (a distance of 880km) and then
be transferred to road trucks. Other components of the project were improvements
of the road between Mbeya and the main centres in Malawi, construction of fuel
transshipment facilities at Mbeya; provision of fuel railway tankers and ordinary
wagons; and construction of a border post and weighbridges. The whole system
was designed to provide a secure alternative at lower cost as long as the more
direct alternatives remained closed. Management of cargo passing through the
corridor was handled by a public private enterprise called Malawi Cargo Centers
(MCC). MCC was awarded space also in the Port of Dar es Salaam where it could
handle Malawi destined cargo.
Obviously, the project was high risk as the duration of the closure of the low
cost routes was not known. Still, it was a success such that by 1993, the Dar es
Salaam route carried close to 20 per cent of Malawis external trade, and was
particularly important for fuel imports which increased from one per cent in 1986
to around 40 per cent of all fuel imports by 1994. Even today, there are significant
volumes of fuel and smaller volumes of other products that are shipped through the
alternative trade route. However today, the Mbeya dry port facility handles very
little traffic. Peace returned to Mozambique in 1992 which allowed the Nacala
rail link and the Beira road link through Tete to be reopened, and the substantial
investments into the MLS and MCC were essentially marginalised. Independence
of Zimbabwe and majority rule in South Africa in 1994 eliminated the political
reasons to avoid the Southern routes as well.
Despite the reopening of the Southern routes, the corridor through the dry port
could still be attractive but only if the railway line was performing well. However,
the railway services passing through the dry port are slow and unreliable. It
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currently handles only about 12 per cent of its design capacity. The apparent
competition between trade routes shows clearly that services passing through a
dry port should offer a clear logistic advantage for them to be used by shippers.
One of the other current operational problems faced is that the Tanzania
customs office at Mbeya where acquittals for traffic in transit are processed is not
computerised and therefore not linked to the main network of Tanzania customs.
As a result, there are delays in handling acquittals and releasing customs bonds
for transit traffic passing through the dry port. The decline in cargo volumes also
places huge demands on MCC to market the route and to demonstrate the costs
saving possibilities, based on a logistics business cost rationale.
New Generation of Dry Ports
6.3.2
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After years of road, rail and port projects being developed in isolation, a far more
strategic and coherent approach towards logistics is now being adopted in Africa.
Increasingly port developments are more explicitly linked to improvements to land
transport systems. This is the case particularly for the movement of bulk cargo; but
is also applicable to containerised cargo. This more holistic approach should pay
dividends in the longer term, boosting not only the continents ability to export to
the rest of the world but also increasing trade between neighbouring African states.
As part of this new approach, shipping lines, port operators, and third party service
providers are showing interest in managing the land-side logistics facilities and
services. An example of a dry port being developed by each of these categories is
described below.
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6.3.2.1 Mojo, Ethiopia
Ethiopia is a landlocked country in Horn of Africa. Although Ethiopia has seven

potential sea outlets there are only four that are active. The major import and
export corridor is to Djibouti. The other ports are either too far such as Mombasa
and Port Sudan, not accessible due to political problems (Asab and Massawa in
Eritrea) or in unstable territory or on poor condition (Berbera and Mogadishu
in Somalia). As a result, the corridor that runs from Addis Ababa to the Port of
Djibouti (EthioDjibouti Corridor) handles about 97 per cent of Ethiopias foreign
trade. The balance is primarily trade from Northern Ethiopia through Port Sudan.
The EthioDjibouti Corridor consists of three components: the port of Djibouti,
the inland transportation and the dry ports. The Port of Djibouti is managed by DP
World and is one of the more efficient ports on the east coast of Africa.
Ethiopia and Djibouti are mutual dependent on each other in that for Djibouti
the port is an important revenue generator while for Ethiopia the port is the only
feasible outlet to the sea. More than 80 per cent of the traffic volume through the
Port of Djibouti is coming from or going to Ethiopia. The transport links between
the two countries go back to the last decade of the nineteenth century, when a
decision was taken in Ethiopia to construct a railway line between Addis Ababa
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and Djibouti. Despite financial and political problems, the Addis AbabaDjibouti
railway was completed in 1917. The completion of the railway line proved decisive
factor in making Djibouti the main outlet for Ethiopian trade.
Following the construction of the railway line, the redirection of traffic to
Djibouti was rapid. By 1925, export volumes transiting through Djibouti were four
times the volumes in 1910. The main railway had lower transport costs compared to
the caravan trade. The railway dominated traffic until the 1950s when competition
with road transport increased. Between 1953 and 1957 rail traffic fell by 50 per
cent a trend that continues today when the road transport carries over 90 per cent of
the traffic between Djibouti and Addis Ababa. Overall, the links through Djibouti
continued to handle Ethiopian traffic until the Ogaden war of 197778. Between
1977 and 1998 usage of the Corridor by Ethiopia generally collapsed. Traffic was
redirected to Assab at the onset of the war. The railway line was damaged and traffic
ceased. A change of fortunes occurred in 1998 as traffic to Djibouti recovered when
the EthiopiaEritrea war broke out. Since then Djibouti has once again become the
main outlet for Ethiopia. In 2009 the Ethiopia traffic handled at the port was 124,000
TEU of imports, 33,000 TEU export and 91,000 TEU empty exports. A significant
proportion of cargo containers are de-stuffed in the port, largely due to the high
demurrage charges levied by shipping lines. The charges are a reflection of the
perceived poor turn round time for containers travelling to Ethiopia from the port.
The two countries have a transit agreement which provides the legal framework
for cooperation on the corridor. Ethiopia is using the agreement as the basis for its
dry ports strategy. The government has designed a plan to develop a network of
dry ports and freight stations throughout the country. The dry ports will serve as
centres designed to reduce logistics costs by allowing consolidation of traffic in
regional centres, greater convenience for shippers as customs processing will be
close to final destination, and promote use of multi-modal transport. The proposed
system will be a departure from current practice where all customs processes are
carried out in the capital, Addis Ababa.
The first dry port under this plan opened in 2010 at a place called Mojo, some
35km from Addis Ababa on the EthioDjibouti Corridor. The facility is intended
to be the primary and principal dry port of the country around which a national
network will be developed (Ahmed 2010). The location of the facility is close to
the existing highway and railway to Djibouti. However, the railway is presently
not operating fully though there are plans to rehabilitate it. Based on current
practice, cargo arriving in Djibouti is processed for transit on site by Ethiopia
customs which have an office in the port. The cargo is then moved to Mojo where
processing for final clearance is performed. The dry port is expected to lead to
quick removal of cargo from port thereby reducing port related storage costs, and
port congestion as well as serving as a collection and consolidation facility for
cargo. Figure 6.5 shows the time cost distance graph for cargo passing through the
Mojo dry port.
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Figure 6.5 Time and cost distance for operations on the EthioDjibouti
Corridor, 2010
Source: Own estimates, data from various sources
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The new dry port is managed by the government owned Dry port State
Enterprise Corporation. However, operations between the seaport and the dry port
are handled by the Ethiopia Shipping Lines. Trade traffic to and from Ethiopia has
by law to be handled by the shipping line which as a monopoly. However, there are
indications that its rates can be as much as 50 per cent higher than other shipping
lines. This practice can therefore impose a huge cost on the economy.
6.3.2.2 Dosso, Niger
One of the new dry port projects about to be developed is in Niger. Niger is a
landlocked country connected by four main trade corridors to seaports. The
dominant corridor is the one to Cotonou in Benin. It is estimated that this corridor
currently carries some 40 per cent of Nigers overseas trade traffic. The corridor is
1036km long from Niamey to Cotonou. It includes the port, a road and a 438km
long railway line, from the port to Parakou, in Benin. In Cotonou, shipments are
typically sent by train to Parakou, where they are then loaded onto trucks. However,
the railway line has very limited capacity, at most 200,000t per year and is also
facing increasing competition from road transport. As a result, road trucking is
very important on the corridor. But the road sector also faces numerous challenges
including high prices due to the tour-de-role practices followed by operators.
This has numerous intertwined consequences including low truck utilisation rates
(around 40,000km per year (Teravaninthorn and Raballand, (2008)), an old and
inefficient truck fleet and vehicle overloading. Operators therefore prefer to destuff containers at Parakou so they can carry more cargo.
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In an effort to improve the performance of the corridor logistics system, Niger

has proposed to develop a dry port at Dosso, some 136km from Niamey on the
corridor to Cotonou. Dosso is 462km from the rail head at Parakou. The dry
port is proposed as a greenfield development at the junction of the main routes
to Cotonou and also to Zinder, Nigers second largest city. The stated logistics
related objectives of the dry port are to: a) facilitate and process international trade
for Niger and promote value-added services as goods move through the supply
chain; b) speed the flow of cargo between the port and major land transportation
networks; c) move the time-consuming sorting and processing of merchandise
inland, away from the congested the port. It is intended that the dry port would be
full customs clearance and processing centre.
The dry port is to be developed as a private public partnership. Reportedly
some major shipping lines have expressed interest in managing the dry port. This
would be consistent with evidence elsewhere that facilities that are managed as
an integral component of a system that includes a port and connecting transport
system perform better than those that are standalone.
While the objectives of the dry port are consistent with typical role of such
facilities, it is not apparent that the proposed location is the most ideal. Within
Niger itself there are two other locations that have been considered. The first is
Niamey, the capital. Under the current plan cargo would be transferred from rail to
road trucks at Parakou and handled again at Dosso, away from its final destination
which may increase costs. According to a 1999 study some 80 per cent of the cargo
moving along the corridor is destined for Niamey, which may make it an ideal
location. In fact under current plans, there remains a proposal to develop another
dry port at Niamey, possibly under the same management as the one at Dosso. The
other possible location is at the border town of Gaya. Gaya is at the junction of
the corridors to Cotonou and Nigeria though the border post at Kamba. To add to
the challenge of selecting an ideal location, the dry port is also being proposed in
a region where there are numerous other dry port projects. Similar facilities are
either operational or planned in Northern Nigeria, Burkina Faso and also in Mali.
After all, some 80 per cent of the cargo is destined there. A regional approach may
therefore be warranted, especially given the limited traffic volumes flowing across
this part of the world.
The railway line has been proposed for concessioning which may help to
address the perennial underinvestment in the system. It is not apparent what value
addition will take place at Parakou, besides being a convenient customs clearance
point. There has been discussion to extend the railway to Niamey, which would
overcome the necessity for increased handling. Clearly a road transport only
connected dry port loses some of the advantages inherent in increased scale offered
by rail transport. However, in the short term the traffic volume is too small and
largely unidirectional with more imports than volumes. Road transport, despite its
problems, is therefore better suited to the trade volumes.
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6.3.3
Container Freight Stations in Tanzania
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The port of Dar es Salaam experienced a serious problem of congestion in

20072008, reflected in long container dwell times (Figure 6.6). The congestion
was due to several problems but mainly due to the rapid increase in volumes with
a static capacity or even a deteriorating ability to increase the capacity of the ports
container-handling facilities. Container volumes of 370,000 TEU by 2008 were
already way in excess of nominal capacity of 250,000 TEU per annum. Although
the area available for storage is clearly a constraint, the capacity of the terminal
was reduced further due to container dwell times for inbound containers in excess
of 20 days versus five to ten days for similar ports. This led to serious congestion
in the harbour, in the port and also in the surrounding access roads to the port.
The congestion therefore, affected not only the downstream movement of imports,
especially transit cargo for neighbouring countries, but also had an impact on
upstream activities. The shipping lines, in order to limit the impact of the queue
at Dar es Salaam, attempted to transship containers via the port of Mombasa in
neighbouring Kenya. The congestion in Dar es Salaam not only caused a dramatic
reduction in the frequency of vessel calls but also lead to a backup of deliveries
with containers destined for Tanzania remaining in the transshipment ports in the
middle east and in Singapore for extended periods of time.
The container terminal operator, port regulator and government and shippers
came together to decide on a solution to the problem. A port congestion committee
was organised to look into this and other causes for the congestion. The adopted
solution involved a combination of initiatives by the terminal operator to improve
the facility and procure additional equipment, by the port to provide more land,
by the regulatory agency to adjust the storage tariffs, and by the private sector
to develop a network of off-dock container yards, and Customs to introduce
electronic submission of declarations and pre-arrival processing of declarations.
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Figure 6.6
Port of Dar es Salaam container dwell time 20002008
Source: Data from Tanzania Ports Authority
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It was also coincidental that these measures were implemented when there was a
decrease in traffic as a result of the global financial crisis.
The development of the network of ICDs occurred relatively rapidly in
response to the perceived profitability of these facilities. The ICDs have a total of
3,400 ground slots and therefore almost doubled the container capacity of the port.
The port area has 3,600 ground slots. As initially conceived, the ICDs operated
independently. Although they were nominally subject to the port tariff, there was
little regulation of their pricing.
The decision on which container should be transferred to the ICDs and the
procedure for allocating containers to different ICDs was initially made by the
terminal operator and the port authority. Transfers were organised on a shipload basis,
subject to two restrictions. Transit containers could not be moved to the ICDs and the
consignee could designate a specific ICD on the bill of lading. The decision as to which
vessels containers would be transferred was made by the port authority and terminal
operator in discussion with the shipping line. The ICDs to which the containers were
transferred were determined through a daily poll of the ICDs to determine if they had
sufficient space to receive that full load. The transfer was arranged by the terminal
operator, who contracted for the trucking services. The shipping line was charged for
the transfer and, in turn, collected this from the consignee.
Unfortunately this approach alienated consignees who had to pay for the
transfer and the shipping lines, which had their boxes scattered among different
ICDs. After a year of trial and error, a system was introduced in which there is no
charge for the transfer of containers and the shipping lines select the ICD. The
ICD collects the late clearance fee which is sufficient to cover the movement. The
shipping lines negotiate volume discounts with the operators. The ICDs compete
with the terminal by offering better service in terms of tracking containers and
arranging for customs and related services.
The use of ICD was considered to be a short term approach to the problem
of congestion in the port. The port authority has sought a long-term solution
involving the development of a dry port, outside the port city area but not too far.
A feasibility study is currently underway to identify an ideal site for the dry port.
However, it is important to recognise that a site outside the port city area is only
one solution. In the case of Dar es Salaam, there are also opportunities to reduce
customs clearance times and to improve land connectivity. The Tanzania customs
has been improving its procedures, increasing the use of electronic submission of
documents and introducing risk management procedures. With continued effort,
these improvements could reduce the average dwell time of containers by three to
four days. The actual reduction would be even greater since the increased certainty
on the time to clear cargo would allow better scheduling of cargo movements
saving an additional one to three days. Increasing the berth throughput through the
introduction of more cranes and better management of the container yard would
allow vessels to reduce their turnaround time. This would allow shipping lines
to introduce larger vessels and to offer day of the week service. These and other
efforts would increase capacity and thus allow more time for the development of
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new port facilities. It would also allow for the development of a freight corridor 1
2
plan that would provide adequate capacity on the landside.
6.4 Function of Dry Ports in Africa
The foregoing points to several functions that dry ports are playing in logistics
across Sub-Saharan Africa. The main characteristics and functions are summarised
in Table 6.1.
Characteristics of selected dry ports in Sub-Saharan Africa
Table 6.1
Country
Year established
Management
Main functions
City Deep
South Africa
1977
Railway operator
Transshipment
Customs Clearance
Consolidation and
distribution
Mbeya
Tanzania
1986
Railway operator
and public private
body
Transshipment
Customs transit
processing
Dosso
Niger
To be developed
Shipping line
Customs clearance
Mojo
Ethiopia
2010
Government
enterprise/shipping
line
Customs
clearance and later
transshipment
CFSs
Tanzania
2008
Private operators
Customs clearance
Storage
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Dry port
There are four main functions that dry ports in Africa:

a. Transfer of cargo between road and rail transport, mainly to exploit the
economies of scale available through use of rail transport for long distances.
The first generation of dry ports was tied to the railway systems. Dry ports
located in major demand generators were likely to have customs and other
border management functions. In most instances the dry ports were part
and parcel of the railway network. Such dry ports have tended to decline
as the railways have deteriorated. This is the fate for example that has
befallen the dry ports at Mbeya and Isaka in Tanzania that were developed
as part of the Tanzanian railway systems. However, in recent times some of
these facilities have been revived as the railways are once again receiving
attention. Railway concessions in particular have enabled the private sector
operators to invest in the dry ports, but only as part of strategies to enhance
overall system performance. One of the best examples of this integrated
approach to logistics companies with operations in several African markets
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are the operations of the Bollore Group. The group has operations in 41
countries. In West Africa it has a combined handling capacity of more than
1.5m TEUs per year, including termini at Abidjan in Cote dIvoire and
Tema in Ghana. In Cameroun Bollore operates a dry port at a place called
Ngaoundere where they move cargo from the port of Douala to the dry port
for onward transportation by road to Chad. The operation is emerging as one
of the most significant in Sub-Saharan Africa. Though government owned,
the South Africa system is going through a similar revival process where
increased volumes through City Deep are projected to grow in the years
ahead as part of strategy to rebalance traffic between road and rail transport.
b. Customs and other border management: typically as part of both of
the above, dry ports play a key role in facilitating customs and border
management procedures close to the main centres of demand. The
availability of customs and border management services is one of the most
important distinguishing features of dry ports. In some countries it is in fact
the customs authorities who licence dry ports. For example, in Rwanda a
Bollore subsidiary has recently been awarded a licence from the Rwanda
Revenue Authority (RRA) to operate the countrys first privately owned dry
port. This is a significant step in the liberalisation of the Rwandan logistics
markets, where the publicly owned dry port called Magasins Generaux du
Rwanda (Magerwa) has had a monopoly on bonded warehousing through
a network of four ICDs. The new facility is designed to handle traffic
between the ports of Mombasa in Kenya and Dar es Salaam in Tanzania
on the one hand, and Rwanda, Burundi and eastern Democratic Republic
of Congo on the other. About 80 per cent of all cargo moving around the
East Africa region is containerised. The new dry port should also be in a
good position to take advantage of the planned railway between Kigali and
Tanzanias Central Railway, which will allow containers to be moved from
Rwanda to Dar es Salaam by rail. The customs regime under which a dry
port operates has potentially significant impacts on the efficiency of the
whole system. There are several options that are available partly depending
on the location of a dry port relative to the seaport. For example, the dry
port could be the final destination stated on a bill of lading, or operations
could be under domestic transit regime between the seaport and dry port.
Other options are also possible, at times based on the level of trust between
the customs authorities, dry port operator or connecting transport operator.
Generally, railway operators of dry ports tend to be favoured because of the
perceived level of risk that cargo could be diverted before being cleared.
c. Extension of hinterland of shipping lines. The new generation of dry ports
in particular, is being developed or managed by shipping lines or third party
logistics services providers. This is already the case in Ethiopia where the
dry port at Mojo is managed by Ethiopia Shipping Lines, a government
owned enterprise. Several shipping lines have also expressed interest in
developing the dry port in Niger. Such new facilities need not necessarily
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be linked by rail to the seaport; they could be connected only by road

transport. Shipping lines and logistics services providers are interested
in dry ports because it enables them to better manage the logistics chain
between seaport and inland destination, which is the most problematic leg
in logistics across Sub-Saharan Africa. As competition between corridors
increases, it enables them to also capture the market high up the chain.
They can the arrange movement from the seaport inland and at the same
time provide a facility for shippers to execute all import processes. For
outbound cargo, the dry ports provide a facility of consolidation of traffic.
As discussed above, there is a huge traffic imbalance in Africa where there
are traditionally more imports than exports or where exports are bulk
commodities which are transported using vehicles that are different from
those required for import movements.
d. Consolidation of traffic: One important factor that contributes to high
costs of logistics in Africa is the lack of economies of scale. Importers and
exporters tend to be small in size and generate small quantities at a time.
It therefore becomes difficult to justify increasing system capacity unless
there is a way to facilitate consolidation of volumes so as to lower unit costs.
One of the major functions of dry ports therefore is to consolidate volumes.
Often, within the dry ports containers can be stripped and their contents
delivered to multiple destinations, or even broken down, processed, and
repackaged for multiple final buyers. Such stripping, or de-stuffing, is very
common on some trade routes in Africa, especially where there are a lot
of small scale traders, who ship less-than-container load volumes. Related
to the above, dry ports also help reduce the amount of empty running that
is experienced in both rail and road transport. In almost all countries in
Africa, imports substantially exceed exports, especially in truck-borne
and containerised cargo. Freight forwarders can organise traffic for trucks
or containers that otherwise would have to return to the seaport empty.
This can help bring shippers and truckers together through the provision
and dissemination of market information about available capacity and
prevailing prices. Dry ports can facilitate the market by offering facilities,
offices and communications, to brokers and freight forwarders.
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The review of dry ports in Sub-Saharan Africa indicates that though these facilities
play an important role, they are still faced by numerous problems. Some of the
issues that need to be tackled are discussed below.
6.5 Making Dry Ports Work
One of the major challenges faced with the dry ports in Sub-Saharan Africa is
that the facilities have not all been developed with a logistics cost-minimisation
imperative. Several were developed as discrete locations along a trade corridor,
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with little effort to optimise how they connect to seaports and also to the markets
that they serve. The critical test from a trade competitiveness perspective is the
extent to which a dry port impacts logistics costs along a trade corridor. In theory
dry ports should play a facilitative role in trade logistics. They should:
Enable fast and efficient port and dry port connectivity, if possible supported
by fast and efficient railway services and with appropriate intermodal
interfaces;
Fast clearance of cargo in and out of seaports;
Have interconnected customs and border management systems to allow
fast clearance of cargo;
Be part of a corridor length system design that seeks to minimise overall
costs; and
Be based on long term licensing and stable regulatory regimes.
Reduce Cargo Dwell Times in Seaports
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These are all areas where logistics performance in Sub-Saharan Africa is weak.
Consequently, it is not surprising that often cargo passing through dry ports is
faced with longer delays than that which is shipped directly. Some of the main
constraints that should be addressed in order to reduce costs are identified below.
The slow movement of containers and cargo through ports in Sub-Saharan Africa
has emerged as one of the major constraints faced in international logistics. Data
from numerous ports show that cargo stays in ports for periods of time ranging
from five days to several months. AICD (2009) established that container dwell
times in East and West Africa are 1215 days, twice the international best practice
of seven days. The problem is so serious that it is often cited by enterprises as one
of the most pressing infrastructure constraints that they face. Most delays are due
to long processing and administration times and poor handling in congested port
areas, rather than on any real limitations in basic quay capacity.
Port efficiency is affected also by the poor performance of the connecting land
transport systems. This is often exacerbated by congestion in the immediate urban
areas as large cities have grown around ports. Due to the various problems, in some
ports the tendency is to de-stuff containers in the port area, further contributing
to delays. Containerisation is therefore not fully exploited along trade corridors,
leading to the loss of the benefits of fully integrated multi-modal transport. As a
result, there is little containerised traffic on some corridors serving landlocked
countries. These patterns have serious implications on the performance of dry
ports. Firstly, cargo passing through dry ports is subject to the long processing and
clearance times in ports. The assumption of fast removal to a dry port is therefore
not always correct. This is the reason why, as mentioned above, it has been
observed that cargo passing through dry ports in fact faces longer transit times that
that which is shipped directly from seaport to final destination.
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6.5.2
Reduce Clearing Times at Land Border Crossings
6.5.3
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Borders across Africa are notorious for the delays that are experienced by trade
traffic. As road infrastructure has been improved, the delays faced at border
crossing points have become more prominent. It is not surprising for cargo
to spend four to five days or longer at each border that is crossed. The delays
increase trade costs, reduce transport equipment utilisation and compromise the
trade competitiveness of African countries. It is critical that fundamental reforms
are executed in how cargo is cleared through border posts. This requires both
infrastructure improvements but even more critically, reforms to procedures and
systems. Efforts are now underway to introduce one-stop border posts in an effort
to reduce clearance times. An example of this is the introduction in 2009 of a
one-stop border post at Chirundu, between Zambia and Zimbabwe. However, this
initiative has to be complemented by simplification and reform of the clearance
process. Related to this, another measure that seems to be having the most impact
is the interlinking customs and border management systems of neighbouring
countries. This has been done at the Malaba border post between Kenya and
Uganda resulting in the reduction of average clearance time from five days to
about three hours. Without such reforms, further investments in roads and other
infrastructure will have little impact on overall transit times. Moving some border
management processes from the border to an inland facility should greatly reduce
clearance times.
Improve Railway Performance
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It is apparent that maximum benefits could be derived from dry ports if they are
connected to seaports by efficient and reliable railways services. A major issue on
the international corridors is that locomotives from one country generally are not
allowed to travel on another countrys network. As a result, rail freight crossing
borders must wait to be picked up by a different locomotive. As shown in the case
of the corridor in Southern Africa, delays at borders can be extensive. This is in
part due to the poor availability of locomotives in the different countries, poor
coordination between railway operators and absence of clear contractual incentives
to service traffic from a neighbouring countrys network. Reducing such delays
would require a total rethink of contractual relationships and access rights linking
the railways along the corridor. It would also likely require a regional clearing
house to ensure transparency and fairness in reciprocal track access rights. The
SADC region has in the past explored this concept, under the framework of
operating through freight trains. However, the idea broke down, ironically because
some of the new private sector operators were not keen to cooperate with railways
in neighbouring countries or wanted to route traffic in ways that maximised their
individual revenues.
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6.5.4
Liberalize Road Transport Markets
Facilitate More Private Sector Investment and Operation
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There are a few instances where dry ports are being designed based on road
transport providing connectivity to the seaport. The idea is that the dry port
would provide a facility for the consolidation and deconsolidation of cargo, as
well as the other usual functions including customs clearance. However, for the
systems to make an impact the road transport markets have to be performing well.
Liberalisation of transport markets, if possible even at regional level should allow
cargo to be moved a lowest possible cost (Raballand, Giersing and Kunaka 2008).
In addition to making sure the markets are operating well, it is important to
tackle also the various impediments to movement that are common along trade
corridors. In West Africa, UEMOA and ECOWAS have collaborated with the
USAID in collecting information on the number of barriers to movement along
regional corridors. They found numerous police and customs checkpoints, some
official and others informal. The checkpoints, which are not unusual trade corridors
across Sub-Saharan Africa contribute to delays, uncertainty and increase the cost
of transport. They have a debilitating effect on the performance of the regional
transport systems so their removal is important.
Some of the strategic inventions in logistics management in Africa are increasingly

driven by private sector enterprises. This is true of supermarket chains trading in
several countries or third party logistics service providers providing integrated
logistics solutions. While international lending agencies can promote dry ports,
they are best developed by their potential operators and users. The public sector can
take a role in providing land and building connecting infrastructure but investment
and operation of dry ports can be left to the private sector. The government also
has an important role in providing appropriate regulatory frameworks that allow
trade contracts to designate the dry port as a final destination. At least in several
countries existing customs laws already allow this to happen.
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103
6.6 Conclusion
It was argued in the introduction that Africa suffers from high trade costs. This is
one of the most fundamental problems that are now faced in the continents trade
competitiveness. Ultimately, dry ports should be assessed based on the extent to
which they contribute to reducing these trade costs. The new generation of dry
ports being proposed across Sub-Saharan Africa would generally appear to be
driven by logistics performance imperatives. This is important to reducing trade
costs. Fortunately, designing dry ports with this objective will yield at the same
time other positive results, including reducing negative environmental externalities
of trade and transport systems.
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6.7 Disclaimer
This paper is a product of the staff of the International Bank for Reconstruction
and Development/The World Bank. The findings, interpretations, and conclusions
expressed in this paper do not necessarily reflect the views of the Executive
Directors of the World Bank or the governments they represent.
6.8 References
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Ahmed, Y. 2010. Final Report of Feasibility Study of Dry Port, Report for African
Trade Policy Center (ATPC). Addis Ababa: UNECA.
AICD. 2009. Africas Infrastructure: A Time for Transformation. Washington, DC:
AICD, World Bank.
Amjadi, A., and Yeats, A.J. 1995. Have Transport Costs Contributed to the Relative
Decline of Sub-Saharan African Exports?, Policy Research Working Paper No.
1559. Washington, DC: World Bank.
Arvis, J.F., Raballand, G.F.R. and Marteau, J.F. 2007. The Cost of Being
Landlocked: Logistics Costs and Supply Chain Reliability, World Bank Policy
Research Working Paper No. 4258. Washington, DC: World Bank.
Arvis, J.F., Carruthers, R., Smith, G. and Willoughby, C. 2011. Connecting
Landlocked Developing Countries to Markets: Trade Corridors in the 21st
Century. Washington, DC: World Bank.
Arvis, J.F., Raballand, G. and Marteau, J.F. 2010. The Cost of Being Landlocked:
Logistics Costs and Supply Chain Reliability. Washington, DC: World Bank.
Arvis, J.F., Mustra, M.A. Ojala, L., Sheppard, B. and Saslavsky, D. 2010.
Connecting to Compete Trade Logistics in the Global Economy: The
Logistics Performance Index and its Indicators. Washington, DC: World Bank.
CSIR, Stellenbosch University and Imperial Logistics 2010. Sixth Annual State of
Logistics Survey for South Africa 2009. Pretoria: CSIR.
Curtis, B. 2009. The Chirundu Border Post: Detailed Monitoring of Transit Times,
SSATP Discussion Paper No. 10. Washington, DC: SSATP/World Bank.
Elygis, Frillet Societe dAvocats and MTBS 2010. Projet de port sec au Niger:
Rapport de Structuration de Transaction. Niamey: Republique du Niger.
Government of Niger 2010. Rapport Diagnostic Final: Actualisation de la
Strategie Nationale des Transports. Niamey: Republique du Niger.
IBI Group 2006. Inland Container Terminals: Final Report. British Columbia.
Korea Maritime Institute 2007. Logistics Sector Developments: Planning Models
for Enterprises and Logistics Clusters. Bangkok: UNESCAP.
Kunaka, C. 2011. Logistics in Lagging Regions: Overcoming Local Barriers to
Global Connectivity. World Bank Study Report. Washington, DC: World Bank.
Limao, N., and Venables, A.J. 2001. Infrastructure, Geographical Disadvantage
and Transport Costs. World Bank Economic Review 15(3), 45179.
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MacKellar, L., Wrgtter, A. and Wrz, J. 2002. Economic Growth of Landlocked

Countries, in konomie in Theorie und Praxis, edited by Chaloupek, G.,
Guger, A., Nowotny, E. and Schwdiauer,G., Berlin: Springer, 21326.
Portfutures. 2003. Johannesburg City Deep Baseline Report for Stage One.
Johannesburg: Portfutures UK.
Raballand, G.F.R., Kunaka, C. and Giersing, B. 2008. The Impact of Regional
Liberalization and Harmonization in Road Transport Services: A Focus on
Zambia and Lessons for Landlocked Countries, World Bank Policy Research
Working Paper No. 4482. Washington, DC: World Bank.
Roso, V., Woxenius, J. and Olandersson, G. 2006. Organisation of Swedish Dry
Port Terminals. Goteborg: Chalmers University of Technology.
World Bank 2008. Niger: Modernizing Trade during a Mining Boom Diagnostic
Trade Integration Study for the Integrated Framework Program. Washington,
DC: World Bank.
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Part III
Asia
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Chapter 7
Dry Port:
The India Experience and What the Future
Holds India Needs to Think Out-of-the-Box
Raghu Dayal
7.1 Introduction
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Intermodal terminal and transport infrastructure development in India has helped

bring about qualitative changes in the realm of production as well as logistics.
Dry ports, generally known in the country as inland container depots (ICDs) and
container freight stations (CFSs), have made a tangible contribution to growth,
both directly, through reduced transaction costs, and indirectly, through more
efficient organization of manufacturing and distribution. A number of initiatives
and innovations in concepts and practices have led to the growth of multimodal
transport infrastructure. Even so, inadequacies, especially in intermodal transport
along the arterial corridors, emphasise a dire need for capacity-building, as well
as redressing distortions.
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7.2 Transforming the World Economy

Changing Global Economic Geography Transportation offerings need to grow
rapidly around the world. Continuing globalisation coupled with high growth rates of
population density and GDP in some regions implies a continued increase of the flow
of goods and people, thereby altering the worlds economic geography. From 2020
onwards, the E7 (China, India, Brazil, Russia, Indonesia, Mexico and Turkey) are
expected to break away from the G7; the combined E7 GDP is projected to be around
30 per cent higher than total G7 GDP by 2030 (Pricewaterhouse Coopers 2010).
Worldwide, transport growth has been consistently higher than economic
growth. World trade continues to grow, and more and more of it is containerised.
Over 70 per cent of the global general cargo volumes generated are shipped in
containerised form.
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110
Global trade has outpaced GDP growth
Figure 7.1
The Container Revolution
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Source: WTO, EU
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The container or the box has lent a new dimension to logistics. Just-in-time (JIT)
manufacturing and precision in logistics is unimaginable without the container.
The container made shipping cheap and by doing so changed the shape of
the world economy (Levinson 2006). As container shipping became intermodal,
with a seamless movement of containers among ships and trucks and trains, goods
could move from Asian factories directly to the shelves and stockrooms of retail
stores in America or Europe.
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Figure 7.2
Global container trade, 19902020
Source: UNCTAD, based on Drewry Shipping Consultants, Container Market Review

and Forecast (2006/2007 and 2008/2009) and Clarkson Research Services Ltd, Container
Intelligence, September 2009
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Dry Port: The India Experience and What the Future Holds
New Division of Labour

With the growing incidence of outsourcing and offshore manufacturing, the
market for containerisable cargo in intermodal transport has changed radically
in recent years. By the year 2020, 80 per cent of the goods in the world will be
manufactured in a country different from where they are consumed compared with
20 per cent now (McKinsey and Company 2010.).
Enhancing Value and Burgeoning Volumes
The dynamic growth in the container trade has mainly resulted from:
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increasing exchange of goods in the course of the growing integration of

national economies and stronger international division of labour;
increasing share of manufacturing, and value-added products in trade;
movement of production facilities to overseas locations;
reduction in transportation costs for containers and consequent increase in
the suitability of containerisation for lower value exports; and
continuing increase in cargo deliveries to the large seaports by means of
feeder vessels.
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Figure 7.3
World economy and trade
Source: UNCTAD, based on WTO, Trade Statistics 2008
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7.3
Dry Ports Relieve Spatial Imbalances
Dry Ports Drive Growth in Hinterlands
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Geography adds dramatically to the development challenges. In some cases, long

distances within individual countries create vast hinterland areas such as in China,
India, United States or the Russian Federation. Inland sites, economically linked
to the coastal networks, ICDs and CFSs as dry ports in generic terms serve as
nodes for consolidation and distribution of goods much like seaports, providing
integrated multimodal door-to-door services.
A CFS, as in India, is generally an off-dock facility close to the servicing port,
helping to decongest the port by shifting cargo and customs-related activities.
These are also set up inland to connect with a regional rail-linked ICD by road.
Those near the ports serve a dual purpose: as an extended arm of the port, and for
handling exportimport cargo for coastal cities which themselves are important
industrial and commercial hubs. Viewed by some as close-by dry ports, such
CFSs, situated in the immediate vicinity of a seaport, provide a buffer to the port
by enlarging its terminal capacity. In some cases, rail shuttle services link the CFSs
with the seaport. The mid-range dry ports, usually with road-based connectivity,
act as consolidation points for block train services.
Economic growth and trade in most countries has historically centred around
seaports with a focus on the development of port terminals and maritime shipping
networks. Coastal areas worldwide have generally been richer than inland sites
and have also seen faster growth, exacerbating spatial inequalities in national
economies. In India, industry and commerce grew largely near and around ports,
old port cities emerging as mega metros such as Mumbai, Kolkata and Chennai.
Weaving a Web of Prosperity
In Asia and the Pacific, it is mainly coastal regions that have benefited from
the current phase of globalisation by becoming important nodes in the regional
production networks. In the context of promoting the Asian Highway and Trans
Asian Railway projects, United Nations Economic and Social Commission for
Asia and the Pacific (UN-ESCAP) (2010a)examined the potential of intermodal
transport and freight modal interchanges and inland ports for alleviating the trade
and transit cost disadvantages of land-locked countries and remote hinterlands
of littoral states. Extending the developmental impulses to the hinterlands linked
to gateways, Asian Highway and Trans Asian Railway are envisaged to serve as
catalysts for infrastructural nodes in the region which may take different names,
dry ports, ICDs, CFSs, logistics zones or parks, freight villages, distriparks, et al.
They all will essentially facilitate seamless and cost effective transportation of
goods, notwithstanding their varying nomenclature and structure.
ICDs and CFSs, in effect potential hubs of prosperity, stimulate growth of
economic activities in their vicinity. Dry ports, as a rule, potentially nurture
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manufacturing and service clusters, for example, special economic zones and
export processing zones. A dry port is generally located close to an existing or
potential production or consumption centre. The number of dry ports depend on
geography as well as diversity and extent of economic activity. By the mid-1980s
about 150 ICDs were established in North America, 130 in Europe and around
400 worldwide (Dobson 1989). In the context of Asian Highway and Trans Asian
Railway networks, UN-ESCAP estimated the requirement of an additional 200 dry
ports in the Asia-Pacific region by 2015.
ICDs enable and encourage the integration of ports, road and rail freight
operations. A network of dry ports as load centres also has the potential to promote
traffic on railways, with significant environmental benefits and energy efficiency
gains. An optimum use of land transport infrastructure is as a rule derived long
haul between a seaport and an ICD being done by rail and short haul for efficient
local distribution, by road. A seaports access to areas outside its traditional
hinterland improves and expands its hinterland. To avoid serious congestion, port
operators are increasingly channeling the incoming container flows to satellite
terminals or intermodal transfer points in the hinterland.
Gateway Ports to Lean More on Hinterland Nodes
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Projections for container port handling worldwide estimate one billion TEU
by 2020, doubling the volume of 506 million TEU in 2008 (UNCTAD 2009).
With seaport capacities overstretched, more inland container terminals are being
developed and expand in capacity. Seaport throughput and efficiency are liable to
be jeopardised by bottlenecks in the landside transport system serving the ports.
Dry ports have been developed, for example, in the Russian Federation primarily
to reduce seaport congestion, whereas in Thailand, priority was to help shift freight
from road transport to rail. KTM Malaysian Railways in conjunction with SRT
State Railway of Thailand arranges rail-based landbridge between Port Klang in
Malaysia and Lat Krabang ICD in Thailand. SRT transports substantial quantum
of containerised cargo between Lat Krabang ICD and Laem Chabang seaport in
Thailand.
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7.4
India Ushers in Sustainable Intermodal Growth
Early Start by IR: The First Infant Steps. The development of containerisation in
India began with the first ISO container brought to its southwest coast, at Cochin
port by an APL vessel on 27 November 1973. It was five years later that the first
international container service was introduced on the IndiaAustralia corridor,
in September 1978. In India, ICDs and CFSs started to develop as an initiative
of Indian Railways (IR), central and state warehousing corporations, shipping
lines, logistics and road operators. As early as the 1960s IR realized the immense
potential and benefits of high value cargo intermodal door-to-door transport.
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Box 7.1
Excursus: ICD development in UK
During this time IR launched a rudimentary multimodal service for smalls or

less than wagon load traffic through street collection and delivery service. The
gradual decline of railroads in most of the industrialised countries was a lesson for
IR, to proactively act on fast dwindling general goods traffic. Thus, containerised
multi-modal transport in India started as far back as 196667 with IR introducing
4.5-tonne and 5-tonne containers of its own design and standards for carrying
domestic cargo.
Development of ICDs in India followed a somewhat similar pattern as that in
the United Kingdom, following the shipping industrys increasing use of containers
for general cargo shipments during the 1960s (see box below).
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As Ingram (1992) elaborates, the container revolution required customs to recognise

ICDs as ports without water, which according to new customs guidelines had, for
example, to be located near trunk roads preferably with access to/from main railway
lines. ICDs in the UK were esblished by various consortia, the largest group operating
six depots. The Containerbase company, was set up by P&O, five of these depots were
in proximity to railway lines linking them to the ports of Tilbury and Southampton
by overnight train services. Other ICDs, notably the London International Freight
Terminal and Manchester International Freight Terminal were established by British
Rail. Some ICDs were developed by companies engaged in warehousing, for example,
Greenford ICD (Butlers Warehousing) and Dagenham Storage Co. Ltd. Some others
such as Milton ICD in Berkshire were set up by property companies with a view
to providing services around which other industries could cluster. Road transport
operators also set up some ICDs mainly to bypass the congestion at ports.
In India transportation of ISO containers for international trade from

gateway ports to the hinterland was started by IR in 198182. In response to the
recommendations of different working groups set up by government, IR was
required, in consultation with Ministries of Commerce, Finance, and Transportcum-Shipping, to set up and manage ICDs and develop intermodal transport.
Commencing with an improvised ICD at Bangalore within the rail freight
handling siding at the station in August 1981, IR created a few other similar ICDs
at Coimbatore, Guntur, Anaparti, Amingaon (Guwahati), Ludhiana and Pragati
Maidan (New Delhi). The first three provided the linkage for moving containers to
and from the ports of Madras (Chennai) and Cochin. Guntur and Anaparti largely
for tobacco shipments and the ICD at Guwahati mostly for tea exports. This ICD
was linked to the ports of Calcutta (Kolkata) and Haldia. The ICD at Delhi was
connected to Bombay (Mumbai) port. Indias first inland CFS for consolidation,
stuffing and stripping of LCL cargo was commissioned at Central Warehousing
Corporation (CWC)s facility at Patparganj, New Delhi, in 1985.
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Figure 7.4
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India put great efforts to drive containerisation in its international trade in the
1980s1990s. Until lately Indias container traffic amounted to just about one per
cent of global container volumes, albeit, recently, it has shown a slight increase
and is expected to grow substantially.
Indias share in world container traffic, million TEU
Source: Based on data from Containerisation International Yearbooks
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Figure 7.5
Indias % share in world container traffic
Source: Based on data from Containerisation International Yearbooks
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End-to-end Multimodal Transport
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The share of container traffic in IRs total freight traffic in 198889 was miniscule:
of a total IRs freight loading of 302 million tonnes, containerised traffic accounted
for less than 0.5 million tonnes. International trade required more transit-time
sensitivity and care for small-volume customers care, which required IR to
change the focus from large volume bulk commodities transport. Trade facilitation
may well be cited as the very raison dtre of containerisation of Indias export
import cargo. Particularly, for the ease of handling and safe and speedy transit.
Further, overseas importers insisted on receiving their shipments in containers,
which facilitated of door-to-door transport backed by a through, unified liability
regime, a composite contract with the forwarder involving multimodal transport
end-to-end. This drove the establishment of inland terminals close to the sources
of the cargo. A customs clearance facility was a further critical element.
8.081 million TEU were handled at all ports in 200910, including over 5.4
million at Jawaharlal Nehru Port (JNP). Combined JNP and Chennai ports handled
77 per cent of all TEUs.
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Figure 7.6
Important container handling ports in India, 200910
Source: Annual Statistics from Indian Ports Association
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Figure 7.7 Share of container traffic in total traffic at major ports (million 13
14
tonnes)
Source: Data from Indian Ports Association
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Table 7.1
Containers handled at Indian ports, 200001 to 200910
19
(thousand TEU)
20
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
21
01
02
03
04
05
06
07
08
09
10
22
Kolkata
138
98
106
123
159
203
240
297
302
378
23
Haldia
51
93
117
137
128
110
110
128
127
124
24
Paradip
2
4
2
3
2
4
2
4
25
Visakhapatnam
20
22
22
20
45
47
50
71
88
97
26
27
Ennore
28
Chennai
352
344
425
539
617
734
798
1128
1,144
1,216
29
Tuticorin
157
214
213
254
307
321
377
450
439
440
30
Cochin
143
152
166
170
185
203
227
254
261
290
31
New Mangalore
2
4
6
7
9
10
17
21
29
32
32
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4
6
9
10
10
10
12
14
14
13
33
Mumbai
321
254
213
197
219
156
138
118
92
58
34
JNPT
1189
1573
1930
2269
2371
2668
3,298
4,060
3,953
4,092
35
Kandla
91
126
157
170
181
148
177
165
137
147
36
37
Mundra
49
211
299
529
712
795
909
38
Pipavav
25
69
86
153
155
168
281
39
Total
2,468
2,886
3,373
3,900 4,517
4,998
6,128
7,577
7,551
8,081
40
Source: Indian Ports Association/other ports
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Table 7.2 Total cargo and others at Indias major ports, 200910
General Cargo
Share of
general
cargo vis-vis Total
Cargo (%)
Share of
containerised
cargo in
general
cargo (%)
196.25
35.0
51.6
6.64
12.02
92.2
31.6
2.07
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25.6
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1.68
12.86
19.6
13.1
Total Cargo
(million
tonnes)
Others
561.09
95.01
101.24
Kolkata
13.04
5.38
Haldia
33.38
6.49
Visakhapatnam
65.50
11.18
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10.70
0.09
0.09
0.8
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61.06
12.56
23.48
36.04
59.0
65.1
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23.79
8.95
6.60
15.55
65.4
42.4
Cochin
17.43
1.05
3.93
4.98
28.6
78.9
New Mangalore
35.53
3.01
0.47
3.48
9.8
13.5
Mormugao
48.85
2.25
0.19
2.44
5.0
7.8
Mumbai
54.54
15.25
JNPT
60.76
2.75
Kandla
79.50
20.27
Paradip
57.01
Total
(million tonnes)
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All major ports
Containerised
0.61
15.86
29.1
3.8
53.10
55.85
91.9
95.1
2.43
22.70
28.6
10.7
10.2
0.7
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Ports
5.77
0.04
5.81
Source: Indian Ports Association
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The western and northwestern hinterland account for a predominant share in

exportimport containerised cargo, 68 per cent of Indias container traffic handled
in the country; the southern region has a share of 25 per cent; the eastern region
accounts for just about 7 per cent accordingly.
Institutional Framework
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Four important prerequisites were identified that had to be met to establish and
develop ICDs/CFSs: (i) appropriate location determined by an overall assessment
of the business potential; (ii) coordination by and support of central government,
involving also state and local government, wherever required; (iii) legal and
regulatory framework; and (iv) integrated transport infrastructure serving the
nodes. For a coordinated and concerted thrust to containerisation of Indias export
import trade, an Inter-Ministerial Committee (IMC) with representation from the
Departments of Commerce, Revenue (Customs), Shipping and Ports and Railways
was founded. At that time thirty ICDs and CFSs, of which 28 were in the public
sector, had already started operations. Since the implementation all applications
for setting up ICDs and CFSs are analysed and approved by IMC. A feasibility
study precedes the proposal for an ICD/CFS which has to constitute the economic
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viability of the facility and its attractiveness to users and a minimum critical mass. 1
ICDs/CFSs are expected to provide for all trade-related facilities; single-window 2
for mandatory clearances, payments, and incentives certification, and presence of 3
customs, banks, shipping lines and agents, NVOCCs (non-vessel owning common 4
carriers), CHAs (customs house agents), and transport operators. Following an 5
indicative norm expected minimum throughput for a rail-linked ICD is 6,000 TEU 6
and 1,000 TEU for a satellite feeder CFS. Further, the IMC expects assurance 7
of availability of land for future expansion in accordance to the assessed import 8
and export traffic flows. Following the facilitys infrastructure development as 9
approved by IMC, a notification is issued under the Customs Act declaring the 10
11
facility as a customs area and the operator as a custodian.
Assessing Potential and Flows
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To determine the operational and economic viability of an inland terminal, its

traffic potential and development prospects are taken into consideration. According
to a survey from Rail India Technical and Economic Services Ltd (RITES) (2002),
a leading consultant, it was first necessary to assess both existing and the future
container cargo flows and to establish the related inland origins (export) and inland
destinations (import) of such traffic to properly define the demand for container
facilities (ICDs/CFSs) in the next 15 years. The number and size of dry ports would
depend on geography as well as diversity and the extent of economic activity and
the industrial production and commercial transactions in the area served by the
facility. RITES (2002) observed that the demand elasticity of container traffic with
regard to GDP for the 5-year period (199596 to 20002001) was 1.98 (GDP rose
at around 6 per cent CAGR, container traffic grew at over 11 per cent). Based on
the premise of a minimum of 40,000 tonnes of containerised export/import cargo
(equiv.to 6,000 TEU per annum) it identified 197 locations for the establishment
of ICDs, including the existing ones.
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Legal, Liability and Facilitation Aspects

In order to keep important features relevant to legal, liability, financial issues
and electronic data interchange in focus the Government enacted the Multimodal
Transport of Goods Act (MTGA), which served as the basis for legal support for
international banking and liability aspects. Until the enactment of this Act, the
Foreign Exchange Dealers Association of India (FEDAI) evolved its own rules,
laying down responsibilities and liabilities of the combined transport operators.
The FEDAI did not confer negotiability title to the goods. Further, such documents
were required to be exchanged for regular on-board Ocean Bill of Lading (OBL)
at the port, unless the Letter of Credit (LC) specifically permitted the production
of the Combined Transport Document (CTD) evolved by FEDAI in relation to the
Bill of Lading. Insurance by way of liability cover for MTOs could be extended
by the TT (Through Transport) Club. The multimodal transport document serves
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Approvals by IMC for setting up of ICD/CFSs as of 31March

2010
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Figure 7.8
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as an instrument to enforce the provisions of the Act by assigning liabilities and

responsibilities to MTO, consignor, consignee, insurer and banker.
A few other measures towards trade facilitation by customs authorities
entailed a simplified procedure for amendment of IGM (inland general manifest),
simplified customs procedures for transhipment between the gateway port and
the dry port, allowing LCL containers to be moved from one CFS to another for
final consolidation/stuffing, as well as a facility for exchanging customs messages
with ports, airports, ICDs/CFSs, intermodal operators, banks and the DGFT
(Directorate General of Foreign Trade), and a facility for payment of Customs
duty via banks and e-banking.
Source: Ministry of Commerce and Industry, GoI
7.5
CONCORs Comprehensive Container Culture
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The Birth of CONCOR: A Seminal Step
The emerging importance and potential of containerisation made it essential to

install a specialised public sector entity with focus on the creation of infrastructure
for multimodal containerised transport. This also required the essential institutional
support and involvement of relevant stakeholders including customs, railways,
ports, central bank, shipping lines and industry associations. Accordingly, the
government of India set up a separate government-owned corporate body for the
facilitation and promotion of multimodal transport. Container Corporation of India
Ltd (CONCOR) was incorporated in March 1988. CONCOR had an important task
to manage the change in Indias logistics architecture, to spearhead a container
culture in the country, to build and operate infrastructure linkages for rapid and
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accelerated inland penetration of containerised international trade traffic, and to

promote containerisation of intra-country domestic general cargo.
CONCOR commenced by establishing a string of ICDs and CFSs for cargo
collection and delivery and its consolidation and disaggregation. CONCORs
pioneering role may well serve as a tangible case study for the development
of containerisation, establishment of inland container handling infrastructure,
intermodal logistics and promoting institutional mechanisms for publicprivate
partnership favourable to sustainable growth of multimodal transport.
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Figure 7.9
CONCOR dry port network
Source: CONCOR
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Figure 7.10 CONCOR throughput (TEU)
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Source: Data from CONCOR
Generating Container Culture
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CONCORs growth strategy, to improvise and build in stages; helped to conserve

resources, cut costs of operations, and built speedily. While it steadily engendered
the multimodal milieu in the industry, the concomitant institutional framework
designed by government helped expand and sustain its growth. Due attention
was paid to the development of the software part of multimodalism (trade
facilitation, systems, procedures, documentation, compensation claims liability,
service concepts, etc.)
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A Financial Success
Steadily moving on a high growth path, in the range of 13 per cent to 15 per
cent annually, CONCOR contributed to the shareholders wealth. It started
with authorised capital of Rs. 100 crore (1 billion) and paid up capital of Rs.
65 crore (650 million); 37 per cent of its equity share capital has subsequently
been disinvested; CONCOR has thus evolved as a mixed publicprivate company,
with significant private equity. Its current market capitalisation exceeds Rs. 17,000
crore (almost US$ 4 billion).
Although 63 per cent of its ownership still vests in the Government of India,
CONCOR remains an autonomous commercial enterprise with its own Board of
Directors wholly responsible for its commercial activities and financial results.
It receives neither subsidy, nor any exclusive consideration from government.
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Besides the sizable annual dividend (Rs. 115 crore in 200910) for IRs equity
investment in CONCOR, the latter pays IR lease charges for lands utilised for
constructing infrastructure by way of income share per TEU handled at its ICDs/
CFSs, in addition to full freight for its container trains operatd by IR. These are
in no way dissimilar from the rates levied on on other container train services. In
2009-2010 it paid Rs. 3,886 crore (38.86 billion) as freight to IR for its container
trains operated on the IR system.
Customer Focus: Suite of Services
Container repair and cleaning facilities

Cargo palletisation, strapping, lashing/choking, etc.
Fumigation of cargo/containers
Door delivery/pick-up of containerised cargo
Container/cargo survey
Flexible payment arrangements
Provision of reefer facilities.
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Most ICDs provide single window facilities, cargo aggregation and storage,
palletisation, container stuffing and de-vanning, customs clearance, truck and
trailer parking, banking and office space for customers agents/employees regularly
working at the terminals. Right from its inception, CONCOR visualised the CFSs
to be trade growth centres and included the following facilities, some of them in
partnership with the private sector:
As if to follow the words of the celebrated astrophysicist Stephen W. Hawking:

Time is not completely separate from and independent of space, but is combined
with it to form an object called spacetime, in relation to motion, CONCOR
devised its business strategy to be in harmony in the trinity of time, space and
motion. CONCOR pursued the essence of intermodalism with the primacy of
rail transit and road transport as supplementary services (with involvement of the
private sector) to provide door-to-door linkages. A simplified tariff system, the
ingenious Inland Way Bill (IWB), was a composite charge for most of the common
services including terminal handling charges at the ICD and at the gateway port
together with rail haulage cost for containers between the seaport and the ICD.
The composite freight charge on the basis of per TEU km formed a virtual FAK
(freight all kind) irrespective of the commodity in the box.
CONCOR pursued a commitment towards a slim structure, multi-skilled personnel,
and a generally austere regime. Lofty, lumpy investments were eschewed; instead,
sights were generally set on facilities which would come up speedily and on
improving infrastructure, to begin with. That enabled several schemes and projects,
awaited for years, to be put on the ground expeditiously.
Direct stuffing of goods in containers straight from the road vehicle without
first being unloaded in a warehouse and inspected by Customs helped to save
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The Bicycle Wheel
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time as well as cost. Likewise, the Central Excise staff posted for other regulatory
functions in the shippers premises supervised stuffing of containers and sealed
them on behalf of Customs. This proved to be an important element in progressively
increasing the factory stuffing/destuffing of export/import containers, thereby
helping door-to-door multimodal transport. Mini-bridging of import containers
from port to port by rail helped ships avoid time and expense involved in calling
at multiple ports within India. Bonded warehousing for storage of import cargo
enabled fast release of import containers which, in turn, improved productivity
of terminals. The addition of domestic containerised rail transport acquired a
prominent place in its business.
The concept of the Port Side Container Terminal (PSCT), akin to a near-dock
facility, has been an ingenious concept. A PSCT was commissioned in March 1991
at Tondiarpet, within 6km from the port of Chennai; Wadi Bander came up the
following month across the way from Mumbai port, and today Dronagiri Node
is in operating near Jawaharlal Nehru port (JNP). In a similar way, a few other
PSCTs added a new dimension to container handling. They complemented the
facilities offered by premier container handling seaports, particularly Chennai
Port on the east coast and JNP and Mumbai ports on the west coast. The PSCTs
served as intermodal hubs concomitant to quayside operations, facilitating quick
dispersal of import containers from ports, and efficient aggregation of export
containers for timely loading on to vessels, relieving congestion and reducing
strain on the port infrastructure, in fact, helping optimise port capacity utilisation.
The concept further facilitated the rail land-bridge development to link specialised
ports between the east coast and the west coast.
CONCOR has pursued hub and spoke operations for road or short haul rail shuttle
services within defined catchment areas. Some hubs like the ICD at Tughlakabad
(TKD) in New Delhi were fed by several satellite locations such as Panipat (c. 100
km) or even Gwalior (c. 300 km), until traffic steadily built up and justified running a
scheduled container train service from the satellite facility itself. This was also done
in the case of Ludhiana and Moradabad, which started out as remote locations linked
to the hub terminal at TKD. As traffic volumes increased, these satellite terminals
were expanded. They soon started functioning as stand-alone terminals, operating
through trains from and to gateway ports such as JNP. These satellite CFSs were
served by road transport, following a road-chassis system; for instance, at the CFSs
at Moradabad and Panipat, the former an important node for handicrafts, and the
latter for textile products. Empty containers from ICD at TKD would be taken on
road trailers, export cargo customs-cleared and stacked in the respective facility
in advance, to be directly stuffed into the container, while still on chassis, and the
sealed container moved back to the rail container complex at TKD, all in a matter of
few hours, for onward dispatch to gateway port by an express block train.
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With road linkages between the satellite CFSs owned and managed by
CONCOR, the aim was to provide a comprehensive network to cover most of
the major trade centres in the country.. Most of the CFSs and all ICDs owned
by CONCOR in combination with the road/rail linkages enables the company to
offer a complete service package unlike that availalbe in UK and Germany, for
example, where Freightliner and Transfracht, respectively, operate intermodal
services between ports and inland centres owned and operated by others.
Involving Airlines
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Generally, ICDs and CFSs have traditionally been linked only to maritime services
and ports. CONCOR also included air cargo in its ambit. It joined hands with some
airlines and started handling air cargo at its ICDs, customs-cleared ULDs being
carted between CONCOR ICDs and gateway airports in customs-bonded trucks.
CONCOR has joined hands with Hindustan Aeronautics Ltd at Bangalore through
a revenue sharing model, to develop facilities for airfreight of export cargo. It has
also started coastal shipping in association with Seaways Ltd.
Synergising Public and Private Strengths
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As the debate constantly rages for the desired option of private sector participation
in management and operation vis--vis government or public sector entities,
at times the publicprivate partnership (PPP) format even becomes a fetish.
CONCOR joined hands with a number of private sector as well as other public
sector companies, blending their mutual synergies and strengths with the objective
of deriving optimal advantage, cost reduction, and efficiency enhancement.
For example, the CFS at Mulund (in Mumbai) set up by CONCOR as a joint
venture with a local labour cooperative society was an innovative approach and
helped operate the facility efficiently as a near-dock terminal for Mumbai port
and Jawaharlal Nehru port. CONCOR believed that a PPP constitutes a sustained
collaborative effort between the public sector and private enterprise in which each
partner shares in the design of a project, contributes a portion of the financial,
managerial and technical resources needed to design and execute that project, and
partially shoulders the risks and obtains the benefits that the project creates.
In the case of setting up of satellite CFSs, participation of agencies like the state
and central warehousing corporations and those in the private sector was sought at
locations where appropriate warehousing infrastructure was available. In the interimphase development, cargo destuffing of import containers, customs inspection and
delivery was arranged at some of the customs-bonded warehouses of these agencies
as at Ludhiana, Jalandhar, Amritsar, Ahmedabad, Pune and Hyderabad. Private
entrepreneurs were invited and encouraged to join hands in different activities on
mutually acceptable terms, for instance, in providing capital and trained manpower
for handling equipment (cranes, trucks, forklifts, etc.), at its ICDs and CFSs,
maintenance facilities, and terminal operations. Besides, CONCOR proposed to
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let the private operators handle containers and road cargo between satellite CFSs,
the rail-fed ICDs and shippers premises on contract/under franchise. Nevertheless,
at selected facilities such as its flagship ICD at Tughlakabad, CONCOR owns,
operates and maintains an array of its own equipment.
At Dadri, near Greater Noida, in the vicinity of Delhi, CONCOR has joint
ventures (JV) to develop CFSs with four shipping lines: Maersk, APL (later
switched to Albatross), CMA CGM, and Transworld with 49 per cent equity
participation. It has also entered into a JV with Maersk, with 26 per cent equity
contribution for the development and operation of the third container terminal at
JNP. The 1.3 million TEU terminal became operational in March 2006. Another
JV was entered into with Dubai Port World with 15 per cent equity contribution to
develop a container transhipment port at Vallarpadam in Kochi. Yet another joint
venture has been forged between CONCOR and Gateway Rail Freight Pvt. Ltd, a
subsidiary of Gateway Distriparks, to construct and operate a rail-linked container
terminal at Garhi Harsaru near Gurgaon in proximity of Delhi.
The country faces a serious challenge from the need of substantial capacity
enhancement at gateway ports as well as dry ports along with the multimodal
transport networks. With resources being scarce in the state domain, a clear and
conscious emphasis is on actively promoting publicprivate partnerships. The
Ministry of Railways has provided support for private container train operators
on IR network, involving 16 players (including CONCOR). This, in effect, is
expected to drive an expansionary phase for multimodal transport in the country.
IR has created Dedicated Freight Corridor Corporation of India Ltd (DFCCIL),
and planned to develop freight terminals, and logistics parks on PPP basis.
The list of ICDs and CFSs approved by the Inter-Ministerial Committee amply
demonstrates that contrary to a perception in some circles, there has been a strong
participation of the private sector in the development of ICDs and CFSs in India.
As many as 155 of all 246 ICDs and CFSs approved by IMC (up to 31 March
2010) are in the hand of the private sector. The size of the Indian container logistics
market comprising ICDs and CFSs is estimated to have a value of Rs. 6,500 crore
or 65 billion (Container Logistics, CFSs and ICDs India, April 2009).
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Potential of Intermodal Growth

There is immense scope and potential for containerisation growth in the country.
Textiles contribute about 18 per cent of Indias total exports; this share is expected to
increase to 25 per cent and more. Engineering industry contributes more than 11 per
cent of total exports; this share is expected to rise to 1518 per cent by 2012. Indias
auto component exports rose by more than 33 per cent in 200506 and are likely to
maintain the tempo in the future. A.T. Kearney (2008), among many other expert
bodies, has estimated that Indias retail industry will grow to over $ 200 billion,
recording a 30 per cent CAGR over the next few years. Along with significant
demographic transformation, increasing disposable incomes impact peoples
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consumer behaviour and lifestyle in emerging economies. The expected increase in

value-added exports, the level of containerisation will substantially improve.
Asia Moves Ahead
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Of the three major trade routes AsiaEurope, trans-Pacific and intra-Asian routes,
the intra-Asian trade is projected to show the strongest growth rate until the year
2015. UNESCAP (2010) expects the total volume of international container
handling in the Asia-Pacific region ports to increase from 142.7 million TEUs in
2002 to 427.0 million TEUs in 2015, an annual average growth rate of 8.8 per cent.
The trade triangle comprising IndiaChina, IndiaASEAN and ASEANChina is
projected to account for about 80 per cent of Asias container trade by 2025. A
clear indication of a new geography of trade.
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Figure 7.11 Asia now the global centre for cargo

Source: Drewry, BCG
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Figure 7.12 Projected container trade, 20052015

Source: UNESCAP
Inadequacies to be Addressed
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7.6
Adequate Landside Connectivity Critical
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Seaports rely heavily on inland ports to preserve their attractiveness. Their

performance is closely entwined with the development and performance of
associated inland networks that provide access to cargo terminals in the hinterland.
Distances from the prominent container ports on the west coast linking important
ICDs in the hinterland, especially in the north and north western parts of the
country, are indeed long.
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Table 7.3
CONCORs share in port traffic (TEU)

200910
200809
Port
Port
CONCOR
%
throughput throughput Share
Chennai
1,225,000
103,955
JNP
200708
Port
CONCOR
%
Share
Port
CONCOR
%
Share
8.49
1,144,000
134,771
11.78
1,128,000
151,075
13.39
4,060,000 1,029,981
25.37
4,061,000
1,001,553
24.66
3,953,000
946,649
23.95
Mundra
909,238
94,496
10.39
795,276
70,341
8.84
711,550
66,007
9.28
Pipavav
280,867
98,845
35.19
168,415
55,564
32.99
155,416
73,780
47.47
6,476,105
1,298,849
20.06
6,060,691 1,207,325
19.92
6,054,966 1,320,843
21.81
Source: CONCOR
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A considerable volume of containerized cargo received at ports gets customscleared at CFSs in their vicinity and is thereafter transported break-bulk by road,
however it is not uncommon that even full containers are carried by road owing to
paucity of rail capacity. More than 28 per cent of the containerised cargo moving
by road is carried over distances in excess of 300 km.
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Table 7.4 Rail and road distances (km). Rail distances are based on
Railway Time Tables, road distances on Indian Distance Guide 9
10
(TTK Publication)
11
From
To
Dhandari Morad- Agra
Dadri
TughlakSabarGwalior
Vadodara
12
Kalan
abad
Cantt
abad
mati (Malanpur)
13
(Ludhiana)
14
Road
1,537
1,369
1,029
1,266
1,190
337
1,205
341
Pipavav
15
Rail
1,593
1,469
1,230
1,332
1,319
431
1,373
531
16
Road
1,461
1,397
1,130
1,241
1,312
425
1,280
538
17
Mundra
Rail
1,528
1,388
1,165
1,267
1,239
356
1,283
456
18
Road
1,713
1,566
1,516
1,442
1,387
561
1,251
442
19
JNP
Rail
1,741
1,588
1,293
1,464
1,413
580
1,436
437
20
21
22
23
Table 7.5
Container traffic at major ports: growth trends (thousand
24
TEU)
25
JNP
26
Share
27
All India
West Coast
Mumbai Region
JNP
in India
overall
28
(%)
29
Traffic Growth Traffic Growth Traffic Growth Traffic Growth
30
Rate
Rate
Rate
Rate
(%)
(%)
(%)
(%)
31
32
199596
1,449
15.27
1,182
26.68
857
17.23
339
38.93
23.4
33
199697
1,698
17.18
1,198
1.35
1,006
17.39
423
24.78
24.9
34
199798
1,892
11.43
1,314
9.68
1,105
9.84
504
19.15
26.6
35
199899
1,926
1.80
1,369
4.19
1,178
6.61
669
32.74
34.7
36
19992000
2,223
15.42
1,565
14.32
1,320
12.05
890
33.03
40.0
37
20002001
2,532
13.90
1,743
11.37
1,512
14.55
1,190
33.71
47.0
38
200102
2,899
14.49
2,120
21.63
1,828
20.90
1,574
32.27
54.3
39
200203
3,344
15.35
2,461
16.08
2,142
17.18
1,929
22.55
57.7
40
200304
3,906
16.81
2,822
14.67
2,465
15.08
2,269
17.63
58.1
41
42
200405
4,233
8.37
2,975
5.42
2,590
5.07
2,371
4.50
56.0
43
200506
4,613
8.98
3,195
7.39
2,824
9.03
2,668
12.53
57.8
44
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130
Concluded
Table 7.5
200607
5,541
20.12
3,871
21.16
3,436
21.67
3,298
23.61
200708
6,596
19.04
4,625
19.48
4,176
21.54
4,059
23.07
61.5
200809
6,588
-0.12
4,045
-3.28
4,045
-3.14
3,953
-2.61
60.0
200910
59.5
6,891
4.60
4,632
3.55
4,150
2.60
4,092
3.52
59.4
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Source: Jawaharlal Nehru Port
Figure 7.13 Container traffic: All India vs West Coast

Source: Statistics from Indian Ports Association, CONCOR, JNP
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With a share of 60 per cent of the entire container traffic handled at Indias
major ports, JNP commands the pride of place. Although its potential is reckoned
to be enormous as determined by a recent KPMG analysis, its optimal annual
capacity is pegged at 810 million TEU mainly on account of inadequate draught
and other constraints on the water front restricting its expansion further.
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Table 7.6
Distant ICDs: JNPs prominent users

JNP: Rail share of container traffic: 200708, principal ICD-wise
Total rail-carried (TEU)
Share for ICD in total JNPs rail-borne traffic (%)
Tughlakabad
356,695
35
Dadri
128,972
13
Dhandari Kalan
110,274
11
66,420
Sabarmati
51,663
50,140
Total of six ICDs
764,164
76
Others
245,363
24
Nagpur
Loni
Table 7.7
op
Source: JNP data analysed
JNP: A high growth potential. JNPs traffic potential
Maharashtra
Uttar Pradesh
Uttarakhand
Delhi
Punjab
Andhra Pradesh
Current traffic of the region

coming to JNP (%)
Future traffic of the region

coming to JNP (%)
90
80
80
40
80
40
75
40
80
40
10
fC
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131
Karnataka
37
Gujarat
60
10
60
40
1520
15
Madhya Pradesh
Others
Source: KPMG
Table 7.8
Estimates of container traffic at JNP (thousand TEU)

JNPCT
NSICT
GTICT
200304 (Actuals)
1,038
1,231
Terminal-IV (Proposed)
-
2,269
200607
1,308
1,231
400
2,939
201112
1,801
1,231
1,065
750
4,847
201617
2,000
1,231
1,300
2,420
6,951
202122
2,000
1,231
1,300
3,500
8,031
Source: RITES (Rail India Technical and Economic Services)
Total
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132
One likely alternative is that ports like Mundra and Pipavav to increasingly
handle containers originating from and terminating at ICDs in the northern/north
western region and JNP largely handling the traffic to, and from, central and
south central regions besides the metropolitan Mumbai region itself. Mundra and
Pipavav ports, being linked by non-electrified rail lines are able to operate double
stack container trains, thereby enjoying economy of scales in addition to increase
in rail transport capacity.
Imperative of Intermodal Capacity Development
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There is a clear imperative of developing adequate railway infrastructure in the

context of EXIM container trade to provide connectivity between hinterland
demand-production centres and key gateway ports as an efficient means of
clearing landside port areas and transporting containers over long distances on
land. Hinterland potential for exportimport container traffic handled at ports is
estimated to be at least 70 per cent; actual movement of full containers from and
to hinterland locations is currently less than 35 per cent. Rail-borne container
movement between ICDs and gateway ports currently is less than 25 per cent; an
optimal ratio would be about 50 per cent. Inland movement of containers by rail
over long distances inherently offers economies of scale and associated benefits
of potentially lower transportation costs. (McKinsey and Company, 2010).
Inadequate capacity on IRs western corridor seriously hampers JNPs container
traffic to and from hinterlands.
The share of road transport amounts to around 66 per cent of the total movement
by all modes. Over 60 per cent of containers movement by road is for distanaces
of up to 150 km. Another 11 per cent are moved over distances between 151 and
300 km. The share of container movements over distances greater than 300 km is
around 28 per cent; these can be as long as 884 km average.
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Figure 7.14 Numbers in parenthesis show percentage share in total

tonnage
Source: RITES: Total Transport System Study
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7.7
Immense New Potential on the Horizon
Vast New Opportunities Unfold
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Recognising the availability of quality infrastructure as the prime requirement to

realise full economic growth potential ging, Indias dedicated multi-modal high
axle load freight corridors along the countrys golden quadrilateral together with
its diagonals, linking the metropolises of Delhi, Mumbai, Kolkata and Chennai,
constitute an ambitious project. Phase I of this planned development involves
the construction of DelhiMumbai and DelhiKolkata rail freight corridors, both
totaling about 2,800 km. The western corridor is being planned to operate double
stack container trains with electric traction.
The dedicated freight corridor (DFC) between Delhi and Mumbai, connecting
VadodaraAhmedabadPalanpurMarwar JnPhuleraRewari, will cover a length
of 1,483 km with end terminals at Tughlakabad and Dadri (both already serving
as Indias largest ICDs) in the National Capital Region of Delhi at one end and
JNP at Mumbai at the other. Traffic for the MumbaiDelhi DFC is projected at
38 million tonnes in 2013, rising to 106 million tonnes in 2023 and 157 million
tonnes by 2033. To a considerable extent, traffic growth on this rail corridor will
be driven by rising international container traffic through the ports on the west
coast, containers comprising nearly 80 per cent of overall throughput. Of a total
15.5 million TEUs to be handled at Indias ports in 202122, rail mode is expected
to carry 6.1 million TEUs.
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Figure 7.15 IRs exclusive freight corridor
Source: Dedicated Freight Corridors Corporation of India
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Table 7.9
Projected traffic growth on the western corridor, trains per day 1

2
with current axle load and single-stack container operation
200506
Containers
201112
201617
Up
Down
Up
Down
14.8
12.3
56.4
50.6
Up
Down
82.5
78.5
Up
Down
108.9
102.5
1.4
3.4
4.7
6.2
4.1
1.3
4.6
1.4
5.1
1.5
5.6
Salt
0.5
2.2
0.6
2.5
0.6
2.7
0.7
3.0
Cement
0.1
0.9
0.2
1.2
0.2
1.5
0.3
1.9
Iron and
Steel
0.4
0.5
0.7
0.8
1.5
4.4
1.7
4.9
1.9
POL
Foodgrains
4.1
0.2
4.6
Misc.
0.6
1.5
0.8
Empties
Total
6.8
2.6
8.1
29.7
30.1
73.7
1.7
5.1
0.9
5.4
0.2
2.1
2.0
5.6
1.1
6.0
0.2
2.3
3.4
9.4
4.0
10.9
4.6
72.9
102.1
104.7
131.1
133.2
fC
Source: RITES
0.2
1.1
op
Coal
201222
Fertiliser
oo
This DFC along the western corridor will traverse six of Indias states, viz.,
the NCR, Uttar Pradesh, Haryana, Rajasthan, Gujarat and Maharashtra, which
together constitute 39 per cent of Indias total population, contribute 60 per cent
of its exports, 54 per cent of overall industrial output, and 43 per cent of national
income. Passing through the region that already has well-developed industrial
base, the development of the western DFC is thus envisaged to serve, in turn, as a
catalyst for the US$90 billion Delhi Mumbai industrial corridor (DMIC).
Investment Regions (IRs) and Industrial Areas (IAs) are proposed to be
developed as self-sustained investment nodes duly equipped with high speed multimodal transportation and logistics systems. The concept of IRs/IAs is strengthened
and justified by the cluster approach of Michael Porter (XXX): A cluster is a
geographically proximate group of companies and associated institutions in a
particular field, linked by commonalities and complementarities.
The DMIC project lends a special importance to the whole panoply of
multimodal linkages: development of logistic hubs, container freight stations and
bonded warehousing zones all to ensure end-to-end solutions for optimal freight
distribution through multi-modal transport, provision of requisite cargo/ container
warehousing and handling facilities along with storage, parking, repairing,
servicing and transhipment wherewithal.
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Figure 7.16 Proposed Investment Regions and Industrial Areas

Source: Infrastructure Development Corporation Limited
NCR: An Economic Hub of High Promise
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135
The National Capital Region has evolved into a major manufacturing and trading
hub as well as a major consumption centre. IL&FS (2009) surveys (Multimodal
Logistics Park at Rewari) reveal that DMICrelated developments in the NCR
and ManesarBawal clusters will generate the expected large container volumes
estimated to be at a level of at least 4 million TEUs by 2020. The cumulative
capacity at all existing dry port facilities in the region being at best 2.5 million
TEUs, there is a need for a large ICD to come up at a place like Rewari where
the proposed dedicated rail freight corridor and the multimodal logistics park will
be able to leverage each other. The rail-linked ICD at Rewari, about 85 km from
New Delhi, is envisaged to have an automobile park-cum-loading facility for railborne transportation of automobile traffic for export as well as domestic markets, a
freight consolidation centre, an industrial centre, a trade centre, ancillary services
such as customs bonded warehousing, cold storage, and value-addition services.
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136
A Panoply of Logistics Infrastructure
7.8
op
The Indian logistics industry is expected to grow annually at a rate of 1520

per cent, reaching revenues of approximately $385 billion by 2015 (Cushman
Wakefield 2008). High concentration of retail, special economic zones, and the
emerging manufacturing hubs/clusters are triggering unprecedented levels of
logistics infrastructure to be installed across the country. Some 110 logistics parks
with a total of about 3,500 acre of land and estimated cost of US$ 1 billion as
well as 45 million sq ft of warehousing space with an investment of US$ 500
million are expected to be operational by 2012. Most of these developments will
be concentrated in 14 locations, including several tier-two and tier-three cities
and peripheral locations such as Bhiwadi on the outskirts of Mumbai, Panvel
in proximity of JNP, Haldia, Falta, Dankuni, Kharagpur and Durgapur in West
Bengal, besides those near Hyderabad, Chennai, Visakhapatnam, Nagpur, Gurgaon
and Kochi.
Imperatives of Mid-course Correction
fC
Mushrooming CFSs around Ports
oo
Almost half of the countrys inland container terminals are located in port towns
and around the gateway ports, for example, 34 in the Mumbai area, most of them
in proximity of JNP, 29 around Chennai port, 18 close to Kolkata/Haldia ports, 15
in Tuticorin, 12 in Mundra. Given the lucrative business many more applications
for CFS than desirable have made.
The mushrooming of CFSs in port towns, as in the case of JNP, is driven by the
delays in transporting import containers by rail to ICDs in the hinterlands. Further,
some clearing/forwarding agents with traditional commercial links to trade in
the port town itself remain committed to CFSs in the vicinity. CFS operators
are reported to be paying a premium to the shipping lines for getting the import
containers nominated to their CFSs. CFSs servicing JNP are estimated to have
handled some 2.10 million of import containers in 200910.
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Skewed Dry Port Distribution: Need for a Buoyant Gateway on East Coast
The skewed distribution of dry ports, with the eastern region having only a one
per cent share, is an anachronism as well. Indias avowed Look East policy
and a legitimate expectation of a surge in Indias intra-Asian trade, point to the
desirability of concerted initiatives for holistic development of a large container
port on the east coast with strong landside connectivity.
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Pragmatic rail transport pricing

The freight haulage charge policy of IR is only little competitive with road prices,
particularly in respect of light weight cargo, making container penetration into the
deep hinterland uncompetitive. Light and bulky cargo laden forty foot containers
do seldom get on rail; they are more often dealt with at port-side CFS facilities.
Large common user ICDs
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For container train operations, the hub-spoke model appears optimal. There is need
for about 1012 large hub terminals on a pan-India network, supported by 3040
spoke terminals. The size of the ICD will need scaling up so as to provide choices
that are currently available in a port, and not at small sized ICDs in the hinterland.
All shipping lines will be available at large ICDs and, therefore, offering choices to
the customer. The spokes normally located near large consumption or production
centres, generating multi-destination single commodity or single customer
cargoes. These may be constructed either by end users or container train operators
(CTOs). Further, these spokes will be comparatively smaller facilities with low
handling costs, and even a significant component of chassis stuffing. The hubs
will be large and multi-purpose facilities will develop more as common facilities
with assistance from IR and/or respective state governments for acquisition of
land. The terminals to be built by CTOs where both containers and rail wagons
can be dealt with at mutually agreed terms, for EXIM as well as domestic traffic
to be handled.
With more competition coming into the container train business, there appears
a greater need for the hub and spoke model in the hinterland. Multiplicity of
medium-sized ICDs with competing ownership and management will only make
for suboptimal utilisation, and are hence unsustainable.
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137
Let IR optimise utilisation of existing depots and private sidings
With a view to IR winning over general goods in intra-country traffic and

transporting it by rail in containers across the country, it may as well build some
large terminals as common-user facilities and have a terminal management
company operate them.
There is need for many small-sized terminals on the IR network which will
tap on-demand train load domestic container business or consolidate traffic even
in half train loads. Some of the existing rail freight depots with space available
for viable operations can well serve this purpose. IR may let the CTOs use them
at reasonable prices so that road traffic is converted to rail. Some of the existing
private sidings with spare capacity could also be suitably adapted and optimised
for third party container traffic.
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138
While infrastructure projects as a rule remain tardy in terms of implementation, 1

there is need for an integrated and holistic approach for their development. 2
3
Deficiencies are manifold:
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There is little coordination amongst the various agencies. Additional port

capacity for container handling is planned with little consideration to
landside logistics. Coordination in infrastructure planning would not only
remove bottlenecks, but also avoid overlaps or snags and extra costs. Duly
integrated facilities will help reduce transaction costs.
Tax regimes and recovery procedures as also inter-state transits are
cumbersome and time consuming. They need to be simplified and reduced
to a one-window/one-time levy across regions so that administrative
processes do not hinder free flow of cargo and vehicle movement. The new
GST regime will hopefully address these concerns.
Urban planning does not generally factor in the enormous volumes of
goods distribution catering to urban conglomerations. Inadequate road and
peripheral infrastructure leads to traffic restrictions and logjams.
Government agencies do not strongly facilitate proactive and participative
dialogue with industry. Blueprints and policy regulations are as a rule a
one-sided affair and prone to avoidable trial and error syndrome.
Information Technology is struggling to find its way into the logistics
domain. Acceptance is perhaps not an issue any more, but marriage
between IT and domain requirement is nowhere near resolved. Automation
in processes is yet only in its infancy. Further progress is also dependent
on a certain level of standardisation made more difficult by the high level
of fragmentation in the industry. This is a serious drawback and needs to
be tackled urgently.
Spurred by private sector participation, the network of ICDs and CFSs is
well poised to expand across the country. Also the share of containerisation
is expected to improve in the export/import sector as well as for domestic
cargo. With the economy reverting to the high export growth path of around
25 per cent per annum, the EXIM segment is set to be really buoyant. In
this steadily increasing multimodal milieu, one critical element requiring
sustained attention of industry as well as government is that of human
resource development.
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For Scanning New Horizons

With a 20-year successful track record in a dynamic multimodal infrastructure
development coupled with a compelling institutional mechanism to sustain
its growth, CONCOR as the industry leader today is at a crossroads requiring.
Good businesses need to constantly reassess their role and re-engineer their plans
and strategies. Success sometimes takes its toll. It becomes necessary to do all
a business or industry must do to ward off any sloth in the system. Ever new
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challenges emerging in the global logistics businesses call for timely responses
to new aspirations and demands for innovative products and services which must
perforce be cost-effective, time-definite, integrated, and global in character. The
buoyant industry expects port throughput to reach the 15m TEU mark by 201516.
This calls for better and more container handling infrastructure at the gateway
ports as well as in the hinterlands. Containerised movement of domestic cargo
holds a great promise and opportunity.
Tied by an umbilical cord to Indian Railways, CONCOR has inherited infinite
strengths and, as it has come of age, it needs to scan new horizons with a new
vigour and renewed faith in its creativity, initiative and enterprise; at the same
time discarding those activities that may not be of relevance or use in this new
phase, and embracing a new paradigm of a new business model. It needs to forge
new alliances with global shipping and logistics companies, also to develop
multimodal infrastructure and culture in collaboration with many others, for
example, in Southeast and South Asia and Africa, sharing experiences, expertise,
and business models and expanding investments. Linked by broad gauge (1676
mm) rail network to Dhaka in the east and Lahore in the west, for example, India
is well placed to serve as a potential logistics conduit in the South Asian region for
Trans Asian Railway system moving containerised cargo through to the Middle
East, Central Asia and to Europe.
7.9 Conclusion
Amidst rapid paradigm changes and trade profiles, logistics management has
emerged to be an important factor in production and distribution of goods across
the globe. As transport platforms are buffeted by increasing competition and
rising expectations, technologies evolve, and support systems lend an ever new
dimension, emphasis grows for integrated supply chains to deliver advantages in
cost as well as speed.
Multimodal transit of containerised cargo is increasingly being developed
as a door-to- door facility, for which the dry port plays a pivotal role. Although a
somewhat late-starter in developing the multimodal infrastructure, India has taken
long strides in its steady and sustainable growth, with a comprehensive framework
of systems, procedures and institutions in place. Its rapid growth and commercial
success, its multi-dimensional development models may well serve as useful case
studies, particularly keen on cost effective and efficient modules with willing
involvement of different stakeholders. Development and operation of dry ports in
the country has new challenges to face, those of further penetration in the hinterlands
along with the need to consolidate and coalesce facilities which have mushroomed
in some areas, simultaneously with the need to expeditiously redress some practices
which appear to distort the sector and have the potential to debilitate the system.
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7.10 References
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AT Kearney 2008. Business and Marketing Plan for Jawaharlal Nehru Port.
[Online] Available at www.atkearney.com.
Container Corporation of India Ltd. Annual Reports (various years, including fiscal
200910), [Online] Available at http:#www.concorindia.com/index.asp1.
Cushman Wakefield 2008. Logistics Industry Real Estates New Powerhouse.
Report. [Online] Available at www.cushwake.com.
Indian Ports Association. Major Ports of India: A Profile (various years, including
for 20092010), 1st floor, South Tower, NBCC Place, Bhishma Pitamah Marg,
Lodi Road, New Delhi-110003. [Online] Available at www.ipa.nic.in.
Infrastructure Leasing and Financial Services Ltd (IL&FS) October 2009. Draft
MMLP Report, Logistics Park at Rewari on the Dedicated Freight Corridor,
IL&FS and Infrastructure Development Corporation Ltd.
Ingram, R. A. H. 1992. The Development of Inland Clearance Depots, 19521992. International Cargo Handling Coordination Association (ICHCA)-40th
Anniversary Review. pp 85-87.
Jawaharlal Nehru Port, [Online] Available at: http://www.jnport.com.
Levinson, M. 2006. The Box: How the Shipping Container Made the World Smaller
and the World Economy Bigger. Princeton and Oxford: Princeton University Press.
Dobson, H. 1989. Lloyds Maritime Atlas of World Ports and Shipping Places, 16th
edition. Alfred Rolington Lloyds of London Press.
McKinsey and Company 2010. Transforming the Nations Logistics Industry. [Online]
Available at http://www.mckinsey.com/locations/india/mckinseyonindia/pdf/
Logistics_Infrastructure_by2020_fullreport.pdf (August 2012).
Ministry of Commerce and Industry (Department of Commerce), Government of
India [Online] Available at: http://commerce.nic.in.
Pricewaterhouse Coopers 2010. Transportation and Logistics 2030, Vols. 1-5,
[Online] Available at pwc.com.
Rail India Technical and Economic Services Ltd (RITES) 2002. Study on
Preparation of Master Plan for Development of ICDs/CFSs in India. [Online]
Available at www.rites.com.
Rail India Technical and Economic Services Ltd (RITES) 2010. Total Transport
Study. Report.
United Nations Conference on Trade and Development 2009. Multimodal
Transport Newsletters, quarterly publications. [Online] Available at www.
unctad.org.
United Nations Economic and Social Commission for Asia and the Pacific 2010.
Report of the Committee on Transport at its second session. [Online] Available
at www.unctad.org.
United Nations Economic and Social Commission for Asia and the Pacific
2010a. Issues and Challenges in Transport Related to Promoting Regional
Connectivity: Transport Policy, Infrastructure, Facilitation and Logistics.
[Online] Available at www.unctad.org.
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Chapter 8
Price versus Quality or Quality versus Price

at Indian Dry Ports Cost, Quality and Price
A Visionary vies on Indian Dry Ports
Vaibhav Shah
8.1 Background
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The planned capacity expansion at Indias major ports and containerised cargo
business is all set to respond to the booming demand, and indicates that the biggest
beneficiaries of this growth can be the players who provide port-based logistic
services, like Container Freight Stations (CFS), Inland Container Depots (ICD)
and/Dry Port Operators (DPO). They are an integral part of the logistics chain in
relation to the movement of containerised cargo.
Companies like the Container Corporation of India (CONCOR), Gateway
Distriparks, Balmer Lawrie, Central Warehousing Corporation, and a few private
operators are the dominant players in the field of CFS and ICD business.
Around 30 per cen% of the dry port related traffic is being moved by rail,
whereas the other 70 per cen% is being moved by road, mostly to nearby port
CFSs and some to dry ports located further inlans.
Under the liberalisation and privatisation strategy the Indian government
involves the private sector in infrastructure development, and since 1995 private
operators are allowed to developd and operate ICDs (Circular 128/95, Ministry of
Commerce). Presently, 240 ICDs/CFSs are operating in India. Around 126 are dry
ports, of which almost 30 per cen% are located in the North and Western parts of
the country.
Due to fierce competition in the national and international markets Indian
producers, merchants or importers are keen to cut downnon the total cost of logistics
and to increase the product quality. Transport services providers are focusing on
providing integrated, multimodal logistics services for their customers and trying
to be part of their production process.
Indian trade has mixed reactions towards quality and price of transport and
logistics services. Price appears to be more important than quality for the majority
of trade. A perception exists that if a better quality service is available, it should
be at a lower price or at least without any additional cost. The main determinant
for industry dealing with raw material, bulky shipments, industrial products,
intermediate products, agriculture, scrap, raw material etc. is cost, and not the
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reliability or quality. However, for a furniture trader or importer of high value cargo,
price is not more important than the safety and on-time availability of the product.
This lead, firstl, to short-cuts or ways which can be seen as unethical practice;
second, to low-price demand which will bring down the level of quality, third, to the
diversion of traffic from one(DP) to another where capacity resources are under- or
over-utilised; an, fourt, and most important, to creating unfair competition.
8.2 Research objective and methodology
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This chaptereexamines the relationship between price and quality in the supply of
services at dry ports and its sensitivity to the trade and industries, by investigating
the factors or areas that can create a shift in the focus of the dry port industry from
a sole cost aspect to a quality aspect to bring about overall benefit to the industry.
The identified factors or areas for improvement in the sector should be considered
when developing better standards and best practices. This paper aims to show
potential and constructive solutions to match the Price-Quality Mix.
An attempt was made to understand and gain insight into each area affecting
thePprice-Quality Mix at dry ports by exploring the perspective of the various
industry stakeholders based on their focus areas, experiences and expectations.
8.3 Applicable concept of price-quality mix
oo
Customer services are a result of desired activity levels. This implies that each
level of services has an associated cost level. In fact, there are many logistics
system cost alternatives for each service level, depending on each particular
logistics activity mix. Once the service delivery relationship is generally known, it
is then possible to match costs with service level (Ballou 1999)
It is a generally observed phenomenon in most economic activities that cost
increases at an increasing rate to meet higher customer service levels as they are
forced beyond their point of maximum efficiency. On the other side, the service
level can also be increased if the cost of each logistics activity mix is audited and
controlled. The service level needs to be decided and continuous audits and control
are needed to maintain standards. If the service deliveries are below standard, the
loss/delay occurred to the logistics activity mix is borne by the customers who
remain unsatisfied and gradually shift to alternatives.
While every DPO has its own business model for delivering the service, the
underlying activities, quality standards, handling, storing, stuffing and transporting
goods are all standardised. However, the price of services is an important factor
which decides level of services offered and desired by the Indian customer.
Apart from direct costs, there are other indirect costs which are intangible
but have important effect on the services offered by the various activity mixes,
which may influence the choice between competing DPs or port CFS. Users of dry
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Price versus Quality or Quality versus Price at Indian Dry Ports
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ports have suggested improvements in the various tangible services to avoid the 1
2
intangible cost.
The cycle of tangible and intangible cost is shown below and indicates where 3
in the case of dry ports tangible costs increase for expectations of intangible value. 4
Even if the direct costs remain constant, the indirect costs are difficult to 5
measure because of their intangible nature and variations in services offered to the 6
7
different customers.
A connection between the price paid and the services received is based on the 8
quality of service delivery and its indirect cost. For any improvement or additional 9
10
service an additional price will have to be paid.
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Figure 8.1 Relationship of Tangible cost and intangible cost
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8.4 Applicability of the competition factor
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The product of aDdryPport is its space. Competition builds excess product

capacity which is an inherent force to bargain its prices and quality of services.
In India, only a few private dry ports were developed before the privatisation
of container train operations, but still the boom in the dry port sector is visible.
Due to sufficiency of infrastructure and other first mover advantages imperfect
competition in India prevails and the dominant market players have a major impact
on the price of services. The new entrants thus have a benchmark for their pricing
strategy and keep the prices lower in comparison to market trend and existing
dominant players. This situation does endanger strategies of investment and cost
recovery. A greater parity between competitors would be beneficial to the sector.
In one case the state-owned DP, CONCOR had a competitive advantage over
a private DPO for receiving land at a cheaper rate from the state-owned railways
proximate to the rail network.
However, it is not the cheaper price of land by its own that gives CONCOR a
competitive advantage, but the strategic location of the land, which is not easily
available on the market. CONCORs efforts to develop the land in a way to
give boost to the EXIM trade by making the logistics sector more economical.
CONCOR is price competitive not because of its cheaper land but its strategic
location, services and response to the trade. Acquiring strategic location always
gives a competitive advantage of cost and its proximity.
When there is competition, there is comparison. The winning point for private
DP operators is dependent on their financing strategy of land in strategic locations,
infrastructure and superstructure. Interviews were carried out with local customers
of dry ports (i.e. customs agents, shipping agency, exporters, importers, transport
service providers), who are the actual users of dry ports, to further investigate the
competitiveness and level of services provided by two dry ports having the same
captive industries. These ar: CONCOR ICD-Sabarmati, which was established
as a fully-fledged facility in the 1990s, an; Thar Dry Port, which was established
in 2009, providing basic infrastructure in its first phase. The following section
presents the main areas discussed and mentioned by the users of the two dry ports.
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8.4.1
Proximity to the trade and customer
CONCOR ICD-Sabarmati is located within the city boundaries while the new Thar
Dry Port is located approximately 35km from the central part of city. To facilitate
and attract traffic, Thar Dry Port arranges vehicles to provide connectivity to/from
the city at their own cost in order to overcome the disadvantage in proximity and
the additional time and money. They adopted empathy as their quality dimension
of service.
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8.4.2 TariffsStructure
Thar DP had to adopt the tariff of the incumbent. Shippers offering substantial
volume of business are getting few fiscal advantages in terms of lower tariff,
discount, credit and convenience to pay.
8.4.3
Train load traffic
Since Thar DP only recently started its operation and only small volumes of
container traffic are generated, an extreme imbalance between imports and exports
traffics exists. Further low volumes do not suffice to justify higher frequencies as
long as existing train services are only partly loaded
8.4.4 Congestion
8.4.5
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Congestion is the main factor of traffic diversion between the two dry ports.
Congestion is a common problem at ICD-Sabarmati, which has been leading to
delayed services. Thar DP has the advantage to be able to offer hassle-free flow of
their shipments and documents. With The heavy increase in the volume, limitation
of space an, being within the city, any other DP could not have managed in such a
situation but CONCOR could do it.
Road infrastructures
A competitive advantage of Thar DP is its road transport fleet. The operating

company owns and runs a number of fleets across the country. Operation costs per
tonne/km are low making the company competitive with other existing dry ports
in the vicinity i.e. Mundra and Pipavav. Thar DP offers a full range of services
including door pick-up/delivery in a single contract. Nevertheless, the interviews
with shippers revealed that importers are not happy with the service delivery
schedules. Because of late deliveries to importers, shipping line containers remain
occupied for longer periods ant the importer has to cover any detention fees, which
might lead to a diversion of flows to other dry ports.
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145
8.4.6
Marketing efforts
Thar DP as the recently established Dry Port is in strong competition with the
existing dominant DPO and massive marketing is required to attract cargo volumes
and new customers.
8.4.7
Lessons learned
Even thoug, Thar DP is in its infancy stage, shippers have claimed it to be an equal
competitor to existing DPs. The bargaining power of shippers have increased
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146
External threats and factors affecting use of dry ports
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8.5
with the additional player in the market and direct comparisons of rates are
possible., Since Thar DP is trying to expand its market share to be able to generate
economies of scale, the operating company offers significant discounts and credit
to the majority of the customers. However, interviewees have pointed out that the
DP lacks quality of service, particularly when facing short-term peak demand.
The current competition brings advantage to the users. All trade partners,
including exporters and importers, should understand the weakness and threats
of market competition to a significantly weaker competitor. A certain level of
cooperation would deliver benefits for competition in the long run, but might
also bear the risk of too much cooperation. Users have been switching between
the ICD-Sabarmati and Thar DP both to seek different advantages such as better
attention to their shipments) and to support competition.
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Apart from the above factors, dry ports, in general, are affected by the following
external factors
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Figure 8.2
External threats for non-usage of Dry Ports
In spite of the competition from the proliferated port-side CFS operators (JNPT
30 CFSs, Mundra Port 14 CFSs, Pipavav Port 4 CFSs, Kandla Port 4 CFSs)
and numerous road hauliers, which have a 75 % market share of total freight
movements at ports, rail transport as a mainstay for DPO can be competitive in
terms of costs in comparison to road.
The differences in delivery times and other external factors force shippers
to prefer rail instead of rail and dry ports. This not only affects the cost of the
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shipment but also has repercussions on the environment and road safety. The
ability to accurately respond to the dynamics of the global marketplace is no
longer months or weeks , hours may decide over the competitiveness of a service
and it creates added valueofor the user.
CONCOR stepped up to drive modal shift from road to rail by calculating the
opportunity cost of running half rake and empty return journeys at a negligible loss
or very less profit margin.
8.6
Priority Areas For Improvement
Labour Issues, ReformsAand Relaxation
op
8.6.1
Price advantage and superior quality, while seemingly having an inverse relation,
can actually be complementary. some examples are described in the following
section.
fC
Indian dry ports are mostly dependent on significant manual labour. The definition
of labour used includes industrial workers, forklift/crane/vehicle operators an,
their supervisors, surveyors, and security personnel to work at the dry ports.
Export cargo is delivered in small volumes, which involve various labour gangs
to handle them. Manual handling involves a number of risks like cargo damage,
damages to packing, pilferage, delay and unethical practices. In India, the level of
tolerance fof such incidents is high in comparison to other developed economies.
Dry port operators can play a significant role in this, by reducing the ratio of
damage, pilferage and delay. As far as unethical practices are concerned; however,
these prevail. This is difficult to avoid as workers are pushing for extra earnings.
While giving quality and demand based services it is necessary to not only look at
the cost of the services offered but also at the prices paid by customer using these
services. The difference in servic-/cos-/price can be used as an indicator of poor
measures taken by the operators as well as industry. The government has recently
put more efforts into increasing the standard of living of the workers, and it is
expected that improvement will be visible in the system.
The labour laws in India are archaic, which, rather than ensuring the welfare
of the worker, only leaves the system hostage to adverse action by the statutory
agencies on account of so-called violations. There is not sufficient flexibility in the
system to allow a margin for minor aberrations in compliance.
It is impossible for firms, contractors or workers to be aware of their rights and
obligations when rules and regulations are spread over 45 national and state level
acts. The labour acts do in various capacities affect the gamut of logistics activities
encompassing material handling, transportation, maintenance and housekeeping,
security etc.
In India, the state government under the Minimum Wage Act, 1948 sets the
wages at a state level. However, The set minimum wages ar, only a guideline
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for what a company should pay its worker.yIn addition, the minimum wages are 1
adjusted, revised and increased bi-annually. The present minimum wage structure 2
3
from 1 April.2009 to 3. September 2009) is presented in the table below.
Table 8.1 Minimum wage scale in India (Indian Rupees, INR)
Wage Structure / Worker
Category
Unskilled
Worker
SemiSkilled/
Unskilled
Supervisor
Skilled/
Clerical
Worker
Highly
Skilled
worker
180
200
220
Dearness allowances
44
48
53
57
224
248
273
297
26.88
29.76
32.76
35.64
Admin charges (1.11%)
2.49
2.75
3.03
3.30
ELDI (0.5%)
1.12
1.24
1.37
1.49
ESIC (4.75%)
10.64
11.78
12.97
14.11
Bonus (8.33%)
18.66
20.66
22.74
24.74
Gratuity/terminal benefit (4.81%)
10.77
11.93
13.13
14.29
Leave charge (6.73%)
15.08
16.69
18.37
19.99
309.64
342.81
377.37
410.54
8051
8913
9812
10674
104.43
118.84
130.83
142.32
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PF (12%)
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Total
Total cost per head as per minimum

wages
Wage per month (26 days pay)
(INR)
oo
Wage per month (GBP)
240
Basic wage per day
Source: Circular Order No.1/4(3)/2010 LS-II dated 25.03.2010 of CLC(C), New Delh
The difference between the wages of unskilled workers with those of highlyskilled and skilled workers is only 37.89/month and 11.49/month respectively.
This affects the motivation level of workers, which in turn impedes performance
standards.
A number of points can be addressed to improve the labour situation:
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1. The minimum wages could be changed into living wages which requires
the raising of established government standards, a greater responsibility of
the employer towards the workers and effort from the workers themselves
by improving the work ethics.
2. Educating workers/employees on rights and responsibilities by the
employer to create a change in attitude and behaviour that will justify an
improvement of wages.
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8.6.2
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3. Integrating workers by making them stakeholder in the companys business

activities. This can change the attitude towards the company as they feel
more integrated.
4. Setting working standards and creating goals to delivering these creates a
link between wages, productivity and quality of services.
5. Women are the economic drivers of the country these days. There is no
sphere where a woman cannot work; therefore the dry port sector should
motivate women to work as contract workers. Contract conditions might
even define minimum participation of women in the work force.
6. Choosing of contractors with a well-functioning salary system. For
example, workers should be paid through bank accounts, rather than being
paid in cash in an envelope every month.
7. Choosing of contractors who have training programmes for workers,
not only in the field of work, but also towards the improvement of their
standard of living, skill development and their rights.
8. An external audit firm that is expert in human resources may be appointed by
the principal employer for audit and control of practices by the contractor,
workers and the overall contract system.
9. Beyond these possibilities, the use of cheap labour, most vulnerable to
exploitation by contractors, can be reduced by mechanisation, upgrading
and automation of dry port operations.
Material Handling
Cargo and packaging damage and loss claims are significant issues faced by
shippers. This can be improved if mechanisation is increased as this improves the
efficiency of logistics processes and often has positive consequences on costs and
quality of services.
The majority of Indian companies have not been progressive in implementing
mechanisation and automation. The complementarity of price advantage and
superior quality becomes clear under a life-cycle cost analysis. For instance, an
expensive piece of machinery or highly mechanised automated maintenance system
may initially cost more but in the long run reduces the costs of operations and
maintenance. More specifically, the Quantum Series Electronic engines of rubbertyred gantry (RTG) cranes, while being more expensive, can help to reduce the fuel
consumption by up to ten per cent. In parallel, labour requirements can be reduced
when using automated systems, not only improving the quality of operations but
also yielding a price advantage in the long run. Further potentials arise from the
use of conveyor belts for stuffing/destuffing containers, electromagnetic devices
for handling scrap metal, or scanners for checking consignments when still inside
the container. These measures can enable dry port operators to find the least-totalcost alternative while satisfying the requirement of shippers.
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8.6.3 Pilferage
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Occurrences of theft and pilferage of material from the packed consignment at

dry ports have been observed. Low levels of control over workers, drivers and
crane operators provide opportunities for pilferages, theft and damage of goods
and material.
Pilferage is not only happening at the dry ports the roadside dhabas/eating
outlets, parking and rest facilities are among the main spots for pilferage, and theft
from parked vehicles and delays in transit cause inconvenience to the free flow of
traffic.
Beyond dry ports, CFSs and major public warehousing hubs are also affected
by this. This is a grey area where no action has been taken so far and the additional
costs of which have so far been tolerated by shippers. Potential solutions might
include:
Strong packaging units that make tearing off difficult.
Usage of time locks as being used for security of goods in containers.
Encourage unitisation of loose cargo
Introduction of standardisation in packaging material and packing standards
Good surveillance systems, though these come with an additional cost.
Use of anti-pilferage devices in wagons/trailer which ensure pilferage-free
transport of containers are an example of how a simple bar of metal helps
keeping commodities free from theft.
Use of CCTV in warehouses and DP gate complexes woud also help to
restrict petty smuggling of commodities.
Establish controlled rest-rooms, lodging, and eateries along highways.
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8.6.4
Transportation: Accessibility, Speed and Time
The rail-link or road-link is not only affected by the insufficient supporting

infrastructure. Train capacity is defined by Indian railway norms to be between 80
to 90 containers for a full train. Unless and until an operator has a full load at a dry
port the train cannot move to the port destination, which significantly affects the
service time. This is the opposite in the case of ports where containers are available
but due to insufficient capacity supply and turnaround of trains, containers remain
at the port for an extended period of time. This also creates congestion at the
port. The inefficient turnaround times are caused by inefficient train handling at
terminals, due to limitations in engine and crew availability, lack of train stabling
lines, rake examination and other administrative delays.
A few suggested ideas, which might help to improve rail efficiency for
container freight movements, are presented below.
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1. Availability of modern rolling stock and maintenance systems to enable

longer run of the stock and hence greater productivity of wagons.
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2. Use of longer rakes up to 1500 metres and higher-capacity wagons of 80

to 90mt carrying capacity as envisaged in the Dedicated Freight Corridor
Project.
3. Longer block sections to enable faster transit.
4. Improved last mile rail linkages between ports and DPs to help industry to
transport freight more by rail instead of road; e.g. by more loops besides
the present CRTs (Container Rail Terminals), DPs or any railside loading
facility, and also construction of DPs on existing rail routes for better doorto-ship cargo movement.
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Generally, road freight transport is more expensive than rail freight. Various factors
contribute to higher transport charges and loss of time in transit such as cost of
fuel (up to 50 per cent), high labour charges engaged in un/loading, overloading,
road traffic congestion, bad road conditions, toll collection at various points and
detention at toll points, city restrictions, etc.
A closer look at the road transport sector reveals the need for strict enforcement
of rules to avoid overloading, elimination of unethical practices by trucking
companies, replacement of old/outdated with new vehicles, drivers training
institute, periodic training on maintenance, road safety, hygiene standards, health
hazardous, etc.
The focus on improving state highways and national highways and, to a lesser
extent, district and village roads affects the DPs in India, since the majority of
DPs are located on the outskirts of cities on rail links that connect to the national
or state highway network through district or village roads. The connectivity with
national or state highways has traditionally been an issue. ASIDE (Assistance to
states for developing export infrastructure and other allied activities) a government
scheme has taken a step to assist funding project infrastructure that supports the
export promotion. In the programme 25 per cent to a maximum of 50 per cent
contribution is generally granted for road development connecting to an economic
centre. Beyond building a major impediment is repair and maintenance, especially
in monsoon seasons, which affects the quality of DP in terms of its accessibility. It
might be considered a contentious action that the government plans, finances and
develops national and state highway infrastructure and thus promotes and attracts
more road traffic movement, whereas road maintenance is poor for connecting
DPs. Road transport being unsafe and non-preferable for multimodal transport
worldwide should be demotivated by creating better accessibility to DPs.
At the least, there is a need of an appropriate mechanism whereby the ports with
due government support can be encouraged developing end to end connectivity to
create a perfect integration of road, rail, gateway ports and other economic centres.
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8.6.5 Standardisation
There is also a pressing need for standardisation in dry ports. The key attributes
requiring standardisation include:
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Standard design of ICD layout such as location of warehouses, railway

lines, stacks etc.
Standard type of equipments which will help reduce the complexity and
cost of maintenance
Standard systems of the various operational processes and commercial
documentation.
Standard systems of communications
Standard system of evaluation of processes
8.7
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Just as the quality of a product can be judged by its conformity to standards and
specifications, logistics customer services can be judged by the extent to which
service standards are delivered and demands are fulfilled. In short, standardisation
aids better comprehension of the processes in the DP, which in return will help to
reduce the costs of operation and maintenance while ensuring quality of service.
Code of Conduct and Regulatory Model
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While there is sufficient capacity at the few container port terminals to handle
forecasted growth well into the future, concerns exist in relation to the impacts on
the longevity of CFSs, dry ports and road traffic to hinterland.
There is an important role for the Government in working with stakeholders to
achieve system-wide improvements, such as developing initiatives for improving
transport efficiency on the basis of solid evidence with regard to systems and
industry practice, a code of conduct, by appointing a governing body for dry ports
and the associated transport system.
Apart from a code of conduct, DPOs could seek promotional help from the
government which could be setting a dry port policy to establish equal norms for
all DPs and minimum standards for quality of services for sustainable growth.
Policy guidelines should be framed, reviewed and updated on bi-annual basis
to account for changing markets environments, technology and upgrades around
the world.
Numerous ministries, boards, associations govern the various industries,
infrastructure development and control trade and services.
To have a broader view and vision an Inter-Ministerial Committee (IMC) for
approval of application for setting up of ICD/CFSs exists. Once established, they
are governed by the Central Board of Excise and Customs (CBEC) who determines
minimum standards for an ICD/CFS (CBEC Circular No. 128/95-cus) from the
trade and customs perspectives.
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Ministry of Road Transport and Highways

Ministry of Railways
Ministry of Commerce
Indian Port Association
Director General of Shipping
Ministry of External Affairs
Ministry of Law and Justice
Ministry of Labour and Employment
Ministry of Shipping
Ministry of Civil Aviation
Ministry of Micro, Small and Medium Enterprises
Ministry of major Individual Commodity
Export Promotion councils
Various Federations, etc.
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List of relevant Indian Minstries
Table 8.2
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The IMC meets twice a year to dispose of various applications and modifications
and new developments. However, the focus should be more on audit and control
measures over the practices by existing DPOs, which safeguard the interest of
DPOs but damage the services quality and sufficiency of attention to public needs.
While DPs are usually being referred to as being as important as sea ports,
they are given different treatment for development and improvements. This author
would suggest forming a body or association and a regulatory model that assists,
suggests, and guides government in the development of DPs and can represent
the sector in the government. The key objective could be to provide a clearer
and internationally consistent framework for: improved standards of service, road
safety, improved infrastructure, prices, role clarity, standardised codes of practice,
minimisation of unfair competitive advantage amongst operators, the promotion
of a level playing field for operators, establishing general liability, preventing the
breach, better protection for infrastructure and environment, social and welfare
aspects, and government support and finance for development and enhancements.
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8.7.1
Location Strategy for Dry Ports
Locating ICD facilities throughout the transport network is an important decision

that gives form, structure and shape to the entire transport system.
Historically and geographically in India industries are located far from ports
i.e. at inland locations. There is no direct relation between the number of dry ports
and the number of industrial zones. One dry port can cater to several industrial
zones. Many of the early decisions to establish dry ports were based on land
availability near the railway network and around city centres and industrial zones.
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154
In rare cases, where industry developed in the absence of a rail network

connection, DPs were planned and located as road fed DPs.
Any good location near to industries with good potential, giving advantage
over port clearances, can be a strategic location for a developer with the motive
of earning profit. However, for overall development in this sector, a strategy
or standard should be decided with respect to the location, size, services and
maximum usage of existing and future dry ports.
8.8
Chain of Responsibility
Table 8.3
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There are various legislations under various acts that create an unclear picture of
responsibilities. Therefore, a common legislation is to be framed in such a way that
it creates a default position of liability for each participant in the transport chain,
in order to give a clear understanding of their obligations and required actions.
Codes of conduct and practices are the pillar-stone for standardisation of
practices, procedures and documentation, and behaviour of stakeholders and
government. A code of conduct can dictate a DPs satisfaction indices and overall
satisfaction by the users and operators. Various areas have been identified for
improvement, deciding standard practices and bifurcated into three categories:
Code of conduct for standardisation
Of the Dry Ports
For the Dry Port
By the Government
Location
Standardise
Documentation
Frame Policy
General Safety on Road
Strict
Enactment of combined law
Implementation
Ports operations for dry ports
Rail pricing and traffic management
General liability
Cargo packing compliances
Transport compliances
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Terminal Layout design

Initial Minimum
Warehousing and storage
Public amenities
Operations practices
Services Aspects
Safety and Security
People behaviour and
Management
Contractual Terms
Pricing
IT Applications
Quality Infrastructure
Maintenance
Grievance redress
mechanism
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Apart from the factors discussed in this chapter, financial, technological and
knowledge are further factors which impact the comparable standards of dry ports.
8.9 Conclusion
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It is evident now that customer service is the net result of the execution of all
activities as per target value. Because customer service has a positive effect on
turnover, the most appropriate way to approach proper planning is to meet the
most economical way possible.
Both quality and prices of service are complex and controversial issues,
both technically and conceptually. This is due to provision of infrastructure,
economic factors, law and regulations, imperfect competition and the level of state
involvement. However, quality minimises cost and wastage. The implementation
of quality may not be a burden or an additional cost, but enables a company to get
customers trust and trust means returning use of service. Nevertheless, the cost
of improper planning and ineffective implementation can make the service overall
more expensive.
The issue of quality and price is leading towards bringing standardisation
into the sector. Improper planning, fiscal constraints, status difference, nonstandardisation and imbalanced port-dry port integration require government
intervention.
This chapter favours government intervention to bring standardisation, for
better quality of services and overall development of this sector by not cutting the
prices but by cutting the unethical practices among the trade partners in the price
war and by re-engineering the conventional competition. Once a certain level of
standards is achieved, the way forward is much simpler.
Better facilitation and stringent regulatory environment are the needed most in
the current situation to support the present growth. The goal should be to maintain
a steady and relatively competitive situation and low pricing with more emphasis
on quality and efficiency at Indian dry ports.
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I want to thank all people who have been involved in my study. First of all
I want to thank TRI/Napier University, who provided opportunity to think and
explore about Dry Port Industry in India, and secondly, my organisation Container
Corporation of India Ltd (CONCOR) for permitting me to go ahead with this
research especially Mr Amit Kumar Singh, Chief General Manager, North West
Region. Many thanks go to all respondents who provided me with feedback,
statistics and information.
Finally, I want to give endless thanks to my family and friends, who have
supported me on my way to this research.
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8.11 References
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Amit, N. and Bharat, M. 2005. The Payment of Wages Act, 1936, (amended from
09.11.2005). Ahmedabad: SBD Publications, 120.
Amit, N. and Bharat, M. 2007. Chapter VI: Working Hours of Adults, in The
Factories Act, 1948, Second Edition. Ahmedabad: SBD Publications, 3643.
Amit, N. and Bharat, M. 2007. Chapter IV: Computation and Payment of Wages,
Hours or Work and Holidays, in The Minimum Wage Act, 1948. Ahmedabad:
SBD Publications, 5467.
Amit, N. 2007. The Indian Contract Act, 1872, (Act 9 of 1872), Current
Publication, Mumbai (general reference for appointment of contractor).Ballou,
R. 1999. Business Logistics Management, Fourth Edition. Englewood Cliffs,
NJ: Prentice Hall.CONCOR 2010. The Company, Core Business. [Online]
www.concorindia.com [accessed September 2010].
Department of Commerce, Ministry of Commerce and Industry, Government
of India. Trade Promotion Assistance, Guidelines for Setting-up of ICDs/
CFSs. Available at http://commerce.nic.in/trade/national_tpa_guidelines.asp
[accessed July 2010].Pillai, Smt. Sudha 2008. Initiatives of Ministry of Labour
and Employment During Last One Year. Secretary, Ministry of Labour and
Employment, Press Information Bureau, Government of India, 13.
Public Private Partnership and Competitive Advantage of Indian Dry Ports.
Available
at
www.scribd.com/doc/27184217/Dry-Ports-Public-PrivatePartnership [accessed September 2010].
The Contract Labour (Regulation and Abolition) Act, 1970 (Act 37 of 1970),
amended by The Delegated Legislation Provision (amendment) Act, 2004,
Chapter V and VII: Welfare and Health of Contract Labour and Wages.
Ahmedabad: SBD Publications, 2005, 3138.
Visit and telephone Interviews with CHAs, ImportersExporters, Shipping
and Forwarding Agents, CONCOR officers, CFSs at Mundra Port for their
perspectives and experience.
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Chapter 9
The Construction of Seamless Supply Chain

Networks: The Development of
Dry Ports in China
Jing Lu and Zheng Chang
9.1 Introduction
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Nowadays, ports are striving to perfect their functions as third-generation

ports and moving ahead to become fourth-generation ports. Although there
is no universally accepted definition for fourth-generation ports, two trends in
the ports sector have been agreed (Xu and Lu 2006). Firstly, competition among
ports is transforming into the competition of the supply chains which ports are
involved in. At present, the port is a component, rather than an independent point
or centre of the transportation chain (Wang 2009). The efficiency of the supply
chain depends on the port, and more importantly, all segments linked to the port.
Secondly, a port with large and directly connected hinterland has great potential and
competitiveness, while on the other hand, a port with a single marketing strategy or
which just relies on other countries or regions for feeding will face severe threats.
For Chinese ports, two challenges are faced by port operators: how to find
an efficient link to the inland regions to keep the supply chain smooth? How to
expand the hinterland and attract more cargo? As for the inland regions, the national
strategy to transfer industries to Midwest China brings rather a good opportunity
for economic development of the region. The enterprises hope that they can clear
customs locally. The inland governments also hope that there will be a platform
on which the cargo can transit conveniently, therefore the cities will be closer to
international markets and the investment environment will be improved. Driven
by the need of coastal ports and inland cities, the dry port concept has emerged
as a modern logistics centre located in an inland region with similar functions as
those of a coastal port.
According to the report by FDT (2007), a dry port can be described as follows:
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A Dry Port is a port situated in the hinterland servicing an industrial/commercial

region connected with one or several ports with rail or road transport and is offering
specialised services between the dry port and the overseas destinations. Normally
the dry port is container and multimodal oriented and has all logistics services and
facilities, which is needed for shipping and forwarding agents in a port.
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9.2
Construction Mode of Dry Ports in China
It has only been a few years since the first dry port emerged in China. However,
there are now several dry port clusters in China. For example, the northeast dry
port cluster which is constructed by Dalian, the mideast cluster which contains 16
provinces and regions led by Tianjin, the southeast cluster built by ports in Jiangsu
and Zhejiang province. Generally speaking, three modes of construction are used
widely in China.
9.2.1
Coastal Port as Main Construction Body
9.2.2
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The 16 dry ports built around Tianjin are successful examples of this mode.
Actually, the first dry port in China was built by Tianjin in Beijing in 2002. The
port of Tianjin occupies only 37 km2 of land. However, with the continuous dry
port construction, Tianjin can now gain access to 4.5 million km2 of hinterland.
Cargoes from Beijing, Hebei, Shanxi, Inner Mongolia and Gansu contribute 54.7
per cent of the total commodities value for Tianjin. The one-stop customs mode
at dry ports reduces costs dramatically, while increasing efficiency for inland
shippers. The statistics show that cargoes from mid China save one or two days on
transportation and logistics activities. For cargoes from west China, it can reach
three or four days. The integrated logistics costs can be reduced by 20 per cent or
more (Shi 2009).
Inland City as Main Construction Body
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Dry port Xian represents the second construction mode. In the context of
the declining advantage of labour-intensive industries in east China, and the
implementation of a strategy of industry transfer towards Mideast China, Shanxi
put forward a project called Xian International Port District; in this way this
inland city can get closer to the world and bring itself into full play as the central
city of the economic zone of the second Eurasian Continental Bridge. On 1
April 2010, the Bonded Logistics Center was completed, and on 1 June 2010,
the container railway central station opened. At present, Xian International Port
District has signed a letter of intention for dry port construction with Tianjin and
is trying to cooperate with Qingdao and Lianyungang.
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9.2.3
Coastal Port and Inland City as Combined Construction Bodies
In this mode, the coastal port and inland city make a combined effort to build
a dry port. Take Dalian as an example. At the second summit of four cities in
southeast China in June 2005, Dalian, Changchun, Harbin and Shenyang reached
a decision about dry port construction cooperation. Except for Dalian, the other
cities are capitals of three northeast provinces, which are also direct hinterlands
of Dalian. Northeast China is characterised by abundant resources, historical
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The Construction of Seamless Supply Chain Networks
heavy industries and enormous grain production. But the biggest problem is the
underdeveloped foreign trade. The dry port project will certainly push the region
into the international markets and boost economic development.
9.3
Effects on Coastal Ports
9.3.1
A Dry Port is an Important Linkage in The Supply Chain
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The competition among coastal ports can be divided into three levels according to
the competitive emphasis. In the first level, ports pursue large scale. In the second
level, ports compete for high-quality service, diversified function and low price.
Nowadays, the third level of competition, which means competition among the
logistics nets and the supply chains ports participate in, is more severe than before.
Since the chain depends on every node linked to the ports, the ports should equip
themselves with the ability of coordinating and overall planning. At present, ports
attach more importance to the construction of seamless international supply chains,
rather than blindly focusing on other ports in their range and infrastructure expansion.
According to the definition of a dry port, it is just one node in the chain and has close
relations with coastal ports; it can collect and distribute cargoes for ports. Thus, the
efficiency of a dry port has vital importance for a seamless supply chain (Qin 2010).
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Figure 9.1
9.3.2
Cargo flow in international container transportation
To Expand Hinterland and Bring Cargoes to the Port
The ability to attract cargo is significant for the port; more and more ports have
given priority to hinterland expansion. This trend is becoming more obvious
owing to the financial crisis. Most ports in China have suffered declining cargo
and container throughput in 2009. Facing a serious situation, ports are eager to get
more cargo supply to maintain the previous high throughput growth. Setting up a
dry port means the port can get easier access to the hinterland by offering seaport
functions forward to the city. In fact, it is now a rather important and widely-used
marketing strategy for seaports to enhance their competitiveness and to overcome
this unusual and sudden crisis.
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At present, the Pearl River Delta, Yangtze River Delta and Bohai Sea Region
have been well developed. Most cities in those areas have a higher level of open
economy than other regions. However, the vast inland areas are facing a different
situation. Due to their location, resources, and relatively lower political support,
provinces and cities have not opened their economies anywhere near the average
level. The Chinese government has noticed the potential of inland areas and
issued a number of supportive policies for these areas. The strategy aims to boost
the development of the central region (which includes the provinces of Shanxi,
Henan, Anhui, Hubei, Hunan and Jiangxi) as well as pursuing a develop-the-west
strategy (which is designed to stimulate the economy in 12 west provinces and
cities such as Gansu, Ningxia, Qinghai, Xinjiang, Sichuan, Chongqing, etc.). With
the increasing infrastructure investment; improving investment environment,
accelerating processes of industrialisation and urbanisation, the economic growth
in inland regions in China will soon surpass eastern areas. It is estimated that
the GDP of midland China will increase by ten per cent over the next five years.
Transportation demand in these areas will also increase at the same pace. If
seaports can grasp the unique opportunity and set up their own logistics platforms
in a suitable inland city in the form of a dry port, the hinterland will be effectively
expanded, in this way, ports can derive sound development and stand out from the
crowd.
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Figure 9.2 Scope of two regional development strategies
Source: Port Dalian (PDA) Co., Ltd
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Table 9.1
GDP of central regions in 2009

Shanxi
Henan
Anhui
Hubei
Hunan
Jiangxi
GDP (billion
Yuan)
730
1936.7
1005.3
1283.2
1293.1
758.9
Growth rate (%)
10.7
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Ranking
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20
Source: China statistical yearbook 2010
9.3.3 To Release Pressure on the Space and the Collecting and Distributing
System
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Though Chinese seaports have experienced admirable progress, they are now
confronted with the bottleneck of insufficient space. Ports occupy a lot of coastline
resource. Therefore, some industries such as tourism might be influenced to some
extent. At the same time, with the development of coastal cities and concentration
of population, the living community of the city will expand constantly, thus the
need for land will increase (Zhong 2010). The consequence of this trend is that
there is a great difficulty for ports to get sufficient land for terminals or storage
yard expansion. However, a dry port can endow the inland city with the same
functions as a seaport and, in this way some logistics activities, such as storage,
devanning and consolidation can be carried out in inland areas. Consequently, the
pressure of space needed during port expansion can be eased enormously.
On the other hand, a dry port can alleviate the pressure on the collecting/
distributing system tension of the port. Before the dry port concept appeared,
the transportation between inland areas and ports was poorly organised. Most
vehicles had low loading rates which caused wastages and a lack of organisation in
cargo collecting and distributing. In addition, most cargoes were carried by road.
Traffic congestion, insufficient carrying capacity and environmental pollution are
severe problems that need to be addressed urgently. A dry port can change the
transportation pattern dramatically. Cargoes can be collected in a dry port, hence
goods in large quantities can use railway as the mode of transport. In this way, the
transportation cost is lower while service quality is higher; the ability to collect and
distribute cargoes smoothly is improved. Figure 9.3 shows conventional transport
patterns and the change triggered by dry ports.
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Figure 9.3
Comparison of conventional transport and dry port concept
Source: Modified from Roso 2009, p. 303
Driving Effect on Opening Economic Development
9.4.1
Dry Ports Contribute to Coordinated and Balanced Development in China
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9.4
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The Chinese economy is characterised by regional disequilibrium and imbalance.

Southeast areas along the coast have been economically developed, while
inland regions in the northwest have a lagging behind economically (Lu 2010).
Recognising the great potential of resources of the region, China has implemented
several strategies to stimulate economic growth. These policies will provide
unprecedented opportunities for inland regions. Transportation needs keep
increasing in these years. As the origins of goods moving from coastal to inland
regions, it is critical for the inland cities to have more functions in order to provide
shippers with convenient transportation (Zhang 2009). A dry port is a platform to
fill the regional resource gap and can shorten the geographic distance to markets.
In consequence, the inland region is able to open up to the outside world, and the
economic imbalance in China can be eliminated.
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9.4.2 To Improve the Investment Climate and Activate the Local Economy
An inland dry port with customs and similar-to-port functions, as well as an
international logistics channel, is definitely the driving force for opening of a citys
economy. It is also an important platform to get access to international markets and
improve the investment climate. Therefore, a dry port can assist the city to attract
more foreign investment to inland regions and take an active part in undertaking
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industry transfer in east China. In the aspect of market motivation, cost motivation
and resource motivation, boosting foreign investment will increase import and
export trade in the region. In conclusion, a functional dry port is the trigger for
improving the environment improvement and the vitality of the economy.
9.4.3
To Reduce Transaction Costs and Increase Customs Efficiency
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The customs function of a dry port can improve the efficiency of inspections,
thus dramatically reducing transaction costs. In a dry port, inspection, quarantine
and other supporting customs services are centralised and electronic declaration is
widely used, so the procedures are quite simple. At the same time, the information
is shared between customs of coastal ports and dry ports. After a one-time clearance
and inspection, the import or export cargoes will be supervised by customs during
transportation; this will simplify the inspection procedure and speed clearance
procedures. Take dry port Lanzhou as an example, it is estimated that companies
can settle their exchange accounts seven days in advance and get tax drawback
30 days earlier at least. At the same time, transportation costs will be decreased
by 50 per cent, however as the possible damage caused by double inspections and
loadings can be avoided (Zhu 2009).
9.5
Empirical Analysis of Dalian
9.5.1
Fierce Competition Faced by Dalian
According to the Liaoning Ports Planning, Dalian is the hub port in the cluster.
However, Dalian is facing enormous pressure from three nearby ports, Yingkou,
Jinzhou and Dandong. The throughput growth of these three ports has exceeded
Dalian. In recent years, Dalian has lost the competitiveness and market share on
some traditional cargoes such as grain, steel, ore and timber. At present, Dalian
focuses on international containers, bulk cargo carried by rail and local cargo.
Although Dalians throughput has been in first place for many years, the up
and coming Yingkou has put great pressure on the port and challenged its relative
monopoly status. This trend can be seen in the changing market share in cargo
throughput. Figure 5.1 depicts the decline in Dalians share in the Liaoning port
cluster since the beginning of the twentieth century. In 2001, nearly 70 per cent of
cargoes transported through Liaoning ports were handled by Dalian, while in last
year, the share dropped to 49.1 per cent. In contrast, the market share of Yingkou
has increased rapidly from 15.3 per cent to 31.7 per cent. The throughput of
Yingkou in 2001 was merely 22.68mt, which was one seventh of Dalian. In 2007,
for the first time Yingkou succeeded in being one of the eleven Chinese ports
with cargo throughput over 100mt. Yingkous throughput has grown at an average
annual rate of 29 per cent, which is higher than the national average.
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Figure 9.4
Change in throughput in the Liaoning port cluster
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Source: Liaoning statistical yearbook 20012010
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As for container throughput, the change in market share is similar to cargo

throughput. Dalians container throughput share has been falling ceaselessly. In
2009, only 56.3 per cent of containers were handled by Dalian, compared with
81.7 per cent in 2001. Instead, Yingkou has taken more container throughput. Its
market share has doubled in the past ten years, increasing from 14.2 per cent to
31.2 per cent. It is also worth noting that Jinzhou performed very well. In 2001,
only three per cent of all containers were transported through Jinzhou, but in 2009,
the number jumped to nine per cent.
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Figure 9.5
Change in container throughput shares in the Liaoning port

cluster
Source: Liaoning statistical yearbook 20012010
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9.5.2
As a matter of fact, compared with other ports, Dalian has a clear advantage 1
in terms of infrastructure, service, collection and distribution network, as well as 2
the economic scale, financial services, new technology and human resources of 3
the city. This embarrassing situation of a declining market share was caused by 4
a disadvantageous location and being a long distance away from its hinterland. 5
Yingkou is 190km nearer to the northeast hinterland by road than Dalian. Under 6
this circumstance, Dalian put forward the construction of a dry port, with the 7
purpose of perfecting integrated services for inland clients and gaining more cargo 8
resources from its hinterland. Dalian has made great efforts to improve the railsea 9
intermodal transportation system and to enhance the connection with railway lines 10
through dry ports. Dalian is attempted to maintain its competitiveness in the inland 11
12
areas in the means of effective, reasonable investment and cooperation.
Dry Ports Layout
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Dalian and Liaoning international transportation Co. Ltd built Shenyang goods
yard in July 2003. From then on, Dalian has been increasing its investment in
inland node construction. Today, Dalian has shaped a dry port layout which covers
northeast inland areas. The distribution can be summarised as three logistics
centres and three inland node zones.
Central stations: Dalian, Shenyang and Harbin On 20 September 2006, Dalian
and China Railway Container Transportation Co. Ltd established the Dalian
Railway United International Container Transportation Co. Ltd. According to
the cooperation agreement, three railway container central stations would be built
in Dalian, Shenyang and Harbin. With the stations completed, the capacity and
service of Dalians railsea intermodal transportation system of Dalian will be
greatly improved. This would guarantee the influence and brand effect of Dalian
in the hinterland.
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Dry ports layout: Three zones and several nodes On the basis of the logistics
network planning in northeast China, Dalian divides its dry ports network into
three zones, which take Shenyang, Changchun and Harbin as the respective
centres. Specifically, the three zones include ten cities: Shenyang, Changchun,
Jilin, Harbin, Qiqihar, Daqing, Suifen and Manzhouli will contribute as dry ports,
while Tongliao, Yanji, Muling and Jiansanjiang are planned as container yards.
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16 Figure 9.6 Dry ports layout
17 Source: collected by the author
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a. Dry port Shenyang Dry port Shenyang takes the responsibility of
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extending the port function of Dalian to the Shenyang economic circle,
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and includes the six relatively well-developed middle cities of Liaoning
23
province. It has multiple functions such as inland customs, international
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multi-modal container transportation, freight forwarders supplying, etc.; it
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is also entailed with integrated logistics services on the base of tradition
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terminal yard functions. The freight volume of Shenyang via railsea
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intermodal transportation has been the highest of all for the past seven years.
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b. Dry port Jilin and Changchun The first time that railway freight yards
29
were modified according to the demand of customs services in Jilin and
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Changchun. These two dry ports in the Jilin province have given important
31
guidance for container dry port construction in other inland cities in
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China. In order to attract grain from the two cities, Dalian independently
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invented the technique of transporting grain via container. Using advanced
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technology, easily-accessible dry ports and convenient container trains,
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Dalian has formed a modern grain transportation system. In June 2010,
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container throughput of Changchun dry port reached to 33,742 TEU,
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double the amount at the same time of 2009. Jilins throughput came to
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15,970 TEU, an increase of 35 per cent over the previous year.
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c. Dry port DaqingThe dry port in Daqing is anticipated to come into
40
operation at the end of 2010. It is adjacent to large-scale petroleum
41
enterprises such as Petro China and Sinopec Corp, which can bring nearly
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1mt of container cargoes. Its locational advantage enables the dry port to
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save transportation cost effectively and gain access to nearby cities such as
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Qiqihar more easily.
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d. Muling logistics terminal yardMuling is located in the golden triangle

of northeast Asia and also on the critical gallery for exports to Russia. The
city has an intensive transport network which can extend in all directions.
The project started in October 2009 and will be finished in November 2010.
With dry port Muling, a speedy, effective and convenient transportation
channel connecting Dalian with northeast inland regions will be created.
9.5.3
Container Train Operations
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The successful operation of container trains in northeast China began in 1997,

when Dalian and Harbin were connected, marking the beginning of railsea
intermodal transportation services between the port of Dalian and inland regions.
Since then, Dalian has been devoting itself to constructing an inland collecting and
distributing system. At present, Dalian is able to offer transportation agent services
in the whole northeast region. There are six block container trains which travel
to Shenyang, Harbin, Changchun, Yanji, Manzhouli and Tongliao, with 50 trains
going there and back each week.
In 2007, Dalian opened the first international route which starts from Dalian,
by way of Manzhouli, Zabaikalye, Chita, and ends in Moscow. Taking advantage
of the international train route, Dalian successfully attracted more cargoes from
Japan, South Korea and south China; the brand effect of rail sea intermodal
transportation service having greatly expanded. Today, Dalian endeavours to make
itself the new bridgehead of the Eurasian Continental Bridge.
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Figure 9.7
Container trains station layout
Source Port Dalian (PDA) Co., Ltd
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168
The advanced container train network makes the layout of dry ports and inland
nodes more reasonable, and has improved Dalians the collecting and distributing
system. From 2000 to 2009, Dalian maintained in first place among all coastal
ports as shown in table 10.2 in terms of container throughput completed via rail
sea intermodal transportation.
Table 9.2
Dalians container throughput via railsea intermodal

transportation
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
1,011 1,217 1,352 1,670 2,202 2,350 3,212 3,810 4,500 4,550
Growth rate (%)
37
20
11
Containers transported
by railsea
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82
Growth rate (%)
54.5
20.1
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Total container
throughput (1000 TEU)
1.1
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235
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31
8.0
Source: China statistical yearbook 20012010
Operational Processes of a Dry Port
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9.5.4
The operational processes of inland intermodal transport are as follows:
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a. A shipper sends the cargoes to a logistics central station by road.

b. Cargoes are handled in the station (e.g. devanning, storage, maintenance,
customs declaration, customs clearance and inspection) and then loaded
on a train.
c. The train is marshalled and transports the cargoes transported to the yard
of the container terminal.
d. Cargoes are carried to the wharf apron via transportation facilities.
e. Cargoes are loaded on a ship and transported to the destination.
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Viewing the cargo flow between a dry port and Dalian, it can clearly be seen
that a dry port greatly simplifies customs procedures. All the inland import and
export trade can be realised in a dry port. A dry port has the same functions as a
seaport, except for the loading and unloading operation; it can offer the specialised
services of a seaport such as chartering, booking, signing the bill of lading, as well
as customs functions such as declaring and inspection. Inland regions are able to
enjoy a one-stop service which means one declaration, one inspection and one
release by sharing the same customs platform as Dalian. In consequence, the
logistics cost is lower than before.
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Brief flow chart of inland intermodal transportation
Challenges and Difficulties
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9.5.5
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Figure 9.8
Although the dry port construction strategy has shown its positive and effective
impacts for the port of Dalian, there are still some practical problems during the
operation.
a. Inland government should play far more important roleThough three
dry ports were built by Dalian and local governments working together,
the governments merely played a coordinating role in the process. For
example, the authorities of Changchun and Jilin just led the cooperation
for Dalian and the railway administration and offered a platform for
communication. As for the infrastructure, most was invested by Dalian.
On the one hand, this will cause severe capital problems to the port. What
is worse is that the cooperation between the port and the government is
rather loose and not thoroughly guaranteed. Tonghua, another city of Jilin
province, is now the dry port of Dandong. There is a chance that Tonghua
will take cargo away from the two dry ports, in the end, and from Dalian.
Therefore, Dalian should try to encourage the local government to take
more responsibilities, perhaps in terms of investing in facilities or building
a logistics park together, or to persuade the government to institute policies
to encourage cargoes to go through local dry ports. For the port, this will
release capital pressure and enable them to keep the cargoes; while for
the government, this will make the dry port layout more reasonable, make
better use of resources and promote the regional economy more effectively.
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170
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b. Cooperation among the involved parties should be strengthened Dry port

construction is system engineering (Yang 2006); its efficiency depends on the
cooperation of several actors such as governments, customs, port authorities,
shipping companies and shippers. However, some local governments and
authorities may take an uncooperative attitude just out of subjective and
short-term interest. For example, sometimes the customs authorities are
reluctant to take the possible risk caused by the one-stop customs mode of
dry port. This will absolutely impede dry port development.
c. Huge investment and low direct payback give port operator great capital
pressure A dry port is a capital-intensive infrastructure. It may take
millions of dollars to set up the logistics platform in inland cities (Zou
2009). Until now, the Dalian port authority has invested 6.5 million dollars
in the logistics centre in Muling and 10 million in Dalian central station.
It is estimated that 9.5 million dollars will be invested in Harbin central
station. In 2009, the total rent for the three dry ports in Changchun, Jilin
and Shenyang accounted for 5.8 million dollars and is predicted to rise to
5.9 million dollars in 2010. Huge initial investment and rent have exerted
tremendous financial pressure on the Dalian port Container Company.
Therefore, the government should take this into consideration when issuing
relating supportive policies to attract social capital in dry port construction.
9.6 Conclusion
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The main objective of this chapter is to summarise port development in China. The
dry port concept has just appeared in China over the last couple of years. However,
the economic strategies which focus on the vast inland with tremendous resources and
great potential have triggered enthusiasm for dry port construction. Port authorities
have noticed that traditional port competition has evolved into competition among
the supply chains the ports are involved in. As another link in the chain, a dry port
is of great importance for the construction of seamless supply chains. For seaports,
a dry port can bring a ports functions forward into an inland city and guarantee the
supply of cargo. Meanwhile, it can ease a ports demand for land for expansion by
moving logistics activities to the city. While for inland regions, the diverse functions
a dry port possesses will attract more investment and promote local economy. These
will coordinate and balance Chinese economic development.
A case study analysis about dry ports set up by the port of Dalian concludes
that there are quite a few challenges faced by Dalian. The analysis provides some
valuable operational implications for port authorities with the planning of dry port
construction planning. Port operators should have closer cooperation with local
governments and try their best to strengthen the relationship among other actors
such as shipping companies, customs, and railway operators. The formation of
seamless supply chains should be based on the joint efforts for every linkage and
segment along the chain.
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9.7 References
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FDT 2007. Feasibility Study on the Network Operation of Hinterland Hubs (Dry 3
Port Concept) to Improve and Modernize Ports Connection to the Hinterland 4
5
and to Improve Networking. Integrating Logistics Center Networks in the
6
Baltic Sea Region Project.
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Gong, P. 2010. The Significance of Construction of Xian Dry Port. Value
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Engineering, 11, 235236.
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Lu, L. 2010. Promote Inland Economic Development in the Aspect of Supply
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Chain. Port Economy, 3, 3234.
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Qin, Y. 2010. The Realization of Seamless Trade by means of Dry Ports
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Construction. China Business and Trade, 08, 230231.
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Roso, V. 2009. Emergence and Significance of Dry Ports: The Case of the Port
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of Gteborg. World Review of Intermodal Transportation Research, 2(4),
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296310.
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Shi, L. 2009. Analysis on the Strategies of Tianjins Dry Port Construction.
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Logistics Sci-Tech, 10, 1921.
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Tan, K. 2009. Construct Dry Ports Cluster and Raise Core Competitiveness of
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Guzhou. Chinese Water Transportation, 7, 2021.
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Wang, G. 2009. Research on Inland Dry Ports Construction and Development
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Mode. Port Economy, 3, 2730.
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Xu, W. and Lu, M. 2006. Dry Port in the Role of Port Development. Water
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Transport Management, 9(28), 89.
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Yang, R. 2006. Analyze on Inland Dry Port Construction in China. Port
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Economy, 5, 53.
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Zhang, L. 2009. Research on Interactive Development between International
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Shipping Center and Inland Port. Dalian: Dalian Maritime University.
Zhong, F. 2010. Analysis of Dry Ports Construction and Development in China. 28
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The Business Circulate, 18, 2324.
Zhu, T. 2009. How to Promote Open Economy Development of Interior Area by 30
Dry Port: A Case of Lanzhou Dry Port Project. China Business and Market, 31
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4, 6265.
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Zou, Y. 2009. Discussion on Dry Ports Development in China. Chinese Water
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Transportation, 12, 1819.
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Part IV
The Americas
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Chapter 10
Observations on the Potential for Dry Port

Terminal Developments in the United States
Bruce Lambert, Chad Miller, Libby Ogard and Ben Ritchey
10.1 Introduction
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Over the past few years, several books on various aspects of globalisation have
been published. The World is Flat: A Brief History of the Twenty-first Century,
discussed the movement towards globalisation, one of which is the efficient
transportation networks that link markets together (Friedman 2005). In Rivolis
The Travels of a T-Shirt in the Global Economy: An Economist Examines Markets,
Power, and Politics of World Trade, the global economy not only influences
production and consumption regions, but by extension, the global political balance
(Rivoli 2005). Other books have elaborated on this theme, but the implications
are clear: the world is flat and interconnected, as increased telecommunications
and reliable transportation networks have, and will, transform access to markets,
information, and economic growth.
There have been many groups, especially in the US, promoting the expansion
of US exports. President Obama signed the National Export Initiative (NEI),
which focuses on the service needs of promoting small- and medium-size
companies to engage in international trade (oftentimes exports are promoted
through lending programs, assistance programs, and trade missions). However,
there are other components that are supported by the transportation activities,
which include access to equipment, intermodal facilities, and other critical support
elements that promote international trade activity. While such discussions suggest
international trade is not important to the US, it is quite the contrary. International
trade has exploded in the US, with total trade volumes (in value basis) growing
quite strongly over the past 20 years. This is especially true for the growth of
containerised shipments, which despite the recession of the past few years, saw
dramatic increases continue from the very modest levels of the 1970s and 1980s
(Figure 10.1). Despite the current decline, most forecasts assume that containerised
cargo has recovered from the recent recession and that the growth in containerised
trade will average 45 per cent over the next twenty years.
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Figure 10.1 Total US containerised trade activity in Twenty-foot Equivalent

Units (TEUs)
Source: American Association of Port Authorities
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The growth of containerisation has led to different markets for US business,

and realignment of traditional trade lanes. Ports are now an interchangeable link
in the system, not a separate component of a transportation activity, as companies
plan and execute global supply chains. Information about the products must be
viable throughout the process. Intermodal transportation connects trucks, trains,
ships and warehouses via intermediaries to move goods between manufactures
and consumers. These complicated relationships tend to optimize each partner in
the supply chain, which generally requires freight density and balance in order to
be profitable.
Given the recent focus on further supporting US exports, the role of linking
inland hinterlands to ports becomes even more important to support economic
activity. In this paper, the role of dry ports as facilities that link containerisable
activities with either import or export shipments is presented. (It should be noted
that often dry ports are called inland ports in the US, which means they can
provide services similar to a coastal port customs, consolidation, etc., without
geographically being within a coastal port area. Inland ports also generally include
warehousing and other transportation services.) The author also assumes that a dry
port will have the following characteristics: it may be a multijurisdictional corridor
(crossing over national, state, or regional political boundaries) but the actual project
is normally tied to a specific location; it is multimodal (while there may be one
mode that captures the largest market share, other cargo options exist as well); it
may be part of a larger corridor or trade lane; and it serves containerisable cargoes.
To support existing inland hinterland connections, there are many things that
have to be considered, from both an operational side and a planning perspective.
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Observations on the Potential for Dry Port Terminal Developments
Oftentimes, there is joint marketing along a dry port corridor, as well as other
related promotional activities. In Table 10.1, a list of characteristics of various dry
ports indicates that the term itself can vary from the large gateway terminals in the
Chicago area to small rail ramps scattered across the US.
Table 10.1
Elements that may be involved in a dry port operation

Agent or Service Required
Ownership
Private Railroad, Private Terminal, Public Development

Agency Port Authority
Modal Services to Gateway Port
Railroad, trucking
Ancillary Investment in Dry Ports Area
Warehousing, Distribution facilities, Transloading
Cargo Services in Dry port Area
Customs, Cargo Consolidation, Inspection (Not always

available)
Construction and Maintenance in Dry

port Area
Public (Most have various degree of public sector grants,

road construction, utilities, etc.) Private
Marketing and Promotion of Corridor
Public Authorities, Private Companies, Regional

Chambers of Commerce
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Characteristic
Service Patterns along Dry port Corridor Daily, Weekly or other standard operating schedules
Cargo Type
Source: Authors
Mix international/domestic cargo, international only
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Cargo Destination
Container cargoes
In sum, the term dry port can easily be expanded to cover any terminal tied to
a specific port region. This paper simply defines a dry port into a basic intermodal
freight facility that has a dedicated terminus at a coastal port, with rail services
being the primary mode linking the dry port to the coastal port. Despite the range
in scale and operations, in all cases, dry ports seek to attract and service regional
shippers, but the use of the dry port term is often used without any clear distinction
regarding any minimum configuration or operation structure. While the success of
any dry port (or intermodal freight facility) is dependent upon train density and
traffic volume, there exist a host of factors discussed below that are shaping the
future of dry ports (and freight intermodal terminals) in the United States.
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10.2 The Inland Hinterland and Port Connection

Years ago, the lack of adequate landside transportation (tunnels, bridges, roadways)
to inland regions limited a shippers choice in determining which ports to use.
Even today, the region adjacent to a given port is considered local or captive,
as the cost of using another port and shipping the product may be prohibitive.
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For example, a shipper based in Washington State would not ship their containers
through a California port only to reposition these containers back to Seattle if a
service to Seattle was available at a competitive cost in time and money. (In some
ways, the outsourcing of transportation has resulted to shippers not necessarily
being aware of the shipments actual routing.) In contrast, discretionary cargo can
be handled at multiple ports. If the cargo can be handled efficiently at more than
one port, the shipper and/or carrier can choose which port best suits their unique
needs, as is the case with shipments destined to Chicago from Asia. In the US,
shippers can route the cargo through the US West Coast or East Coast, depending
upon service and costs requirements. The balance of local versus discretionary
cargo has shifted over the past twenty years. Since the 1980s, with the adoption of
intermodalism, the deregulation of the US transportation system, and innovations
in logistics management have opened up new markets for various ports and inland
markets although operational challenges still exist, such as chassis pooling.
This section will discuss three things: how ports connect to inland hinterlands,
the role of intermodal rail freight in the United States, and the current Port and
Intermodal Traffic Patterns.
10.2.1 How do Ports Connect to Inland Markets?
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A ports competitive hinterland may be defined by the markets that the port serves
(ports depend upon serving a consumption area, a production area, or a transfer
function). Before containerisation, ports had natural inland hinterlands that
generated and received cargo. Today, intermodalism, combined with global supply
chains, allows shippers more options in selecting productiondistribution activities,
including how these supply chains utilise gateway ports. Shippers primarily route
cargo with the goal of maximising the returns on their transportation dollar (this
applies equally to intermodal or general cargo operations). The chief concerns in
selecting a particular route involve price and service, but other factors are equally
important. Some of these factors are: what types of vessels call at a particular
port; what additional services are available in a port area; what rail or inland
connections are available and their relative capacity, and how the port fits into
existing distribution patterns. However, the flexibility shippers now enjoy means
to some extent ports have lost some of their monopoly power. Today, ports are
part of a larger system, and the lengthening of supply chains (due to globalisation,
access to markets, financing, etc.) implies that the relative importance of each
node becomes diminished by the growth of alternative routings between markets
exist when shippers are balancing production and consumption flows.
The focus on developing reliable networks becomes more important in allowing
ports to develop larger market areas, and attracting additional business to their
facilities. Making ports more attractive by providing additional market access is
even more critical as larger containerised vessels are entering service. The arrival
of larger container ships has led to many changes at container ports, which can
result in altering day-to-day operations. The physical plant at a given terminal
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may be unable to accommodate the new vessels, resulting in new configurations of

berths, turning basins, and other structures. Similarly, the inbound gate areas that
initially was designed for processing one set of container traffic, must now handle
higher volumes and the increased surge associated with larger containerised
vessels. Corresponding related increases spread throughout the entire supporting
infrastructure necessary to operate port facilities. Shipping channels, marshalling
areas, highways, and rail lines are often not readily capable of handling the higher
demands placed on them by the increased throughput generated by the newest and
evolving generations of container ships (Abt and Lambert 2006).
This leads to important considerations about access to land to develop terminal
capacity. Dry ports, with an emphasis on collecting services outside of the traditional
port boundary, are seen as a way to develop markets by operating facilities outside
of the traditional port area and providing scheduled services to and from the port. As
such, the ability of a corridor to develop land outside of the port area may provide
benefits to both parties, especially as a ports effective terminal capacity becomes
geographically spread out to other facilities, thus possibly reducing localised truck
moves in a port area while allowing for additional market penetration. This is not
necessarily a new concept. Port and inland hinterland connections often developed
in the past for dedicated bulk or break-bulk services (such as grain, coal or fruits).
It is the evolution of interrelated/interoperable dry ports providing ongoing,
scheduled common carriage services that provides unique opportunities for many
different agents to benefit from improved services and costs. This is different from
the traditional port centric development where the port, with its nearby supporting
services and infrastructure, served as a self-contained enterprise zone, where cargo
was transloaded, shipped, processed, etc., continued to depend on others working
around the hinterland and network deficiencies at a port or terminal area.
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10.2.2 Rail Intermodalism is a Growing Part of the US Transportation System
The US transportation system is a complex interrelationship of ports, highways,

railroads, waterways, and pipelines. According to the Organisation for Economic
Co-operation and Development (OECD), the United States is the largest market
for transportation services, largely due to its diverse geography, range, and the
breadth of cargo (Organisation for Economic Co-operation and Development
2009). For the US, domestic cargo remains the largest single transportation
market, as imports and exports each accommodate a significant value of tonnage.
While the US has traditionally been engaged in international trade, the advent of
containerisation with changes in domestic transportation operations resulted in
tremendous changes in the North American network flows.
Since the 1980s, railroad reforms (including the Staggers Act) made it possible
for railroads to engage in expanded services to international shippers and other
logistics firms. The result is that rail intermodal traffic, consisting of both domestic
and international containerised freight (Container-On-Flat Car (COFC) or TrailerOn-Flat Car (TOFC)), is becoming one of the leading commodity groups carried
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on the US rail network. The majority of the containers move through the US
in the dedicated double stock COFC network, which allows for a doubling rail
capacity when compared to TOFC operation. The increasing share of intermodal
rail movements has been supported by trucking companies and other integrated
carriers as railroads have begun offering more consistent and reliable services,
although there are challenges to balancing equipment and reducing costs to remain
competitive against trucking in many markets.
During this same period, firms benefitted from increased telecommunications
capabilities, customs modernization, and more reliable transportation networks
that squeezed inefficiencies out of the logistics system (i.e., lowered costs) while
simultaneously expanding the use of transportation through improved supply chain
visibility. While intermodalism did not develop because of investment by shippers,
these groups have profited from the additional service and options intermodalism
provides them. The costs associated with developing transportation activities are
partially absorbed by the transportation industry, as evidenced by the historically
poor rates of returns on transportation assets, overcapacity issues, etc. Thus, shippers
want consistent speed and reliability but expect these services at competitive prices.
Over time, the cost of logistics as a share of Gross Domestic Product has fallen to
roughly 17 per cent in the early 1980s to roughly 8 per cent of the US economy in
2009 as the result of these efficiency gains (Council of Supply Chain Management
Professionals 2010). This has occurred at the same time the growth in total US
spending on transportation for all modes exceeded US$ 1.1 trillion.
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Figure 10.2 Picture of double stock Container-On-Flat Car (COFC) in the

Chicago area
Source: Bruce Lambert, Private Collection
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Figure 10.3 Picture of single Trailer-On-Flat Car (TOFC) configuration in

the Chicago area
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Source: Bruce Lambert, Private Collection
10.2.3 Current Port and Intermodal Traffic Patterns

The US has a tremendous port system, as highlighted by the recent Americas
Container Ports: Linking Markets at Home and Abroad (US Department of
Transportation, Research and Innovative Technology Administration, Bureau of
Transportation Statistics 2011). The largest container ports are Los Angeles and
Long Beach, located in Southern California, which serve as the intermodal gateway
from the Pacific to the eastern United States. Of the top ten ports, most both serve
large local or regional markets and provide regional transportation gateway services.
As shown in Figure 10.4, there are coastal differences regarding the number of
ports, volumes and traffic patterns. The Pacific Coast is more reliant upon handling
intermodal shipments arriving in the US (with the notable exception of Oakland,
which serves more as an outbound load centre for vessels returning to the Far East).
The Port of Houston and most Gulf Coast ports have larger export shipments of
manufactured and consumer products. Along the East Coast, the overall container
trade is more balanced to all markets (not just Asian cargoes), as imports arrive
in the major markets of New York, but Norfolk, Savannah, and Charleston have
heavily invested in attracting inbound Asian traffic to their regions. The irony is
that there are relatively sparse container markets along the West Coast, which
supported market consolidation and cargo densities, while the more dense port
system along the eastern US has led to fierce competitive positions regarding
traffic growth. This also means that the eastern US ports are more reliant upon
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Figure 10.4 Top 25 container ports in the United States, 2009
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Source: US Department of Transportation, Research and Innovative Technology

Administration, Bureau of Transportation Statistics, 2011
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trucking as a share of total movement to inland markets, especially as their captive

markets are fairly close to the coast when considering Asian cargoes.
When one considers the flow of intermodal traffic, the linkages to ports
becomes more apparent. The largest intermodal flows originate arrive from Asia
on the West Coast and are destined to Chicago before heading to other markets
in the eastern US The largest of these flows involves shipments between Los
Angeles/Long Beach and Chicago, but other major flows include traffic from
Oakland and the Seattle/Tacoma area. There are plans to increase other intermodal
corridors, such as expanding intermodal services from the Port of New York/New
Jersey, and the recently completed Heartland Corridor (Norfolk, Columbus, and
Chicago). When considering rail intermodal terminals, it is easy to see how the US
rail intermodal market for international cargoes flows along two main EastWest
patterns. The first pattern, largely based in the West Coast involves flows into the
Chicago area where intermodal cargo is interlined or transferred to other railroads.
The second, of which the primary flow passes through Southern California,
involves shipments to and from Texas and other rail interchange terminals along
the Mississippi River. The question regarding the development of these flows is
that most of the US economy is based in the denser eastern US, while the western
US networks are sparser but with large urban centres. As such, the question of
developing or supporting dry ports must recognise the respective densities moving
between various ports and potential inland markets in the eastern US, which will
largely remain the central driver to the US economy.
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Figure 10.5 Tonnage on Trailer-on-Flat Car and Container-on-Flat Car

intermodal moves, 2006
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Source: US Department of Transportation, Federal Railroad Administration, November

2010, from Federal Highway Administration, Freight Facts and Figures 2010
While most economists agree trade can promote economic growth and
development, for the US, the opportunity to capture these benefits may be dampened
by the inability of the port industry to handle future volumes. A 2003 report issued
by the US Chamber of Commerce (Trade and Transportation: A Study of North
American Port and Intermodal Systems) suggested that, by the year 2020, the
volume of international trade will have nearly doubled from the base year of 1998.
The report determined that most of the major container ports in the US would face
critical issues of capacity, with limited ability to respond or handle increased traffic.
While all gateways that handle international trade are seeing increased congestion,
more ports are facing difficulties in obtaining land for new facilities, developing ondock or near dock rail intermodal facilities, and congestion on the highways that
service a port area. These hard infrastructure constraints, and their resulting drag on
terminal productivity, may ripple throughout the supply chain, potentially dampening
economic growth or allowing other ports or services to capture market share.
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10.3
Why Develop Dry Ports?
The use of dry ports allows ports to access additional markets in a more timely
or reliable manner if full trainload densities can attract reliable services. While
generating additional traffic for the port, the linkage itself can develop additional
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traffic volumes and better service, perhaps leading to lower per unit costs as well
as increased use of the system for other cargoes that may be moving along the
same corridor. For example, the large movement of intermodal containers from Los
Angeles to Chicago shifted in most of the cargo in that trade lane onto railroads from
trucks for both international and domestic cargoes. There are three main reasons to
develop dry ports: to develop port traffic; to provide new opportunities for regional
shippers; and to alleviate intercity highway congestion along a corridor (although
dry ports may not actually alleviate local congestion around the facility).
10.3.1 Port Traffic Expansion
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While dry ports are considered critical to expand a ports economic activity, it is also
important to the markets that dry ports can service but this is largely determined in
the US by the location and access to railroad networks. A recent article highlighted
that intermodal access is clearly shaping the competitive position among various
ports in the US, but the same opportunities can be equally afforded to the shippers
at the originating or terminating inland markets (McSwain 2011).
For most port authorities, the pressure to grow traffic volumes that support
local economic development remains the primary purpose in their public charter.
However, the changing world of vessel operating strategies means that fewer ports
may be in a position to evolve into megaports, further intensifying the demands for
ports to provide competitive inland services to attract vessel traffic to their facility.
The potential alignment of shipping services in the aftermath of the Panama Canal
expansion has clearly demonstrated that ports must not only be able to handle the
anticipated draft of the larger vessels, but also provide the necessary terminal space
and inland connectivity that results from larger surges of containers during a port call.
10.3.2 New Cargoes to a Hinterland Cargo
The Network Appalachian Study identified the inability to access international
markets as a critical deterrent to supporting economic growth in their thirteen
state regions (Appalachian Regional Commission 2009). The study identified that
access to global markets, largely through inaccessible or costly transportation
networks, limited the ability of the regions exporters to engage successfully in
international markets. The study recommended continuing to build the Appalachian
Development Highway System, but also creating a series of intermodal corridors
of commerce, that can attract and build upon regional traffic flows. The third
strategy recommendation was to develop a series of new inland ports (dry ports)
based on successful regional inland ports. There are two main ways that these
flows may change hinterland cargo volumes: changing gateway flows and business
park development.
After the lockout of the West Coast dockworkers in 2003, shippers began
diversifying their traffic through various gateways to both increase system
redundancy and improve access to various regional markets. This has resulted in
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some market share shifts for Asian containerised trade from the West Coast to the
eastern US There are many who consider the expansion of the Panama Canal a
potential game changer regarding shifting additional traffic from the west coast to
the eastern US through the new deployment of larger, more efficient ships calling
at south-eastern regional ports (roughly 70 per cent of the cargo that transits the
Panama Canal has an origin or destination in an eastern US port.) The Panama
Canal may result in a shift of Asian imports to markets readily accessible by truck
from Eastern US ports, but also reaching to other inland markets. There exists
some discussion concerning the ability of eastern ports to provide intermodal
services to Chicago, Kansas City, and other major markets in the Midwest
regarding Asian imports transiting through the Panama Canal. (Most people see
the battle for intermodalism within the US to focus on the inbound cargoes from
Asia, a discussion that often includes comments on inventory carrying costs,
bunker fuel, and vessel schedules, which partially skews the broader discussion
on rail intermodalism access for export shipments and container availability.)
Business parks and business clusters are two of the focus areas that economic
developers consider with inland terminal development. In various site selection
surveys, transportation access is rated as a very high concern for business, and a
KPMG study stated that 90 per cent of all the surveyed businesses indicated that
transportation directly influences their business activities (KPMG International
2009). Transportation needs are critical for any site under consideration for foreign
direct investment as these firms are more likely to engage in both import and
export shipments than a comparable domestic firm. Encouraging local agencies
to work with carriers and transportation departments early in a project would
ensure that new sites may achieve their full potential regarding traffic volumes
and operations. This may move logistics to the top of the economic development
list for the region, but improved coordination between economic development
or State commerce agencies and transportation providers could avoid straining
transportation budgets with last-second requests for infrastructure projects.
For example, the south-eastern US has been successful in attracting new
automotive production (Lambert and Miller, forthcoming). The focus for economic
development has been centred on business clusters around a major facility, as
evidenced by the location of the larger suppliers. Furthermore, for the BMW plant
in Figure 10.5, their supply chain depends upon two ports that handle engines
and other parts for their assembly line. Normally, when considering foreign
direct investment, economic developers often ignore the larger supply chain
considerations when trying to secure a major project. As such, neighbouring areas
may benefit from additional businesses locating nearby to support the plant but
also may suffer the drawback of additional traffic on their infrastructure, resulting
in additional congestion.
Oftentimes, business parks may be linked to a specific foreign trade zone.
Foreign Trade Zones (FTZs) represent secured areas under US Customs
authorisation and supervision that allow firms to delay or manage customs
duties. Operating in secured locations, the cargo has physically entered the US,
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but remains outside of the US for customs purposes. In addition to supporting

commercial activities, they do provide public benefits, such as encouraging US
exports, attracting offshore investments, and providing employment and economic
development opportunities. (Wilbur Smith Associates 2005). As FTZs must be
within or adjacent to an approved Customs and Border Protection (CBP) gateway
(airport, border crossing or port), the potential exists to support dry port/business
centre development programs through FTZs can authorise subzones, which are
normally private businesses engaged in export related activities.
10.3.3 Alleviate Highway Congestion
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There is a final push for developing dry ports in the United States to alleviate
intercity highway congestion, both regionally and nationally. Ports generate large
volumes of drayage movements, as containers are moved to various places around
the port for transloading, inspection, delivery, etc. The role of localised port traffic
has resulted in several port cities trying to restrict or impose various operational
strategies to reduce congestion and emissions.
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Figure 10.6 The estimated interstate flows from its major suppliers to
BMWs greenville plant
Source: Lambert, B., and Miller, C. (forthcoming)
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The Federal Highway Administrations (FHWA) Freight Analysis Framework

attempted to estimate the national system performance. The darkest lines in Figure
10.7 show high volume trucking corridors, which are largely uncongested, in 2007.
By examining traffic patterns based on reported volumes and system characteristics,
FHWA estimates congestion based on traffic levels reaching 75 per cent of
anticipated design levels. At this point, traffic speeds begin to decline, resulting in
system delays. At levels of 90 per cent of anticipated design criteria, traffic levels see
strong declines in average speeds. Already, all classes of urban areas are experiencing
traffic congestion, a fact that has grown over the past twenty years, according to the
2010 Annual Urban Mobility Report (Texas Transportation Institute 2010).
According to FHWA, in 2007, congestion was a significant factor in major
metropolitan areas, with a few local corridors handling large volumes of traffic
(Figure 10.7). By 2040, the predicted congestion not only spreads to more of the
urban areas, but many of the major interstate corridors will experience reoccurring
traffic delays (Figure 10.8). While the majority of the freight shipments on the US
system are domestic, the resulting flows will also influence international traffic
moving through the same networks.
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Figure 10.7 Estimated daily highway congestion, 2007
Source: US Department of Transportation, Federal Highway Administration,2010
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Figure 10.8 Estimated daily congestion volume in the United States in 2040
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Source: US Department of Transportation, Federal Highway Administration 2010
Concerns over congestion remain a challenge, as lost productivity results in

many costs to the system. There are differences concerning the costs of delays
upon truck movements, ranging from delay costs of US$26.70 (US Department of
Transportation, Federal Highway Administration 2009) to total costs for a trucking
company of US$83.68 (American Transportation Research Institute 2008). In the
future, given the relatively slow construction of new capacity on the US Interstate
system, it is expected that more segments will see daily peak period congestion. In
response, carriers and shippers have considered various options, such as locating
distribution facilities in largely suburban or rural areas that have lower land and
operating costs, as well as limited congestion, and moving more deliveries to offpeak hours and other modes. As such, the large dense movements are reloaded
onto smaller lots to better schedule deliveries around congested networks. Clearly,
moving international cargoes to and from regional distribution facilities would
provide some incentives for firms to locate around business parks, as is the
current case in the Columbus, Ohio, area and the Rickenbacker facility (Battelle
Technology Partnership Practice 2007).
Such a strategy possesses merit, as increasing numbers of firms are mentioning
that transportation access is becoming a growing concern for site development.
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Clearly, the development of logistics parks, FTZs and other economic clusters
are becoming more important in developing regional businesses, and shippers are
increasing wanting to have modal options when locating in a business park setting.
These parks require reliable services, often with rail access, to attract firms to
locate there. Furthermore, by consolidating international and domestic cargoes on
other modal networks, the service may generate sufficient cargoes to be attractive
to various service providers and perhaps produce traffic flow changes, such as
backhauls to develop additional cargoes.
10.4
Institutional Frameworks for Operating Dry Ports
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Given the importance of developing dry ports, how does one go about creating
such relationships? There are various agents involved in the development of a dry
port. These may include:
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Port authorities and public entities.These are traditional port operators

but may also include other public entities, such as regional economic
development groups or authorities. Normally, these are created by a state or
local government body with specific jurisdictional and operating guidelines.
A recent study by PIANC Working Group 31 discussed the governance of
inland maritime ports, but many of the same guidelines apply to coastal
ports as well (International Navigation Congress 2010).
Local Economic Chambers of Commerce/Economic Development Group.
The economic development role that a Chamber plays and the mix of
business members in a Chamber makes for a logical place to organise
logistics (freight) players for an inland port (dry port). Also, the mix of
players reflects the variety of businesses involved in logistics ranging from
the normal players (shippers, carriers, third party logistics providers) to
indirect players (development, government, legal, finance, academic,
software/technology firms).
Transportation Companies. Drayage operations have come under increased
scrutiny in various ports, concerning localised traffic, emissions, and the
condition of the trucks themselves. In the US, railroads are the major
drivers in intermodal terminal development and access. While some dry
ports are served by multiple railroads, most are captive to a single railroad
company because of rail competitive issues.
Shippers. Shippers are becoming increasingly aware of the importance of
freight productivity, especially as it relates to knowing with certainty when the
product will arrive and being able to track the containers location. However,
shippers do not necessarily want to hear problems related to service, so their
involvement tends to be limited in most cases, unless they are a captive
shipper to a certain trade lane. Many shippers have had bad experiences with
railroads in the past twenty years when railroads were reducing costs and
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10.4.1 Market Information
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services to match their revenues. However in the mid 2000s, the railroads
experienced a turn in business interests focusing on intermodal terminals to
survive in a more competitive world. Some shippers have long memories and
war stories with significant financial consequences, which make rethinking
railroads sometime difficult internally while others are seeing rail strategies
as critical to their long supply chains.
External Pressures. Transportation decisions are often overlaid with a host
of other decision makers, involved parties, etc., that can severely shape
or restrict various transportation projects. These can include the ability to
access roads for a dry port (such as financing rail or highway interchanges)
as well as land use decisions that can potentially change a ports ability
to generate productivity gains through building or expanding intermodal
facilities. In many cases, the local community determines the path of
economic growth based on other concerns related to local transportation or
land use patterns not necessarily in accordance with the economic benefits
of increased traffic through a freight terminal.
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For any relationship to succeed there must be economic returns or benefits for
all parties, as well as a flow of information, collaboration and other details. This
section will discuss some elements that should be considered when developing
a dry port, such as understanding market information, terminal configurations,
financing considerations, and managing expectations.
Oftentimes, economic development entities focus on developing their region
without understanding the role of transportation (largely rail freight in the US)
or its related linkages to markets, etc. In most situations, there generally are not
single entities responsible for freight movements at ports and borders. At what
level should the private sector discussion occur: at the port, the railroad, the
shipper, or the carrier? What is the public sector role: Is it defined by the port,
customs authorities, local departments of transportation, and other federal or
state agencies? In some areas, each of these groups needs to have some level of
information on activity at the port or border crossing, but at different times and
scales. For example, the private sector is examining events within the context of
a few days such as securing the necessary documents, or the trucks, to move
the cargo to or from a border crossing. The public sector is either responding to
goods already in transition or very long range planning activities. The specific
information needed for these different levels are not the same, although common
features do exist. It should also be noted that generally data is not collected for
planning purposes but rather to assess rates and fees against the cargo by customs
or to track cargo by the private sector. This may result in the data not necessarily
being available or consistent for all users.
There are limited datasets for national level planning of dry ports within the
public domain in the US, such as the Freight Analysis Framework or the Railway
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bill sample. The lack of analytical information often requires local developers to
fund their own analysis. In addition, market studies are often complicated by the
lack of operational data, such as rates, equipment availability, and other costs that
could determine a projects success.
Oftentimes, this analysis is complicated by the inability of data sharing
with various public or private agencies regarding specific local data (either for
competitive reasons or simply because it does not exist). This question of balancing
planning roles has been well documented in various National Cooperative Freight
Research Program (NCFRP) studies, including Report 1: Public and Private Sector
Interdependence in Freight Transportation Markets and Report 2: Institutional
Arrangements for Freight Transportation Systems (Transportation Research
Board, National Cooperative Freight Research Program 2009). However, even if
perfect market information is available, the ability to forecast future traffic can
be complicated. Not only should the forecast assess the various market factors
at play, but also potential changes to the system, such as business patterns and
service requirements.
In sum, market research questions may include: What is the competition
doing? Will the railroad participate? Is there enough demand to support a balance
train operation that will generate a train a day to a single destination? Will the
train network support a new train per day? What equipment is needed to carry
the cargo? What are the shippers and carriers? Finally, what are the prevalent
transportation costs, rates, and service needs for these particular shipments to be
competitive? The ability to identify what specific industries can or will use a dry
port, in both directions to balance equipment flows, lie at the heart of any market
study, to identify not only volumes, but also shipper needs.
10.4.2 Terminal Configurations
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The following section demonstrates the nature of intermodal terminals in the US

(Lambert and Ogard, forthcoming).
Gateway Terminals are normally located at the end of a rail carriers network
and represent the large terminals that receive multiple trains daily. These facilities
can also be along various interchange locations (e.g. Chicago and Memphis)
where the trains interchange cargo between various railroads. These facilities often
handle high volumes of containers (both international and domestic) with a focus
on quickly moving the cargo through the facility (either by truck or on another
railroad) to prevent terminal congestion. Containers leaving these terminals are
typically moving to the next train, not to customers. As such, their cargo volumes
are determined by large cargo flows (such as at a port or major hub area) which
generate high traffic counts.
Intermediate Terminals serve as points along a railroad network. These
terminals exist to secure additional cargoes for the mainline scheduled intermodal
trains, which can provide competitive services against trucking or other railroads.
The majority of the cargo serviced by these terminals will be domestic, but some
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10.4.3 Financing Considerations
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international containers will be moved through these terminals. The success of

these terminals depends largely upon the ability to secure traffic from local markets.
A paper ramp represents a service operated by a railroad that does not necessarily
have the cargo volumes to support dedicated services or where equipment
imbalances exist. These terminals are normally served by trucks to other regional
or satellite terminals that can consolidate cargo volumes for movement along the
railroad while providing equipment (chassis and containers) for local companies
to load intermodal cargoes. To the customer the railroad service pick up time and
cut off for outbound shipments on paper looks just like a rail served operation.
Given the high costs of operating railroads in the United States, the ability to
develop ongoing traffic densities is critical for successful dry port operations to
exist. (For rail to be competitive, largely against trucking, a railroad needs to have
either length of haul or density.) In some cases, a service may start with a paper
ramp or through an existing intermediate ramp, and growth is incremental over
existing services where appropriate. Furthermore, the blending of both domestic and
international cargoes moving along the same corridors and destinations can also help
develop densities. Finally, if cargo volumes grow, other cargo traffic may be attracted
to the area around the terminal, resulting in additional traffic for the railroad.
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Normally, any terminal property remains expensive to develop, but port facilities are
especially expensive, oftentimes because they are located in urban areas that may
have higher land use values. The US Public Port Development Expenditure Report
estimates that US public ports spent US$ 1.1 billion on facilities, infrastructure,
dredging and security in 2006. Of this, roughly one third was spent on container
facilities, while spending on infrastructure (roads, utilities, etc.) amounted to only
seven per cent (US Department of Transportation, Maritime Administration 2009).
Despite the high cost of infrastructure, ports still spent over US$ 18 million on
rail improvements on or near port facilities in addition to on-dock rail or other
dedicated costs for specific terminals in the US in 2006.
However, for most inland terminals, the terminal itself lies outside of the
traditional port boundary, and port authorities are largely unable to bond or
generate funds for these projects. (Most ports are also very heavily indebted
because of the high costs of developing maritime facilities.) For example, Long
Beach and Los Angeles could participate in developing the Alameda Corridor but
are unable to invest significantly in Alameda Corridor East, (expanding additional
rail capacity east of the port area). Some State port authorities have the ability to
bond and develop related port economic development zones throughout the state,
much as Virginia did to develop Front Royal or the way West Virginia will fund
the construction of the Prichard Intermodal terminal.
For the US, several intermodal terminals are funded by state or municipal
authorities not related to the coastal port. The Port of Memphis has been working
on a rail connection with the Canadian National Railroad to link Memphis to
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Prince Rupert. The Huntsville (Alabama) International Airport has developed a

rail intermodal facility to serve local shippers. The Rickenbacker Global Logistics
Park is managed by the Columbus Regional Airport Authority.
However, the majority of the dry port terminals will largely be built and/or
operated by private railroad operators. As such, these large terminals are often a
component of a railroads operational network and have been criticised as not being
responsive to local market needs in the development of new intermodal terminals.
However, any railroad project must be coordinated with other rail activity on the
same network, which can limit equipment availability and/or the trains ability to
deliver expected intermodal service.
While the project may be operated by a private railroad, the financing of dry
ports has largely been the result of public private investments. The railroads industry
was successful in receiving TIGERI and TIGERII Grant awards, but sometimes
this grants called for the state to build specific terminals for railroad access in
a corridor. Oftentimes, a public agency (state, city or regional port/development
authority) is expected to put up a sizable portion of the initial development costs.
The mixing public and private funding is not without challenges, as some projects
have been plagued by concerns that the railroad was too heavy handed or a lack of
transparency regarding the use of public funding to develop these projects.
Most people simply believe if you build something, someone will use it, and that
trade will flow easily through the facility. This is somewhat misleading. We can
point to many facilities throughout the world that are under-utilised for a number of
reasons. There are problems with planning for infrastructure; generally, it is either
a lumpy large-scale investment or incremental improvements to an existing
structure or operational improvements. This approach of either/or investment
underlines the fact that infrastructure improvements require the spending of
funds funds normally secured by either the public sector planning process or by
private sector investment. (In some cases, funding is hard to secure from the public
sector, so the private sector has become viewed as a way to fund infrastructure
through publicprivate partnerships.) The need exists to service growing traffic,
but physical constraints may limit the ability to expand existing terminals quickly
to handle unexpected cargo growth. In other cases, the potential challenge of
locally active participation by other groups concerning current and future use of
specific gateways may change a locations competitive position. While physical or
process upgrades can improve the flow of cargo through a facility, in some cases
local groups have sought to reduce dry port projects because of concerns over
traffic congestion, noise, and air emissions. The rise of active local opposition to
large projects remains a potential issue, as Not in My Back Yard challenges has
resulted in many large freight projects either scaling down anticipated construction,
or even preventing new projects from going forward.
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10.5 Future of Dry Ports in the US
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Traditionally, transportation projects were considered to represent a public

good, where public sector money was spent on constructing and maintaining the
infrastructure necessary to support the movement of people and cargoes. Part of
the challenge in developing dry ports results from the very haphazard manner
in which systems planning is done by various sectors. Normally, there is a
champion who is strongly advances the program. This champion can be driven
by political solutions (public) and not necessarily market based goals (private
sector), which may complicate the actual execution of developing a successful
project. Furthermore, the location of the champion, either from an inland market
or from a port will influence their ability to build coalitions (Wilmsmeier, Monios,
Lambert 2010.). Within the US, a variety of different groups has responsibility
for financing, planning, designing, constructing, and operating the nations
infrastructure. Over time, public sector practitioners (and institutions) set up
guidelines and recommendations based upon identifying their specific needs (and/
or data availability). Oftentimes, these design or operational needs were very
detailed in some areas related to a research project, while other elements remain
partially considered or not even estimated at all. (Private sector activities use other
measures to estimate their return on investment without consideration of the public
estimates concerning benefit cost ratios, such as return on investment.)
The future of transportation infrastructure improvement in the United States
will depend upon the emerging debate over transportation planning/policy/
operations regarding not only the financing for both new and existing infrastructure,
but done in a manner that is both environmentally sustainable, safe, and fiscally
responsible. At the heart of this deliberation will be a focus on the determination
of the new role for both the public and private sectors, which will largely consist
of understanding freight needs by the industry, system capital and operating costs,
and aligning regional transportation networks to support these movements. Within
the US, the public investment is limited to hard infrastructure, such as roadways,
locks and dams, and navigation channels. The private sector is responsible for
all equipment, crewing and operational costs, and for the railroads, this includes
trackage, terminals and signalling.
Clearly, there are benefits to investing in railroad corridors to alleviate intercity
highway congestion, as well as reducing emissions, etc., that should make railroads
a more attractive component of national freight movements (Commission for
Environmental Cooperation 2011). Given the need to improve rail systems to
handle increasing traffic (both domestic and international), the railroad industry
has been very aggressive in reinvesting in rail capacity but also tunnels, grade
crossings, and other operational improvements (technology, signally, etc.). While
there have been several projects that involve financial partnership with federal
funds (such as from the TIGER Discretionary Grants Program) the extent of those
funds represent a small portion of the current investment portfolio and current
budget discussions suggest this trend will not change in the future.
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One caveat exists: as dry ports become expected drivers for regional economic
development, the potential for overbuilding dry port terminals (mostly from political
pressures) remains a potential threat to their individual success. Furthermore, the
potential mismatch of trying to develop facilities through political will without a
clear railroad partner and effective market based decisions can (and has) resulted
in many white elephants.
10.6 Conclusion
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The development of dry ports promises many benefits, such as connecting to global
markets, economic development, and opportunities for regional/local businesses.
However, what are the benefits of discussing dry ports? The Latin American Trade
and Transportation Study recommended that several factors should be addressed
to improve the mobility of international cargoes (Wilbur Smith Associates 2001).
These recommendations, highlighted in Table 10.2, suggest that a single solution
will not address critical freight infrastructure and operational needs. Regional
strategies, of which the connection of ports to hinterlands, may require considering
dry ports as a specific component of a broader network.
Table 10.2 Recommended freight solutions to address the movement of
international cargoes on regional, multijurisdictional networks
Utilise Existing Infrastructure
Attention to Connectors
Add Physical Infrastructure
Encourage Technology
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Increase Operating Throughput
Integrate Information
Adopt Corridor Approach for Investing
ITS Applications
Develop Agile Freight Operations
Increase Public Awareness
Improve Clearance at Gateways
Further Institutional Relationships
Improve Freight Profile
Foster Partnerships, Private/Public
Source: Authors
The listing above may be distilled into four topics: Institutions, Information, Interoperability and Infrastructure. Institutions provide the framework for developing,
operating, and maintaining the infrastructure systems. These represent the local
and federal authorities who develop, use, or operate the port systems, railroads,
and highway networks. Information about the system is critical, as people need to
understand its use, its potential, and their relationship to other players (decision makers)
regarding both operational matters and information on the economic value the system
provides. Interoperability refers to the integration of various transportation elements,
such as services, schedules and equipment availability normally the actual elements
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that move the cargo. Finally, infrastructure includes not only physical inventories of
structures, and terminal configurations, but also construction of new facilities or the
maintenance of existing facilities. Among the four, most work tends to focus on the
infrastructure question. How do we build the system? What investment is required,
and how will new technologies improve the system and its use?
There appears to be a roadmap for developing dry ports. If an inland market (or
port) is lacking a partner, the hinterland and network deficiencies limit it from actively
supporting traffic densities. If the players can secure or guarantee traffic within the
port/dry port corridor, the focus shifts to the development or linkage to a terminal/
intermodal transfer service. If the relationship is profitable or provides beneficial
activities, all expect additional movement around the facility or along the corridor.
However, these relationships can be fickle, especially if not all agents understand the
commitment necessary to support current traffic or attract new business.
Dry ports represent a potential focus for future freight mobility, but it will
require a longer term approach to build, operate, and maintain these facilities, as
improving transportation means so much more than it did fifty, twenty, or even
ten years ago, incorporating concerns over flexibility, improving operations,
and positioning for handling uncertain traffic forecasts. Today, dry ports must
balance the needs of finding or expanding available space along a rail network,
securing cargoes to maintain market based services, and securing public funds
as necessary to develop the initial infrastructure. Clearly, dry ports, with a focus
on supporting trade activities, can provide one area of enhancing regional and
national movements, as well as economic development, but many challenges exist
regarding the development of a national network of dry ports within the US.
10.6 References
American Trucking Research Institute 2008. An Analysis of the Operational Costs

of Trucking.
Abt, K., and Lambert, B. 2006. The Development of Larger Container Vessels at
Port Facilities of the Eastern US Container Ports: Changing Port Operations
and Infrastructure Investment. Lisbon, Portugal: PIANC Congress 2006.
American Transportation Research Institute. 2008. An Analysis of the Operational
Costs of Trucking. Arlington, Va. American Association of Port Authorities
2010. Port Industry Statistics [online]. Available at: http://www.aapa-ports.
org/ [accessed 9 June 2010].
Appalachian Regional Commission 2009. Network Appalachia: Access to Global
Opportunity. Washington, DC.
Battelle Technology Partnership Practice 2007. Central Ohios Logistics Roadmap
for Complete Columbus.
Commission for Environmental Cooperation 2011. Destination Sustainability:
Reducing Greenhouse Gas Emissions from Freight Transportation in North
America. Montreal (Quebec), Canada.
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Council of Supply Chain Management Professionals 2010. 21st Annual State of

Logistics Report. Wahsington, D.C.
Friedman, T.L. 2005. The World is Flat: A Brief History of the Twenty-first Century.
New York: Farrar, Straus and Giroux.
International Navigation Congress 2010. Governance Organisation and
Management of River Ports. InCom report 110, 2010. 10-14 May 2010,
Liverpool, UK
KPMG International 2009. Bridging the Global Infrastructure Gap: Views from
the Executive Suite.
Lambert, B., and Miller, C. (forthcoming). The Southern Auto Industry: Driving
Forward.
Lambert, B., and Ogard, L. (forthcoming). Considerations for Rural Economic
Logistics Parks.
McSwain, C. 2011. The Efficiency Quotient: How Ships, Trains and Trucks
Converge Says a Lot. Site Selection.
Organisation for Economic Co-operation and Development 2009. Trends in the
Transport Sector 19702007. OECD Publishing
Rivoli, P. 2005. The Travels of a T-Shirt in the Global Economy: An Economist
Examines the Markets, Power, and Politics of World Trade. Hoboken, NJ: Wiley.
Texas Transportation Institute 2010. Annual Urban Mobility Report.
Transportation Research Board, National Cooperative Freight Research Program
2009. Report 2: Institutional Arrangements for Freight Transportation Systems.
US Department of Transportation, Federal Highway Administration 2008. Freight
Story 2008. Washington, DC.
Facts and Figures 2009. Washington, DC.
Facts and Figures 2010. Washington, DC.
US Department of Transportation, Maritime Administration 2009. US Public Port
Development Expenditure Report (FYs 2006 and 20072011). Washington, DC.
US Department of Transportation, Research and Innovative Technology
Administration, Bureau of Transportation Statistics 2011. Americas Container
Ports: Linking Markets at Home and Abroad. Washington, DC.
Wilbur Smith Associates 2001. Latin American Trade and Transportation Studies.
Wilbur Smith Associates (http://www.ittsresearch.org/adobe/LATTS1-finalreport.pdf)
Wilbur Smith Associates 2005. Latin American Trade and Transportation Studies
(LATTS II) Foreign Trade Zone Briefing Paper. Wilbur Smith Associates
Wilmsmeier, G.; Monios, J.; Lambert, B. 2010. Observations On The Regulation
Of Dry Ports By National Governments, Paper Presented at the International
Association of Maritime Economists Annual Meeting, Portugal, Lisbon. 79
July 2010.
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Chapter 11
Intermodal Freight Corridor Development in

The United States
Jason Monios1 and Bruce Lambert
11.1 Introduction
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While some degree of multimodalism (the use of multiple modes) has existed
throughout history, intermodalism in the modern era is a relatively new
phenomenon. During the mid-1980s, carriers operating in the transpacific trade
were suffering from excessive tonnage and lower rates. To increase its cargo
volumes, American President Lines (APL) formed the first transcontinental
double-stack train services, recognising that an intermodal routing provided a tenday service advantage over an all-water service through the Panama Canal to New
York. While the transit time was important, APL also offered more services to
the shipper as the customer could receive a single through bill of lading while
knowing that APL had committed service schedules to deliver the cargo.
The growth of discretionary cargoes allowed APL and other shipping lines to
expand their capacity in the transpacific. By using larger, faster ships, a carrier could
offer a fixed, weekly sailing schedule, while the additional capacity reduced per unit
costs. With the double-stack train, these new services were competitive because they
increased the amount of revenue that each unit train could generate, provided a shipper
with a single through bill of lading and lowered the net cost of inland transportation.
Traditionally, intermodalism in North America referred to discretionary cargoes
destined for areas east of the Rockies, but that arrived along the West Coast. They
are truly discretionary, as any West Coast or East Coast port that possesses the
adequate facilities and services to satisfy a shippers needs could receive this
cargo. For the Eastern US, intermodal traffic has been developing, but not with
comparable volumes to cargo moving off the West Coast into the east. Today,
there are reverse land bridge flows, with some speculation about the magnitude of
intermodal diversion from the West Coast to the Eastern United States.
In addition to rail corridors, several short sea shipping or container on barge
operations have been explored in the United States. This includes the recent 64 Express,
which operates a barge service between Richmond, Virginia and the Hampton Roads
area. The failed New York to Albany Port inland water service represents an example
of misaligning an intermodal corridor project without securing committed partners.
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1 Author for correspondence.
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11.2 US Ports and Shipping
Given the lessons learned, the US Government is currently exploring the

importance of examining and improving operations along freight corridors for the
next bill authorising the nations highway transportation. There are discussions
about examining multimodal corridors to manage highway traffic, emissions,
and related externalities associated with commercial freight movement, but these
research efforts are still in their infancy.
Major infrastructure projects represent long-term commitments and they have
far-reaching implications for future transport operations. Legacy obligations
therefore exert perhaps the most significant single influence on transport planning.
There appears to be a real desire on the part of the US Department of Transportation
to deliver a unified transport vision but due to other financial and statutory
obligations the ability to deliver this vision may be compromised.
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The dominance of the Los Angeles/Long Beach port complex can clearly be
seen, although some shippers have diversified their gateways into the US in the
aftermath of the 2002 West Coast labour lockout. Three new opportunities are
arising that have the potential to influence port competition in the United States.
The first is the expansion of the Panama Canal, due to accommodate 13,000
TEU vessels by 2014. This will allow large vessels coming from the Far East to
bring cargo for the eastern United States through the canal and directly into east
coast or gulf ports (draft permitting). The port of Virginia at Hampton Roads is
expecting to be the major beneficiary of this development. New York/New Jersey
also has the requisite draft but is currently limited by air draft restrictions (although
there is some talk of altering the offending bridge). Other ports in the Gulf and the
Atlantic Seaboard are also struggling to get the necessary depth to receive these
larger vessels. However the additional time taken to traverse the canal and reach
the east coast may be unattractive to shipping lines. For example, to reach Chicago
via Los Angeles/ Long Beach takes 14 days at sea plus five days on rail, whereas
it takes approximately 25 days to reach Norfolk by sea from Shanghai, with an
additional two days to Chicago.
Moreover, the role of the Los Angeles area as the largest manufacturing area in the
country means that many forwarders will not want to forego the economies of scale
that can be gained by transporting all their US cargo to this location then separating
freight for inland destinations at this point for onward transportation by rail.
Secondly, the advent of the port of Prince Rupert in Canada provides a oneday shorter west coast option to shipping lines seeking to access North American
markets. The port currently has a capacity of 500,000 TEU (but with room for
expansion up to 2m TEU), and with sufficient depth to accommodate container
ships up to 12,000 TEU (Fan et al. 2009). In 2009 the port handled 265,258 TEU
(Containerisation International).
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Intermodal Freight Corridor Development in The United States
Table 11.1 Top ten US container ports in 2009
A third and (less important) development is the gradual westward movement of 1

some manufacturing in the far east (to India, Thailand, etc.), leading to a potential 2
scenario whereby the Suez Canal route to eastern American markets becomes time- 3
competitive with the Pacific route to the west coast, and would require a shorter 4
rail journey once the cargo is landed, not to mention removing the requirement to 5
6
change from western to eastern railroads at Chicago.
All three developments will challenge the dominance of the San Pedro Bay ports, 7
although it is unlikely that any of these changes have the potential to capture more 8
than a small percentage of their cargo. However, as will be discussed below, hinterland 9
access strategies of these ports will have a determinative impact on port competition. 10
World
Ranking
Port Name
16
Los Angeles
West Coast
6,748,994
18
Long Beach
West Coast
5,067,597
21
New York/New Jersey East Coast
4,561,831
42
Savannah
East Coast
2,356,574
51
Oakland
West Coast
2,051,442
59
Houston
Gulf Coast
1,797,198
60
Virginia
East Coast
1,745,228
62
Seattle
West Coast
1,584,596
65
Tacoma
West Coast
1,545,855
102
Miami
East Coast
807,069
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Trade Region
Total TEU
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USA Ranking
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Source: Containerisation International
11.3 Rail Freight in the USA
There are three classes of railroads in North America: Class I (national), II

(regional) and III (shortline). Not including passenger railroads (Amtrak in US
and Via Rail in Canada), there are currently nine class I railroads (annual revenues
in 2008 of over US$401.4 million) in North America. Seven operate in the USA:
the big four (BNSF and UP in the west, CSX and NS in the east) plus the two
Canadians (CN and CP) and the smaller KCS.22 There are also two in Mexico:
Ferromex and Kansas City Southern de Mxico (wholly owned by Kansas City
Southern). There is also a fourth class of railroad that performs switching and
terminal operations.
2 For ease of reference, the following abbreviations are used. BNSF: Burlington Northern
Santa Fe, UP: Union Pacific, NS: Norfolk Southern, CN: Canadian National, CP: Canadian
Pacific, KCS: Kansas City Southern. Note that CSX is the full name and not an abbreviation.
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2008 revenues at each of the Class I Railroads are shown in Figure 11.1. The 1
difference in revenue between western (BNSF and UP) and eastern railroads (NS and 2
CSX) is striking, arising from larger volumes greater distances with fewer interchanges. 3
Figure 11.1 Annual revenues at class I railroads in 2008
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Source: AAR, 2010a
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Based on the Freight Analysis Framework, a national database integration

effort, total freight transportation in the US is forecast to increase over the next
thirty years. Over that same period of time, total international trade shipments will
grow from 11 per cent of the weight of all shipments to 16 per cent of all shipments
in 2040. For the railroads, international cargo as a share of total transportation
by weight will increase fourfold (from 3 per cent to 12 per cent) (FHWA 2010a).
Table 12.2 presents this data.
However, based on studies commissioned by the American Association of
Railroads and the American Association of State Highway Transportation Officials,
there are lingering questions about the future reliability of both the highway and
rail networks in the future.
A number of key points need to be understood by non-US readers in order to
gain an appreciation of the US system, addressed in turn below.
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11.3.1 Economies of Scale Gained by Long, Double-Stacked Trains

The reason that rail has a higher market share in the US than in Europe is because
it is the natural mode for long distance hauls, able to generate economies of scale.
This is particularly the case for the western railroads, which enjoy longer distances
and fewer interchanges than the eastern operators. Similarly, double-stacked
capacity on many lines, in addition to train lengths of over 10,000ft in some cases
mean that US trains can reach capacities of 650 TEU (compared to around 8090
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Other and unknown
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Exportsb
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603
382
1,172
87
91
1,349
Importsb
440
1,509
3,119
41
1,143
6,251
2,408
18,445
27,104
Total
2040
331
1,158
724
482
2,701
2,109
17,963
22,772
Domestic
73
1,179
16
105
1,382
155
274
1,811
Exportsb
35
342
1,216
19
556
2,169
144
208
2,521
Importsb
Data do not include imports and exports that pass through the United States from a foreign origin to a foreign destination by any mode.
Source: FHWA 2010b
Multiple modes and mail includes export and import shipments that move domestically by a different mode than the mode used between the port
and foreign location.
Pipeline
1,270
519
Multiple modes and mail
1,531
360
2,250
13
3,921
Other Modes
1,745
12,580
794
1,894
Rail
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Air, air and truck
12,766
Truck
2007
Domestic
Water
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Total
Weight of shipments by transportation mode, 2007 and 2040 (million tonnes)
Total
Table 11.2
204
TEU in Europe). Therefore Class I railroads are profitable businesses, unused to

government intervention, as they operate as private, and not public companies
(also, American freight trains tend to focus on freight, and not passenger,
movements, leading to a greater focus on network efficiencies, and not necessarily
local transit movements).
11.3.2 Vertical Integration and Total Separation of East and West Markets.
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In the US, railroads are vertically integrated, meaning that each company owns its
own tracks and rolling stock and in most cases terminals. Therefore they operate
completely separately from one another, although railroads may allow for track
usage in certain situations. In Europe rail operating companies compete with each
other on common-user track, forcing the maintenance issues into the public, and
not private, sector. Furthermore, in the US, the east and the west of the country are
entirely separate. BNSF and UP compete from the west coast to Chicago, while
NS and CSX compete between Chicago and the east coast. The two Canadian
railroads, CN and CP operate predominantly in Canada, although CN runs down
from Chicago, through Memphis to the gulf of Mexico (more on CN in a later
section).33
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11.3.3 Role of Chicago as the Central Rail Hub
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Due to historical development reasons, all six class I railroads mentioned above
meet at Chicago. The city has some of the largest intermodal terminals in the world,
each handling many hundred thousand lifts per year. The Chicago area includes
approximately 900 miles of track and 25 intermodal yards, accommodating
roughly 1,300 trains daily (CSX 2010). Approximately 14m TEU transited the
metropolitan area in 2004 (Rodrigue 2008). This amount of traffic brings its own
problems, but what is under consideration here is that freight needing to cross
Chicago needs to be transported between east and west coast railroad terminals,
either by rail or road. Whereas full trains that do not require reworking will change
crew and power at the arriving terminal and then depart, trains carrying containers
for more than one destination will need to be split and reassembled into new
trains that may then need to be transported to another railroad across town. This
reworking can take up to 48 hours; therefore rubber tyre transfers are more
common. According to Rodrigue (2008), about 4,000 cross-town transfers are
made between rail yards each day averaging 40km each.
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3The University of Memphis has an interactive railroad map on their website,

showing complete networks of each Class I railroad separately or together. https://umdrive.
memphis.edu/haklim/public/final_the3rd.swf.
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As cross town transfers grew more frequent, road congestion at grade crossings
grew more severe.44 In the winter of 1999/2000, a large snowstorm caused so
much chaos for rail freight that a political tipping point was reached when the
city exerted pressure to get the railroads to work towards a collective solution.
This was the beginning of the CREATE (Chicago Region Environmental and
Transportation Efficiency Program) project, which took shape over the next couple
of years. CREATE is a public private partnership involving the federal DOT, the
state of Illinois, the city of Chicago, all the Class I railroads (except KCS) and the
passenger lines Amtrak and Metra. The project is an umbrella group, formed in
order to seek funding for a number of individual engineering works, including:
six grade separations between passenger and freight railroads to eliminate train
interference and associated delay; it includes 25 grade separations of highway-rail
crossings to reduce motorist delay, and improve safety by eliminating the potential
of crossing crashes; and it includes additional rail connections, crossovers,
added trackage, and other improvements to expedite passenger and freight train
movements nationwide. (FRA website) The estimated cost for the entire project
is US$1.534 billion, US$232m of which will come from the railroads, described
as an amount which reflects the benefits (as determined by the Participating
Railroads and agreed to by CDOT [Chicago Department of Transportation] and
IDOT [Illinois Department of Transportation] prior to the execution of this Joint
Statement) they are expected to receive from the Project. (CREATE 2005) The
remainder of the funds are expected to be sourced through a variety of federal,
state and local sources. $100m was received through the TIGER grant scheme
(see below).
The operational issues discussed above have also led to some innovative
responses by individual railroads. Both eastern railroads NS and CSX are
developing hubs in Ohio (see below). Likewise, western railroads will sometimes
rework trains before they reach Chicago, for example BNSF will sometimes do
this at Clovis (New Mexico) or Fort Madden (Iowa). This strategy allows the train
to go straight through to the eastern railroad terminals without being reworked
at BNSFs Chicago yard. Another strategy has been pursued by CN, which
purchased the old EJ and E line that bypasses the city down the west side. They
began operating on this line in January 2009 and also sell paths on that line to other
railroads. Therefore the future could see CN moving containers between Prince
Rupert and their newly redeveloped hub at Memphis,55 using the EJ and E line to
bypass the congestion at Chicago.
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4There had been times when long trains being assembled on the mainline were 41
blocking traffic at grade crossings for so long that police were putting parking tickets on 42
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5 Memphis is also a key rail hub in the US, where five Class I railroads meet.
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11.3.4 Role of International vs. Domestic Containers
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The scale of domestic cargo in the US needs to be mentioned. As well as the

millions of international TEU, 89 per cent of cargo in the US is domestic cargo
(FHWA 2010a). Therefore this market dominates, and domestic cargo moves in
53ft boxes (as opposed to 40ft and 20ft maritime boxes). Therefore it makes sense
both operationally as well as financially (i.e. it is cheaper per tonne for trucks
and trains because fewer boxes are moved) to transload foreign cargo at or near
the port from 40ft boxes into domestic 53ft boxes. (This also makes it expensive
to reposition empty containers for outbound shipments from many hinterland
markets that do not have sufficient inbound international container traffic.)
About 25 per cent of all international cargo moved by rail is transloaded into
these domestic containers (Rodrigue and Notteboom 2009). Therefore in the area
surround Los Angeles/ Long Beach, millions of square feet of warehousing are
located for these transloading activities. Additional reasons to transload include
the fact that since the US is a net importer, taking a maritime container thousands
of miles inland without an export load to send back means that the container will
need to be shipped back empty to the port. Interestingly, Notteboom and Rodrigue
(2009) speculate that due to the concentration of trade lanes between China and
the USA, and since most of the 53ft containers are manufactured in China, perhaps
in a decade there may arise the possibility of the 53ft maritime container. But in
the meantime, existing investments in current ships designed for multiples of 20ft
will inhibit that possibility.
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11.3.5 Operational Differences
Inland terminals in the USA tend to be larger than in Europe, as railroads are
used more as landbridges across the country than a network of small linked
terminals like in Europe (Rodrigue and Notteboom 2010). A number of interesting
operational differences may also be observed between Europe and the USA. In
Europe, intermodal terminals are generally grounded facilities, meaning that
containers are transferred between train and truck, and if a direct transhipment is
not made, the containers are stacked on the ground. The truck driver will arrive
at the terminal with his own chassis and the container will be lifted onto this.
By contrast, in the US, both chassis and containers are owned by the carrier (be
that the shipping line or 3PL), while the truck driver simply arrives in his tractor.
Containers are loaded onto waiting chassis and the arriving driver will hook up
to a loaded chassis and take it away. These wheeled facilities require a great deal
more room as there is less equipment that can be stacked, but they can be quicker
for the incoming drivers who do not have to wait for their container to be located
in a stack. This also means that cranes make fewer unproductive moves to pick
through a stack of containers
Yet the problem of having enough available chassis of the correct company
has caused problems for terminal operators, and despite recent establishment of
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chassis pools (a number of owners sharing each others equipment), there is now
a move by some terminal operators towards the European model of grounded
facilities. These require more use of cranes but utilise a far smaller footprint.
Therefore they not only avoid the chassis problem but also account for the fact
that land is not as available, nor as cheap as it was in the early days of intermodal
terminal construction.
New terminals of both wheeled and grounded type are being built, largely with
automatic stacking equipment. The 185-acre BNSF intermodal yard at Memphis,
TN, opened in 2010, is a grounded facility. It represents a US$200m development
with eight wide-span cranes, five for operating the working tracks and three for
the stack. The site has 48,000 feet of track with enough length to work a full
train without cutting. Likewise, the new CSX terminal at North Baltimore (due
for completion in 2011 as part of the National Gateway project see below) will
be a grounded facility of similar design. Both sites will have capacity to handle
over 500,000 containers per year. By contrast, the NS intermodal terminal at
Rickenbacker near Columbus, Ohio (opened in 2008 as part of the Heartland
Corridor project see below) is a wheeled facility covering 125 acres (with 175
acres for development) with a capacity of 400,000 containers annually and 40,580
feet of track.
Rationalisation of the rail business in the 1980s (see discussion on the Staggers
Act, below) resulted in fewer, larger intermodal terminals. The rule of thumb for
rail operators is now about a minimum of 100,000 lifts annually for a feasible
terminal. Therefore shippers will need to locate near these large sites to gain
access to the main trunk routes, as has occurred in the Rickenbacker International
Airport development.
In terms of port operations, the large shipping lines will have their dedicated
terminals (therefore not operated by a railroad). On-dock railheads are very
expensive to run because the trains must be loaded using longshore labour, which
also raises issues as to whether the trains are loaded to the exact specifications of
the rail operator. Shipping lines may not have enough volume for one location to
fill daily train loads direct from their terminal so often there is no genuine need
for on-dock rail. Therefore in some cases it may be more effective to dray the
container a couple of miles to a near-dock facility where the containers can be
consolidated from multiple terminals into trains bound for each location. If a full
load is possible then on-dock is more efficient and cheaper, therefore it can help to
make a rail move more competitive than road (because it removes the pre-haul),
but as this is not always the case, using on-dock rather than near-dock can be
problematic.
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11.3.6 Other Relevant Issues
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The Rail Safety Improvement Act of 2008 required all railroads that carry 42
passengers or toxic materials to implement Positive Train Control (a safety 43
process that uses GPS to prevent train accidents by monitoring their movement 44
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208
Government Policy and Legislation
op
11.4
and overriding their progress if it is deemed unsafe) by 2015. The legislation was
controversial in the industry as the railroads are required to fund it themselves,
at a cost of over US$5bn for installation alone, resulting in a total cost of around
US$13.2bn for installation and maintenance over 20 years (AAR 2010b).
A second issue that may impact on the rail industry is the new safety criteria for
truck drivers based on proposed changes to the current Hours of Service rules
and other driver licensing requirements. The safety record will now follow each
truck driver from state to state as well as between jobs. The likely result of this
change is that insurance rates will probably go up and the driver workforce will
potentially fall. These additional costs placed upon the road haulage industry are
likely to make rail freight more attractive.
oo
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In order to understand the current system of intermodal transport and the role of
policy and regulation in the US, a brief overview of legislation to this point is
required. Two key issues often raised by intermodal transport operators include
the Jones Act (1920) which requires that any vessel operating between two US
ports must be US-built, -owned and -manned, and the Harbour Maintenance Tax
(HMT). Originally introduced in 1986, the HMT is a federal tax imposed on
shippers based on the value of the goods shipped through ports. Its purpose is to
fund maintenance and dredging of waterways, which are the responsibility of the
US Army Corps of Engineers. Perakis and Denisis (2008) discuss the obstacle
that HMT presents to the development of short sea shipping in the US. As the
tax is applied at every port, a water leg in an intermodal chain will attract this fee
whereas transloading to road or rail will not.
Although container operations were developing in the 1960s and 1970s,
several laws passed in the early 1980s allowed for cooperation between different
transportation groups to develop. One law was the Staggers Act of 1980, which
partially deregulated some areas of the railroad industry. The Staggers Act reduced
the number of crewpersons needed for each train, which lowered total labour costs
for each train. Secondly, the Staggers Act removed several pricing and scheduling
limitations, which increased the railroads ability to become flexible in changing to
market needs. These changes were designed to make the railroads more competitive
for long distance domestic freight that had been lost to truck companies during the
1970s. As in other countries, this eventually led to a number of mergers and there
are currently 4 major railroads in the US (see above). The Ocean Shipping Act
of 1984 relaxed many restrictions faced by the carrier operators and allowed an
ocean carrier to provide inland distribution on a single through bill of lading.
The Intermodal Surface Transportation Efficiency Act (ISTEA) (1991)
heralded something of an intermodal approach to highway and transit funding,
including collaborative planning requirements (Chatterjee and Lakshmanan 2008).
It provided supplementary powers to metropolitan planning organisations and
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designated High Priority Corridors in the National Highway System. In 1998, the
Transportation Equity Act for the 21st Century (TEA-21) authorised the federal
transport programme until 2003. The act required a number of planning objectives
for regional transport plans, including safety, economic competitiveness,
environmental factors, integration and quality of life. However despite these
attempts to foster an intermodal approach to transport planning, key government
agencies (such as DOT departments) and industry bodies remain modally-based.
(Holguin-Veras et al. 2008).
11.5
New Developments in Government Policy and Legislation
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At this point, US federal freight policy is moving towards a more integrated

transportation system, however, the necessary funding to do so remains in various
agencies that do not necessary have the authority to work on cross-jurisdictional
projects. In some cases, modal agencies may be more responsible for safety and
not infrastructure investment, while in other cases the role of regulatory oversight
may reside in different agencies, depending upon the area of concern. Finally,
thin the US, the infrastructure for waterways is actually managed by the US Army
Corps of Engineers, and not the US Department of Transportation.
Normally the federal DOT gives money to the state DOTs and they decide how
to spend it, but this system creates little incentive for states to spend money on
projects that are perceived to be of primary benefit to other states. Therefore there
has been a realisation at national level that attention should be paid to cross-border
projects. This led to the projects of national and regional significance (see below).
This was quite a new development, and especially for railroads to be eligible
rather than just road projects.
The Safe, Accountable, Flexible and Efficient Transportation Act: A Legacy
for Users (SAFETEA-LU 2005) introduced approximately US$1.8bn in
congressional earmarks, designated projects of national and regional significance.
These were large infrastructure project funds decided by Congress. Benefits could
include improving economic productivity, facilitating international trade, relieving
congestion, and improving safety. One example is the Heartland Corridor, which
will be discussed below.
The stimulus package, named the American Recovery and Reinvestment Act
(2009), provided US$1.5bn for transport projects through the Transportation
Investment Generating Economic Recovery (TIGER) programme. This money
was available for all transportation projects (not just freight) and would be
awarded on a competitive basis, with applications due in September 2009 and
announcements made in February 2010. Private money in TIGER applications was
matched by public money. The five major goals for TIGER grants were economic
competitiveness, safety, state of good repair, liveability and environmental
sustainability. This was the first time money was awarded in this fashion, and a
second round of US$600m was awarded in September 2010. The popularity of the
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210
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funding programme meant that the DOT was swamped with applications for each
round of funding, receiving almost 1,500 applications totalling nearly US$60bn
for the first round, and almost 1,000 applications totalling US$19bn for the second
round. The recent experiences of the TIGER Program, where the Department of
Transportation solicited many multimodal projects (both for passenger and freight)
demonstrated the need for such programs, but also the lack of guidance available
to engage in such broad comparisons.
The result of this round of funding has been a significant revival of interest
in rail projects. As states were the only eligible applicants, Class I railroads were
required to form partnerships with the states in order to process an application.
The list of recipients indicates that taking an integrated approach to transport
problems by focusing on corridors was considered an attractive proposition for
federal legislators. The majority of awards were for public transit programmes,
highways and other infrastructure upgrading, however freight-specific projects
such as transportation hubs and port upgrades also received financial support.
Some larger freight projects included US$98m for the CSX National Gateway
project (see below), US$100m for the Chicago CREATE project and US$105m for
the Norfolk Southern Crescent Corridor (see below). A marine highways project in
California was also among the recipients.
The Energy Independence and Security Act (2007) included a provision for
Americas Marine Highway Program to integrate the nations coastal and inland
waterways into the surface transportation system. Therefore Congress instructed
the DOT Maritime Administration (MarAd) to create a Marine Highway program
that examined ways to utilise waterways where they may provide some services
on parallel highway routes to alleviate bottlenecks. They assessed the countrys
waterways and invited applications and in August 2010 eventually designated 18
marine corridors, eight projects, and six initiatives for further development. These
eight projects are now eligible to bid for a total of US$7m in funding which, while
clearly not enough for an infrastructure project will contribute towards future
service development and will receive preferential treatment for future federal funds.
As will be seen in the following discussion, there is an increasing focus on
infrastructure corridors. As these projects encompass a number of localities, regions
and states, not to mention private and public stakeholders, they have necessitated
new methods of management and new funding schemes. However the real role for
this money is to enable large consortia to come together where public and private
benefits can be clearly identified amongst all the parties. In reality the federal
government could never spend enough money to exert significant influence on the
operations of the rail industry. Indeed, railroads in the past have been reluctant to
accept public money for fear of strings being attached.
In addition, some problems will be solved by the market without the need for
government intervention. The chassis problem is a good example. As discussed
earlier, chassis management has become a problem over the last decade but the
issue is beginning to resolve itself, first through chassis pools and then through
the growing trend of grounded facilities. In this case, policy intervention has not
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been required as a combination of operational efficiency on behalf of railroad

terminal operators and the increasing costs to carriers to maintain chassis fleets
have resulted in new methods of operation.
Therefore it can be seen that different issues can best be solved by different
approaches, whether through policy intervention, planning strategies, operational
changes or market forces. The difficulty for politicians and planners lies in
recognising which freight issues can best be solved by which measure.
11.6
Corridors: Current and New Developments
11.6.1 Alameda Corridor
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In order to improve hinterland access with the aim of capturing or retaining

inland markets, a number of rail corridor projects have been undertaken with
involvement of US ports to greater or lesser extents. The most significant of these
will be discussed below.
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The Alameda Corridor Transportation Authority (ACTA) is a joint powers

authority that was set up by the ports of Los Angeles and Long Beach in 1989. The
ports purchased the required rail lines from the railroads and the crucial factor in
the project was that the railroads agreed to use the corridor once it was built.
The Alameda Corridor is a short (20 miles) high capacity (3 double-stack
tracks) line designed to reduce congestion and other negative externalities
associated with the extremely high container flows of the San Pedro Bay ports
(Los Angeles and Long Beach combined 2009 throughput of 11.8m TEU). The
project consolidated four branch lines, reduced conflicts at 200 grade crossings
and included a ten-mile trench. The line was opened in 2002, with a capacity of
about 150 trains per day.
The total cost of the project was US$2.43bn, split between US$1,160m
revenue bonds, US$400m federal loan (the first of its kind), US$394m from the
ports, US$347m MTA grants and US$130m from other sources. (ACTA 2010)
The ports are directly involved in the project, as they are the financial guarantors
of the corridor and will lose money if the route is not used and incurs losses.
While the two ports are located immediately next to each other and have acted
together in this instance, they remain separate institutions, each administered by
their respective citys harbour department (Jacobs 2007).
In 2009, of the 11.8m TEU through the ports, 3.4m TEU travelled up the
corridor (2.8m TEU using on-dock connections and 0.6m TEU near-dock). 0.7m
TEU used off-dock rail, 3.4m TEU used rail after transloading into 53ft domestic
containers and 4.3m TEU travelled inland by truck. (ACTA 2010)
Yet while the corridor solves certain problems for the port, it presents other
issues for the two competing rail operators. UP operates a large intermodal
yard (ICTF) in Carson about 45 miles from the port, therefore they are able
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Figure 11.2 Map showing Alameda Corridor
Source: ACTA 2010. Graphic courtesy of the Alameda Corridor Transportation Authority
to truck their containers there for consolidation on block trains, then send those
up the Alameda Corridor and across the country. However BNSFs main yard
is at the end of the corridor, in Los Angeles. Therefore BNSF often drive trucks
to transloading warehouses, then truck the 53ft container to their LA yard, thus
bypassing the corridor. BNSF wants to build a new yard near UPs ICTF yard.
This situation relates back to the early days of intermodalism, when SP (later
bought by UP) bought the ICTF yard, as much to do with the location of the
site relative to their business as clairvoyance with regard to the bright future of
intermodal transportation. BNSF has small rail sidings near the port as well as
an agreement with Maersk to use space within their LA port terminal, whereas
UP has, in addition to their ICTF terminal, large rail sidings between the port and
ICTF. Therefore when rail corridors are built, it is important to understand issues
such as train marshalling that can have major impacts on usage of the mainline.
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11.6.2 Alameda Corridor East
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The Alameda Corridor East is primarily a highway programme, with the aim of
removing a number of grade crossings (including a 2.2-mile trench that will result
in the lowering of a 1.4-mile section of track) on the rail line heading inland from
the Alameda Corridor terminus at Los Angeles. It will reduce congestion because,
as rail traffic has priority (the rail tracks are on their own private land), road traffic
has to wait whenever a train passes. A secondary aim is to increase safety through
avoiding potential collisions. US$1.14bn has already been spent, with an estimated
US$0.30.6bn required to complete the remaining grade separations. Of the money
already spent, US$219m came from federal sources (including US$134m from a
TEA-21 earmark and US$65m from SAFETEA-LU), US$536m from state sources,
US$340m from the MTA (metropolitan transportation authority), US$23m from
the city/county and US$20m from the railroad Union Pacific. (ACE 2010).
Callahan et al. (2010) criticised the project for not utilising the same
institutional framework as ACTA, but realistically the facts of the situation
precluded such a framework. Firstly, the grade separations do not actually provide
much of an advantage for the railroad (as they already have the right of way),
beyond the removal of the threat of collisions. Indeed, improving road flows could
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Figure 11.3 Map showing the Alameda Corridor East project area
Source: ACE Construction Authority
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be considered to provide an advantage to road haulage (Callahan et al. 2010).

Furthermore, because the project does not consolidate freight on a new line, it was
not possible to purchase the tracks under a new authority as in the case of ACTA.
However in terms of the actual construction work, the project has been managed
under a single joint powers authority ACE Construction Authority, which has been
successful in utilising the branding of the corridor to focus public money that may
have been more difficult to attract for each construction project individually. The
project was unsuccessful in its application for TIGER I and II funding, although
a grade crossing further inland at Colton was awarded US$33m through an
application by Caltrans, the state transport authority.
11.6.3 Heartland Corridor
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The Heartland Corridor, linking the Hampton Roads area to Columbus Ohio, and
eventually to Chicago, represents the first multistate privatepublic rail corridor
in the US. The work involves upgrading an existing coal line with restricted
dimensions to handle international maritime and domestic double-stack container
traffic moving from the Virginia Port Authority west through Virginia, West
Virginia, and Ohio, continuing to Chicago and its interchanges with the western
Class I railroads.
The project affords a significant competitive advantage to Virginias ports by
providing a shorter (by over 200 miles) and faster (by about 24 hours) route to
the Midwest along with high-speed double-stack capacities. (ARC 2010). It also
benefits communities along the route through Virginia, West Virginia, and Ohio
by providing economic development and transportation opportunities. Project
funding is coming from both public sources (Virginia Rail Enhancement Grant
and Ohio Rail Development Commission Grant) and the private sector (Norfolk
Southern Corporation). Federal funding was forthcoming when the Heartland
Corridor was designated as a Project of National and Regional Significance under
the 2005 SAFETEA-LU legislation.
The project began in 1999 when a study commissioned by the Appalachian
Regional Commission (ARC) found that there were impediments to shippers
in the region due to poor access to major rail and port traffic routes (RTI 2000)
Once the estimated cost of US$200m had been calculated, a steering group was
formed and throughout 20002004 the members worked to develop support for
the project. The level of public benefits that would accrue from the project were
significant enough to generate interest at the federal level and when the 2005
SAFETEA-LU legislation was passed, the Heartland Corridor was designated
as a Project of National and Regional Significance. The bill authorised US$95m
in federal funds for the project (reduced to US$84.4m by estimated obligation
limitations, rescissions, etc.). Of the total cost of US$195.2m, US$84.4m was
federally funded, US$101.0 million was contributed by NS, US$0.8m from the
Ohio Rail Development Commission (ORDC) and US$9.0m came from the
Virginia Department of Rail and Public Transportation (VDRPT).
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Two Memoranda of Agreement, one between Federal Highway Administration

(FHWA) Eastern Federal Lands Highway Division and Norfolk Southern, and the
other between FHWA, EFLHD and the three states were completed in August
2006. The agreements identified roles and responsibilities for the Environmental
Planning, Design and Construction of the Heartland Intermodal Corridor Project.
Furthermore, the MoA established an unprecedented funding mechanism between
the federal government and the railroads that allowed money to flow directly to
the railroads from the federal government. A key aspect of the MoA was that since
the majority of the tunnels were in West Virginia, the other states had to agree that
the majority of the money would be spent there, as they would all benefit. It was
also agreed that federal money would only be used on the track work. Intermodal
terminals would need to be funded from other sources. In addition, in order to
access the APM terminal in the port of Norfolk, a separate US$60m project was
required to relocate the Commonwealth Railway short line.
Along the route, 28 tunnels and 26 other overhead obstructions needed to be
raised to allow the passage of double-stacked container trains. Construction began
in October 2007 and the first double-stack train ran on 9 September 2010. A large
intermodal terminal was opened at Rickenbacker in 2008 (developed through a
US$68.5m partnership between NS and the Columbus Regional Airport Authority,
US$28m coming from the US DOT) and sites are being developed at Prichard WV
and Roanoake VA.
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Figure 11.4 Map showing the Heartland Corridor route

Source: Norfolk Southern website
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11.6.4 National Gateway
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The National Gateway project bears certain similarities with Norfolk Southerns
Heartland Corridor. Both will connect the Virginia Port Authority to the state of
Ohio, and then to Chicago, and both will be anchored around a new large terminal
in Ohio, both of which were discussed in an earlier section. Both corridors involve
a number of clearance upgrades to allow double-stack capability.
The National Gateway66 is a Public Private Partnership (PPP) that involves 61
double-stack clearances, the construction or expansion of six intermodal terminals
and will cost US$842m (CSX 2010), including US$98m in funding from the first
TIGER programme.
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Figure 11.5 Map of CSX National Gateway route

Source: CSX 2010
6 For more information visit http://www.nationalgateway.org/.
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CSX is also attempting to improve connectivity of landbridge services by

increasing partnership with western railroads UP and BNSF, aiming to provide a
seamless door-to-door service for customers. They are talking to western railroads
to run a dedicated train of CSX cars past Chicago to their north Baltimore hub and
they will then split it there, rather than having to marshal the train in the Chicago
terminal. This kind of relationship represents a new development for the railroad
and is perhaps indicative of greater cooperation between operators.
11.6.5 Other Corridor Projects
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More recently, the rubric of intermodal corridors is being used to market various
upgrades to the US rail network. NS have proposed a number of projects along
what they call the Crescent Corridor, a 1,400-mile stretch running between New
Orleans and New York. They are aiming to develop a PPP to cover the estimated
cost of US$2.5bn. The project involves 13 states, 11 new or expanded terminals
and 300 miles of new track. In February 2010 the project was awarded US$105m
in TIGER I grants through an application from Pennsylvania DOT and in August
2010 six states submitted applications under the TIGER II programme totalling
US$109.2m, although none were successful.77 Another corridor project is the
Meridian Speedway, a joint venture between KCS and NS over a 320-mile stretch
of track upgrade costing US$300m, agreed in 2006.88
11.7 Conclusion
Intermodal freight transport is developing in the United States, particularly

through the development of a corridor approach (Rodrigue 2004). This integrated
approach brings together public and private actors in order to direct investment to
infrastructure improvements, while aiming to retain the benefits of private sector
operation. While public money is targeted at infrastructure development, a crucial
aspect of any corridor project is the alignment of terminal facilities with local and
regional demand, with a particular focus on the co-location of transport facilities
with logistics parks (Rodrigue et al. 2010).
Vital for the successful development of such multi-partner, or indeed multiregion or multi-state projects is the agreement amongst stakeholders that the
investment will benefit all locations along the corridor (McCalla 2009). Thus
information sharing and relationship building, along with promotion and branding
activities are essential. In addition, innovative planning and funding mechanisms
may be required, and the most positive indication that US freight capacity issues
are being addressed is the recent development of such mechanisms.
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7 For more information visit the website. http://www.thefutureneedsus.com/crescentcorridor/.

8 http://www.kcsouthern.com/en-us/Media/Pages/MeridianSpeedway.aspx.
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However ongoing work will be required to continue to negotiate these

mechanisms at local, state, regional and national level. Moreover, as such large
corridor projects can easily take a decade or more to come to fruition, planners
at all levels require a detailed understanding of the freight needs of their area in
order to initiate the necessary infrastructure developments for the next thirty years.
Given that current planners also have to deal with the legacy obligations resulting
from the decisions of previous planners, as well as juggle policy directives from
politicians and operational requirements from private operators, the task remains
formidable.
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The authors would like to thank all the interviewees who shared their time
and knowledge with us over the course of numerous interviews conducted in
September 2010.
Research in the USA was conducted with financial support from the Royal
Society of Edinburgh and the Interreg IVb North Sea Region-funded Dryport
project.
11.9 References
oo
AAR 2010a. Class I Railroad Statistics [online]. Available at: http://www.aar.

org/~/media/aar/Industry%20Info/AAR%20Stats%202010%200524.ash
[accessed 26 October 2010].
AAR 2010b. Positive Train Control [online]. Available at: http://www.aar.org/
Safety/~/media/aar/backgroundpapers/positivetraincontrol.ashx [accessed 8
November 2010].
ACE 2010. Alameda Corridor East, San Gabriel Valley. Irwindale: ACE.
ACE website [online]. Available at: http://www.theaceproject.org/photo/
intermodel1.jpg [accessed 3 November 2010].
ACTA 2010. Presentation given by Art Goodwin, October 2010.
ARC 2010. The Heartland Corridor: Opening New Access to Global Opportunity.
Washington, DC: ARC.
Callahan, R.F., Pisano, M. and Linder, A. 2010. Leadership and Strategy: A
Comparison of the Outcomes and Institutional Designs of the Alameda
Corridor and the Alameda Corridor East Projects. Public Works Management
and Policy, 14(3), 263287.
Chatterjee, L. and Lakshmanan, T.R. 2008. Intermodal Freight Transport in
the United States, in The Future of Intermodal Freight Transport, edited by
Konings, R., Priemus, H. and Nijkamp, P. Cheltenham: Edward Elgar, 3457
Containerisation International 2010 [online]. Available at: http://www.ci-online.
co.uk/default.asp [accessed 8 November 2010].
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CREATE 2005. CREATE Final Feasibility Plan. Chicago: CREATE.

CSX 2010. Presentation given by Parker McCrary, September 2010.
Fan, L., Wilson, W.W. and Tolliver, D. 2009. Logistical Rivalries and Port
Competition for Container Flows to US Markets: Impacts of Changes in
Canadas Logistics System and Expansion of the Panama Canal. Maritime
FHWA 2010a. Freight Facts and Figures 2010 [online]. Available at: http://ops.
fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/10factsfigures/
pdfs/fff2010_highres.pdf [accessed 2 February 2011].
FHWA 2010b. Freight Analysis Framework, version 3.1, 2010. US Department
of Transportation, Federal Highway Administration, Office of Freight
Management and Operations.
FRA website [online]. Available at: http://www.fra.dot.gov/rpd/freight/1486.shtml
[accessed 4 November 2010].
Holguin-Veras, J., Paaswell, R. and Perl, A. 2008. The Role of Government in
Fostering Intermodal Transport Innovations: Perceived Lessons and Obstacles
in the United States, in The Future of Intermodal Freight Transport, edited by
Konings, R., Priemus, H., Nijkamp, P. Edward Elgar: Cheltenham.
Jacobs, W. 2007. Port Competition between Los Angeles and Long Beach: An
Institutional Analysis. Tijdschrift voor Economische en Sociale Geografie.
98(3), 360372.
McCalla, R.J. 2009. Gateways are More than Ports: The Canadian Example of
Cooperation Among Stakeholders, in Ports in Proximity; Competition and
Coordination among Adjacent Seaports, edited by Notteboom, T.E., Ducruet,
C., de Langen, P.W. Farnham: Ashgate.
Norfolk Southern website [online]. Available at: http://www.thefutureneedsus.
com/site/download/?hr=/images/uploads/Heartland_Corridor_Map_hi-res.jpg
[accessed 26 October 2010].
Notteboom, T., Rodrigue, J.-P. 2009b. The Future of Containerization: Perspectives
from Maritime and Inland Freight Distribution. GeoJournal. 74(1), 722.
Perakis, A.N., Denisis, A. 2008. A Survey of Short Sea Shipping and its Prospects
in the USA. Maritime Policy and Management. 35(6), 591614.
Rodrigue, J.-P. 2004. Freight, Gateways and Mega-urban Regions: the Logistical
Integration of the Bostwash Corridor. Tijdschrift voor Economische en Sociale
Geografie. 95(2), 147161.
Rodrigue, J.-P. 2008. The Thruport Concept and Transmodal Rail Freight
Distribution in North America. Journal of Transport Geography. 16(4), 233
246.
Rodrigue, J.-P., Debrie, J., Fremont, A., Gouvernal, E. 2010. Functions and Actors
of Inland Ports: European and North American dynamics. Journal of Transport
Geography. 18(4), 519529.
Rodrigue, J.-P., Notteboom, T. 2009. The Terminalisation of Supply Chains:
Reassessing the Role of Terminals in Port/Hinterland Logistical Relationships.
Maritime Policy and Management. 36(2), 165183.
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1 Rodrigue, J.-P., Notteboom, T. 2010. Comparative North American and European

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Gateway Logistics: The Regionalism of Freight Distribution. Journal of
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Transport Geography. 18(4), 497507.
4 RTI 2000. Transportation and the Potential for Intermodal Efficiency
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Enhancements in Western West Virginia. Report prepared on behalf of the
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Appalachian Regional Commission, the West Virginia DOT and West Virginia
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Planning and Regional Development Council. Huntington: RTI.
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Chapter 12
Implementing Dedicated Areas for Foreign

Trade in the Santos Metropolitan Region:
The Brazilian Experience
Leo Tadeus Robles
12.1 Introduction
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Foreign trade business has always been important to the Santos Metropolitan
Region (RMBS) where Santos Port, the main Latin American Port,1 is located
and through which around 35 per cent of Brazilian foreign trade flow (in value)
passed by. After the deregulation of Brazilian port activities (Law no. 8,630
from 26 February 1993 Brazilian Port Modernization Law) deep institutional
and technological changes have occurred in the port business. Containers have
facilitated goods handling, and information and communication technologies
have sped up relationships and documentation flows. Customs issues have seen
an improvement and have moved towards more efficient logistics management.
This technological innovation, has caused, as in other ports around the world,
direct job reduction and transformed port works, demanding from port workers the
ability to deal with sophisticated and expensive equipment. Another related issue
is the customs information systems that control imported or exported goods flows.
In this sense, the opportunity for locating areas and facilities dedicated to foreign
trade linked activities has presented itself to port cities or regions, specifically via
the so called Special Customs Regimes Areas, which have the potential to enhance
steady job creation in port cities. In Brazil, the workforce in port cities is seasonal,
due to summer vacations.
This chapter analyses the Brazilian experience of implementing dedicated areas
for foreign trade with special customs regimes. It is considered as a basic fact that
Special Customs Regimes are a part of a countrys public policies aimed at improving
conditions which then enable it to better compete in international commerce. In
specific areas they can also create new jobs and improve regional development.
It is in this sense that the Santos Metropolitan Region RMBS is analysed: its
potential to implement special customs regime areas for goods handling, as well as
its preparation for foreign trade and logistics service provision. Recent Brazilian
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1 Santos Port is the main Brazilian Port in terms of goods movement in value and, in
Latin America, in terms of container (TEUs) movements (CODESP, 2010).
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initiatives for implementing areas dedicated to foreign trade are Processing

Exportation Zones ZPEs, dry ports, bonded warehouses, and Customs Industries
and Logistics Centres CLIAs. The difference between these initiatives is basically
down to the specific legislation applied, as will be discussed later in this chapter,
but the main objective of each is to provide incentives and facilitate foreign trade.
RMBS is located in So Paulo State (Figure 12.1), in the Southeast Region, the
main Brazilian economic area, which with 42 per cent of the countrys population
accounts for almost 59 per cent of GNP. Santos Port, the main Latin American port,
is a multipurpose port and, in 2008, the total cargo moved was 81.1mt, including
2,674,975 TEUs. (CODESP 2010) Containers movement increased by 126 per
cent from 2001 to 2009, reaching 2,252,188 TEUs. This remarkable increase was
due to private investment and Brazils foreign trade development.
In 2009, according to the CODESP 2010 report, the total cargo moved in tonnes
increased 2.5 per cent compared with the previous year, but container movement
fell by 15.8 per cent. This decrease is related to the impact of the world financial
crisis, which affected Brazilian value added exports and imports. However, in
Santos Ports total movement figures, the decrease was compensated by the export
of commodities such as soybean and sugarcane.
This study can be considered as exploratory. It is based on a literature review
and analysis of academic and legal documents and specialised sites. In addition,
sector executives were interviewed in order to identify projects and to discover their
opinion as to what are the main obstacles to an effective implementation of such
specialised areas in Brazil and, particularly, in RMBS. The qualitative approach is
due to the fact that regulation is currently undergoing change which is being led
by the Brazilian Congress and Government, and this change has generated some
controversy among interested parties, as this chapter intends to show. The RMBS
projects were identified in the interviews with city representatives and private
companies involved with Special Customs Regimes initiatives.
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Figure 12.1 Brazil: Santos Port location
Source: Author.
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Implementing Dedicated Areas for Foreign Trade
12.2
Brazilian Special Customs Regimes
The Secretariat of Foreign Trade (SECEX) in the Ministry of Development,

Industry and Foreign Trade is in charge of proposing foreign trade policies and
programmes, including import measures and procedures, to the Chamber of
Foreign Trade (CAMEX), which has ultimately been responsible for foreign
trade issues. The SECEX is also responsible for elaborating the legal terms
required for the implementation of import measures. The Ministry of Finance,
through the Secretariat of Federal Revenue (SRF), is responsible for customs
administration (WTO 2004, p. 38).
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Brazilian Customs regulation is divided into three categories: common,

special and special applied to physical areas or dedicated sites. Common
refers to duty payment without any particular proceeding. The special category
allows goods import and export, with payment exemption or suspension. The last
category allows goods transfer to physical areas, known as secondary zones (Faro
and Faro 2007).22
Special Customs Regimes in Brazil refer to incentive mechanisms to enhance
foreign trade by providing federal, state or local tax suspension. The main categories
are drawback, temporary admission, customs transit, bonded warehouses, Special
Customs Areas (Special System of Industrial Depots subject to Standardised
Control RECOF; areas for goods to be exported REDEX) and special regimes
for the importing of port equipment REPORTO.
These regimes aim to incentive foreign trade and operate on the principle of
not levying import or export taxes. For example, the Brazilian drawback system
provides for the suspension, exemption or restitution of import and other taxes,
when the imported goods, inputs or parts are used to produce exportable goods or
to package them. The beneficiaries of these systems are industrial or commercial
enterprises engaging in foreign trade.
Temporary admission allows the country permanence for a certain time period
to goods coming from abroad for an established purpose without import tax
payment. Customs transit allows merchandise transit, under customs control, from
one port to another in the customs territory, with tax payment suspension. Bonded
warehouse regimes allow, during import or export process, the merchandise to
be deposited in authorised sites, with tax payment suspension. RECOF suspends
the payment of import taxes and tax on merchandise imported for the purposes of
industrialisation and goods production for export.
These regimes, as well as the previously mentioned Special Regimes, are
strongly based on Information Technology (IT) facilities, including equipment,
communication devices and new dedicated software.
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2 Primary zone: ports and airports customs authorized, as well frontier customs
points. Secondary Zone: the remaining customs territory.
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As it is known, IT advances and cost reductions have been remarkable in the

last decades, and their suitable application to customs procedures is a consensus
as, in short, they represent information exchange among agents involved in foreign
trade: importers, exporters, shippers, customs agencies, transporters, and so on.
Foreign trade can be considered the result of three basic physical and financial
flows based on information exchanges among the agents involved.
This chapter analyses the Brazilian conditions that led to the implementation
of Special Customs Regimes in dedicated areas, especially, dry ports, customs
industries and logistics centres CLIAs, Export-Processing Zones ZPEs, the
recent Brazilian government studies initiative, the Logistics Activities Zones
ZAL, and other foreign trade facilitating initiatives such as the Authorised
Economic Operator intended implementation.
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12.3 Special Regimes Applied to Dedicated Areas
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In Brazil, dedicated areas with special customs regimes are known by different
names with differences in the beneficiaries involved and in the associated
implementation legislation. SRFs Normative Instruction no. 241/2002 indicated
the sites allowed to implement customs industries to be dry ports and customs
areas located at airports or ports (public or private terminals under the control of
a Port Authority), with all of them required to have SRF authorisation. The main
issue is that SRF determines the site location and service provision characteristics
when authorising dedicated areas with customs special regimes.
The main area with Special Customs Regimes is Manaus Free Trade Zone
(ZFM), located in the North Region (Amazon State), established in 1967 and
presently comprising a manufacturing park, a trading centre and an agricultural and
ranching district. The MZF is managed and promoted by the Manaus Free Trade
Zone Superintendence (SUFRAMA), a government agency under the Ministry
of Development, Industry and Foreign Trade. Companies located in ZFM may
benefit from tax exemption for products to be consumed and/or manufactured.
This is a consolidated experiment and it will not be analysed in this chapter, which
focuses on other Brazilian alternatives to implement these kind of projects.
The Bonded Warehouse Regime, also known as a Dry Port, refers to an
authorised area in the hinterland as well as a Bonded Warehouse located at sites of
important industrial firms. This kind of special regime has existed since the 1970s
when it was created to speed up customs processes and to reduce port congestion.
They could be located on secondary zones as well primary zones. (Ricupero and
Oliveira 2007).
In Brazil, there are 67 areas, 27 of them located in So Paulo State and four
in RMBS. Typically, imports represent 70 per cent of a dry ports movement and
they are responsible for 20,000 direct jobs and four million TEU movements,
comprising a merchandise value of around US$70 billion/year. (Cardoso 2007).
These are private sites dedicated to moving, storing, and provide other services
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Customs Industries and Logistics Centres (CLIAs)
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12.4
and operations related to customs procedures under SRF control. They are not 1
allowed to occur in a primary zone. From 1971 to 1995, these services were 2
authorised by SRF, but since July 1995 (Law 9,074), dry ports implementation 3
has been submitted to public concession biddings and been considered as a public 4
5
service. (Loureno 2008)
In the last years, Brazilian legislation regarding Dry Port entities is evolving, 6
but slowly and with difficulty. This fact could be linked to different interests 7
prevailing in the sector, in spite of a consensus that these entities could facilitate 8
and enhance foreign trade and could be important for regional or local economic 9
development. Thus, these customs dedicated areas are receiving different names 10
(other than dry ports) and are incorporating logistics services, as will be shown in 11
12
the next section.
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The CLIAs were created by the Federal Government by the Provisional Measure
no. 32033 on 24 August 2006 (PM 320) in order to restructure the port customs
and logistics sector and the dry ports legal and institutional model. (Loureno
2008). The CLIAs regulation allowed aggregating value to merchandise by slight
modifications and/or assembling operations, besides the activities of movement,
storage, products processing, customs activities and tax payments.
This Special Customs Regime dedicated to physical areas was intended to
permit customs industrial operations, such as production lines being installed at
customs sites and having permission to receive imports or national inputs with
state and federal tax suspension. The final product must be exported without tax
payment or internalised with the required tax payment.
CLIA creation was based on the experiments of other countries, mainly the
Spanish experience of Logistics and Customs Zones ZAL, with the difference
that in Spain, European Union (EU) directives forbid a fiscally differentiated
treatment of goods as the common market permits the free flow of goods and
persons among European countries. Table 12.1 compares the activities between
CLIAs and dry ports.
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3 Provisional measures are the most controversial kind of normative act in Brazilian
legislation. They have force of law and become effective right after publication in the official
gazette; they should be used only in situations of importance and urgency. Available at:
http://www.v-brazil.com/government/laws/laws.html#provisional [accessed 16 September
2010].
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Table 12.1
Brazil, CLIAs and dry ports: Main characteristics of operations

CLIAs
Dry Ports
Service Providing Juridical

Nature
Private (authorised by SRF)
Public (permission and/ or

concession bidding
Localisation (City/Region)
Defined by private sector
Defined by Government on
Bidding
Minimal Structure (area,

warehouse, etc.)
Defined by private sector
Defined by Government on
Bidding
Special Customs Regime
Permanent
Limited to permission contract,

typically, ten years
Services provided related to
Import/Export
Import/Export
Logistics Safety
(obligatory requirements)
Site audio and video

surveillance and monitoring
systems integrated to logistics
management system; scanners
for containers and pallets;
business plan; sampling
collected and analyses
laboratory.
Electronic Surveillance System
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Customs Regimes
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Source: SRF and Tecnologstica 2007, adapted by author
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As was stated above, the CLIA legal entity was created by a PM which was
rejected by the Brazilian Congress due to the matter not being considered urgent.
The Senate subsequently proposed a Law Project: Senate Project Law no. 327 on 13
December 2006, which is until now still under discussion by Senate Commissions.
Nevertheless, in the validity period of PM 320, four firms (see Table 12.2),
which had already operated dry ports but whose permission period was almost
extinguished, managed to obtain SRFs authorisation to operate as CLIAs.
This situation deals with different interests around the issue, i.e., firms already
operating as dry ports and potential new entrants to the business. Just after PM 320
edition, Sales and Sousa (2006) described the organisations that criticised the PM
320, as saying:
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Brazilian Nation Entities authorised (permitted) dry ports: It considers dry

port activities as a public service and, as such, they have to be submitted to
biddings and not simply licensed by SRF as the PM 320 established;
Brazilian SRF Fiscal Auditor Union considered the new rules dangerous to
the State by not providing safety to foreign trade operations, as well as by
privatising a public service;
Another dry ports National Association considered the new arrangement
(CLIA) as not economically feasible because it requires a public agent control;
The National Container Terminal Association (ABRATEC) criticised the
governments lack of dialogue with the private sector involved.
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Table 12.2
Firms considered as CLIAs by SRF during the PM 320/06

validity period
Certification
Employees
Location
Services Provided
Columbia
General
Warehousing
ISO
9001/2000
154
Santos (SP)
Banking services,
controlled temperature
environment, packing
and repacking services,
industrial processing,
customs and other services.
Cragea
None
180
Suzano (SP)
Container operations,
palletising, volume controls,
container handling,
distribution centre, customs
and other services
Deicmar
ISO
9001/2000
14000/18000
150
Santos (SP)
Mesquita
Transports and
Services
None
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Firms
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All regimes previewed on

customs legislation
Guaruj e
Santos (SP)
Industrial processing,
assembling, acclimatised
warehousing, container
operations, customs and
other services.
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Source: SRF and Tecnologstica 2007, adapted by author
The main issue is not these firms situations but new projects that could not
further develop due to lack of regulation. In September 2010 the Senate Law
Project was still being analysed by Senate Commissions.
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12.5
Export-Processing Zones (ZPEs)
Today, there are over 3,000 ZPEs or other types of Free Zones in 135 countries
around the world, according to Samen (2010). Their objectives are similar to the
those established by Brazilian Legislation: (i) enhancement of foreign exchange
earnings by promotion of exports of non-traditional manufactured goods; (ii)
creation of jobs and generation of income; (iii) improvement of competitiveness
of exporters; and (iv) attraction of Foreign Developed Industries with the aim of
technology transfer, knowledge spill over, demonstration effects, and backward
linkages. (Samen 2010)
ZPEs differ in size and structure, and can be publicly or privately owned or
managed. Over the past 1015 years, as stated by Samen (2010), the number of
privately owned or managed zones has grown substantially.
The Brazilian basic legislation dealing with Export-Processing Zones (ZPEs)
is Law no. 11,508 from 20 July 2007 that defines ZPEs fiscal, exchange and
managerial regimes; the Decrees no. 6634 from 5 July 2008 that deal with the
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ZPEs Special Council (CZPE); no. 6,814 from 6 April 2009 that regulates Law no.
11,508; and SRF Normative Instruction no. 952 from 2 July 2009.
By legislation, ZPEs are defined as free trade (import or export) areas that
produce exclusively for exportation. They aim to reduce regional economic
imbalances, enhance foreign trade, and promote technological knowledge and
Brazils social and economic development.
Benefits for companies established in ZPEs include import duty and other
federal tax exemptions. Companies are also exempt from a special tax charged for
financing the marine sector and from financial operation tax. Brazilian legislation
distinguishes between ZPEs and free-trade zones (FTZs): enterprises in the latter
may sell in the domestic market, while all ZPEs production must be exported.
ZPEs in Brazil have been regulated by legislation since 1988, but in fact none
has been effectively established until the new legislation was promulgated. Today,
there are eight authorised by the Federal Government, Assu (RN), Pecem (CE)
and Suape (PE) in the Northeast Region; Sen. Guiomard (AC) and Boa Vista (RR)
in the North; Aracruz (ES) in the East; Bataguassu (MS) in the Centre-West and
Fernandoplis (SP) in the Southeast.
The authorisation does not imply effective operation; it only allows the ZPE
implementation actions. In Brazil, ZPEs have to obey a specific and lasting
procedure, comprising the following phases:
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ZPE proposals are to be submitted to SRF by State or cities by single or

joint proposition;
The project, including industrial facilities and installations, is analysed
by the ZPEs Special Council (CZPE), that is composed of a Ministries
collegiate;
If the proposal is approved, the ZPE is officially created by a Presidential
Decree.
The proposal has to demonstrate that the ZPE has adequate logistics, physical
area, financial conditions, infrastructure and facilities availability and other
required conditions. After the Decree, the ZPE operator has a 12-month period
in which to effectively put the ZPE into operation. If this is not accomplished the
authorisation decree becomes invalid.
The Brazilian ZPE process is interesting to analyse from two points of view:
the first is that of the ZPE critics who point to the lengthy period from the initial
legislation to the recent authorisation initiatives. ZPEs are also criticised for
opening the possibility of facilitating illegal or undesirable practices, including
currency transfer, because of control difficulties by SRF, for example. Another
critical argument is that ZPEs could result in unfair competition conditions
between firms inside ZPEs and those outside.
The other point of view considers the difficulty or even risks faced by firms
intending to embrace this kind of project, as the legislation is not clear on how to
deal with public service of this type which are to be managed by private firms.
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12.6 Other Special Customs Regimes on Dedicated Areas and

Facilitation Procedures
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Recently, the Brazilian Government through the Ports Ministry (SEP) has begun
to study the conditions required to establish so-called Logistics Activities Zones
ZAL, basically following the Spanish model. These zones are an application
of Special Customs Regime areas where logistics value is added to products in
order to obtain scale economies, including activities such as kit assembling, cargo
consolidation and deconsolidation, packaging, and so on. In South America,
the Montevideo ZAL in Uruguay is a noteworthy example. The project has an
expected completion period of the first semester of 2011.
Regarding customs facilitation procedures, the Brazilian SRF is proposing on
its website a public discussion about the initiative to implement an Authorised
Economic Operator AEO, as has occurred in other countries, which according to
the WCO World Customs Organization (AEO Guidelines) is an intergovernmental
organisation focused on customs matters. The proposal is focused on facilitating
customs procedures.
In this sense, it is already in practical test and implementation a Government
lead by Ports Ministry (SEP), the so-called Paperless Port. This project is
similar to Single Window projects that have already been implemented all over
the world. SEP finished the projects first phase which involved the documents
required to operate a ship at a Brazilian port, involving different government
agencies and multiple documents requiring completion. This phase is being tested
at Santos Port and it will be extended to other Brazilian ports.
As it can be seen, currently ongoing initiatives have the same aim, i.e., to
enhance foreign trade and the competitiveness of Brazilian products in the world
market. The different emphases which must be consolidated are logistics services
requirements, as seen by SEP, and trade facilitation combined with effective
customs control, as pointed out by the WCO:
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Trade facilitation, in the WCO context, means the avoidance of unnecessary

trade restrictiveness. This can be achieved by applying modern techniques
and technologies, while improving the quality of controls in an internationally
harmonised manner (WCO 2010).
So, it can be concluded that both agencies are on a similar path and they share
the same belief, as cited by WCO 2010:
Trade facilitation is one of the key factors for economic development of nations
and is closely tied into national agendas on social well-being, poverty reduction
and economic development of countries and their citizens (WCO 2010).
The initiatives could be implemented in parallel, i.e., the facilitation of customs

procedures and Special Customs Regimes on dedicated areas are not mutually
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exclusive. In fact, if the formal procedures are facilitated, they will improve the
logistics aspect of a project and the discussion will be which areas or regions have
the best logistics advantage or infrastructure to receive this kind of business. A
basic assumption is that the private sector should be the main agent. This can be
considered as another relevant issue to be dealt with and clarified in the regulation.
Assuming logistics and infrastructure as determinant issues, RMBS naturally
appears as a potential candidate to receive Special Customs Regime sites, as has
already occurred with bonded warehouses in the Santos Port Primary Zone.
12.7 RMBS Perspective and Potential
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RMBS was created in 1996, by the State Law no. 815 of 30 July, comprising 2,373
km divided among nine cities: Bertioga, Cubato, Guaruj Itanham, Monguag,
Peruibe, Praia Grande, Santos and So Vicente with 1.4 million inhabitants and a
seasonal population of 4.9 million (Assumpo et al. 2009). Figure 12.2 shows its
location in So Paulo State and the RMBSs cities.
The metropolitan area has as its main characteristics: political, social and
economic integration, and an intense population migration among its cities.
Common or integrated solutions to problems are not considered from a regional
aspect. Accessibility, water and sewage sanitation projects are poignant examples.
In the specific case of RMBS, activities related to ports are doubtless one of
its main tasks. The Santos Port is located in three RMBS cities, Santos, Guaruj
and Cubato, and its hinterland extends to the greater part of Brazil and even to
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Figure 12.2 RMBS Cities

Source: Adapted by Author.
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other South American countries such as Bolivia, Paraguay, Argentina and Uruguay
(Mercosur countries 44).
The Santos Port hinterland includes the greater part of Brazilian agribusiness
exports and it is close to the So Paulo industrial area, the most important in Brazil.
Santos Port is well served by land transport infrastructure both by railway (the
private operators MRS Logistics S/A. and ALL Latin America Logistics S/A.)
and highway (Anchieta-Imigrantes System, also privately operated). The main
Southeast Region international airport (Cumbica in Guarulhos city in the East of
Great So Paulo Metropolitan Region) is located no more than 100km from the port.
These characteristics point to RMBS as a natural candidate in which to
locate a Special Customs Regime Area (Dry Port). It is important as well to
consider environmental aspects, which are very critical in an RMBS, especially
for areas located by the sea and in light of Santos Ports estuary characteristics.
New expansion projects are dealing with this issue, in spite of costs and time
requirements, considering the environmental issue as not simply a restriction or
legal enforcement, but as a strategic dimension of their business.
Another relevant issue for RMBS is that its population has a strong seasonal
employment resulting from the summer holidays, which attracts a huge quantity of
tourists to its beaches. Dry Port projects could mitigate this problem by providing
steady jobs all over the year. The RMBS cities projects in that direction are
described in the following section.
12.7.1 Cubato City Council
The City Council has implemented actions to enhance port related activities in the
city, such as fiscal incentives, city tax exemptions, and access facilities to local
areas, in order to attract private projects. Cubato is the main access to Santos Port
left bank, where the main container terminal is located. In the city, truck parking
lots have also been established in order to regulate truck flows in and out of the
Santos Port Primary Zone.
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12.7.2 Guaruj Seaside Resort55
Guaruj City Council considered a project to implement a CLIA in a 4.1 million

m2 area located at Cnego Domenico Rangoni Roadway, the main link between
Cubato and Santos Port left bank. The project foresaw a container warehousing
4Mercosur: International organisation consisting of Argentina, Brazil, Paraguay, and
Uruguay, as well as other associate members in Latin America. The organisation mandates
lowering of tariffs and other trade barriers, with an eye towards eventually eliminating
restrictions on the movement of capital, labour, goods and services. It aims to increase trade
by and among South American countries.
5 Seaside resort: State cities classification that allows them to receive special treatment
regarding tourism resources. They are defined and regulated by specific So Paulo state law.
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facility, truck parking lot, industrial installation, and terminal for liquid bulk and
refrigerated cargoes. This project did not go further due to CLIA PMs extinction.
The city has an airport expansion project, on a former Brazilian Air Force airfield,
that it is already being used by PETROBRAS as logistics support for its oil
exploitation platforms in Santos Basin.
12.7.3 Itanham Seaside Resort
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The city has a state-owned airport with a 1350m-long and 30m-wide runway.
Today it is used for passenger transportation and it can receive medium-size
airplanes such as the Boeing 737-400 and Fokker 100. This airport is also used
as a helicopter landing field by PETROBRAS for logistics support to its offshore
oil and gas operations. The City Council has developed a project to implement a
Special Custom Regime Area, but to date without any success.
12.7.4 Praia Grande Seaside Resort
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The City Council has developed a project to implement an International Cargo

Airport that has already had technical feasibility studies approved, as has been
announced by the Business Relationship Secretary and private groups interested
in the enterprise. The project is planning a Special Customs Regime Area (Dry
Port) and areas to industrial installations and facilities. In personal interviews with
an executive of the interested firm, it has been pointed out that the project, despite
being considered technically and economically feasible, may not proceed due to
a lack of firm regulation and the severe requirements of the present legislation.
It has been said: This matter can hardly be solved until the next presidential
election [scheduled for] next October. Even so, we have to wait [for] the new
government to be installed. Probably, well have news in the mid of next year.
12.7.5 Santos Seaside Resort
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Recently, Santos City Council appointed a Port and Maritime Issues Secretary and
the Secretary is Chairman of the Port Authority Council (CAP), indicating its port
city character. In this sense, this Council is participating in Santos Port expansion
discussions and its main concern is the access infrastructure to the Port right bank.
Santos restriction is the lack of open areas required to install Special Customs
Regimes projects. Its advantage is its urban structure and skilled workforce,
which make the city a specialised services provision centre. An example is the
PETROBRAS decision to install its administrative headquarters for a pre-salt
layer oil and gas exploration project in Santos.
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12.7.6 So Vicente Seaside Resort

So Vicente City Council has recently implemented an Industrial Project located
in a dedicated area, in order to attract private sector investment. The project has
also planned an area for a Special Customs Regime enterprise.
As is becoming apparent, RMBS city authorities are engaged and have reached
agreement about the activities of relevance to the region; however, for their actions
to be effective, they are depending upon federal legislation. The presidential
election period will delay a definite solution.
Conclusion and Remarks
12.8
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Foreign trade and international logistics activities can be considered as part

of RMBSs economic inclination, due to Santos Ports location, historical
development, and infrastructure services as well as its skilled workforce. The
efforts of RMBSs city councils are examples in this sense.
Regarding Special Customs Regimes, Brazilian regulation is very complex and
it can be considered to be in a transition period towards facilitating and enhancing
foreign trade procedures. This can be summarised in two main dimensions: the
logistics aspects, focusing on location sites, regarding basic infrastructure close to
ports or airports, accessibility and legal regulation; and the other dimension, also
based on legal regulation, but not necessarily related to a specific site or location.
Both are related to authorisation processes and are based on IT support.
In Brazil, as far as this study is concerned, the Special Customs Regime
Dedicated Areas are dependent upon effective regulation solutions, with
ZPE projects being in a more concrete stage at present. Facilitation procedure
initiatives are ongoing in different phases and governmental agencies have the
agreed objective of avoiding trade restrictiveness, without losing effective control
on merchandise flows.
The final conclusion is that despite the name that a dedicated area with special
customs regime will receive (Dry Port can be a generic one), the perceptions of
its importance and its potential role are shared by governmental agencies with
a vision of enhancing foreign trade as part of a more general objective towards
poverty reduction, and job and wealth creation opportunities that are open to all
the people.
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12.9 References
ABRAZPE 2007. Associao Brasileira de Zonas de Processamento de Exportao.
Presentation 2007 [online]. Available at: http://www.abrazpe.org.br [accessed
5 June 2008].
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Assumpo, M.R.P., Alves, A.G. and Robles, L.T. 2009. Implantao de reas
Dedicadas a Regimes Aduaneiros Especiais na Regio Metropolitana da
Baixada Santista: Zonas de Processamento de Exportao e Centro de Logstica
e Indstrias Alfandegadas: Proceedings of XII Semead Entrepreneurship
and Innovation. So Paulo: XII SEMEAD.
Brazilian Federal Senate 2010. Acompanhamento de Matrias Legislativas.
Available
at:
http://www.senado.gov.br/atividade/materia/Detalhes.asp
[accessed 5 September 2010].
Brazilian Federal Revenue Secretariat SRF 2010. Operadores Econmicos
Autorizados [online]. Available at: http://www.receita.fazenda.gov.br/aduana/
OperEconAutorizados/default.htm [accessed 10 September 2010].
Cardoso, F. 2007. Muitas dvidas e poucas certezas. Portos secos: Mudanas na
legislao confundem o mercado. Revista Tecnologistica, 12(138), 7485.
Ciesa, S.A. 2007. Divulgao das Indstrias Alfandegadas [online]. Available
at: http://www.industriasalfandegadas.com.br/noticia.asp?sec=5 [accessed 3
October 2007].
CODESP 2010. Relatrio da Companhia Docas do Estado de So Paulo [online].
Available at: http://www.portodesantos.com/ [accessed 20 August 2010].
Faro, R. and Faro, F. 2007. Curso de Comrcio Exterior. So Paulo: Atlas.
Loureno, M. 2008. Portos Secos: Vantagens [online]. Available at: http://www.
netcomex.com.br [accessed 10 September 2008].
Ricupero, R. and Oliveira, L.V. 2007. A Abertura dos Portos, 1st Edition. So
Paulo: Senac.
Sales, A. and Sousa, V. 2006. Comrcio Exterior: Novas regras geram polmica
nos portos secos. Revista Tecnologstica, 11(132), 4453.
Samen, S. 2010. Export Development, Diversification and Competitiveness: How
Some Developing Countries Got it Right. World Bank Institute Growth and
Crisis Unit. Draft for Comments, March, 10 [online]. Available at: http://blogs.
worldbank.org/growth/Export-Diversification-Competitiveness-Paper-Samen
Uhy Report 2010. Doing Business in Brazil [online]. Available at: http://www.
uhy.com/media/PDFs/doing_business_guides/Doing%20Business%20in%20
Brazil.pdf [accessed 14 September 2010].
WCO 2010. Report 2010 [online]. Available at: http://www.wcoomd.org/sw_
overview.htm [accessed 21 September 2010].
WTO 2004. Brazil Continues to Liberalize: Further Steps would Benefit the
Economy and World Trade. Trade Policy Review. Report by the Secretariat
[online]. Available at: http://www.wto.org/english/tratop_e/tpr_e/tp239_e.htm
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Chapter 13
Potential for Logistics Zones Development:

Chile as a Case Study
Erick Leal Matamala,1 Gabriel Prez Salas and Ricardo J. Snchez
13.1 Introduction
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Although the most developed logistics zones are located in the main global
economies, the maturity of these markets and the increasing integration of
secondary economies into the global logistics and supply chain add a new
geographical perspective to the developments of logistics zones. Both established
and new multinational companies (MNCs) are diversifying their business and
are looking for new partnerships in new geographical markets. At the same time,
global logistics operators (GLOs) are expanding their door-to-door services to
meet with the new geographical scope of global supply chains. In such a scenario
it is valid to hypothesise that typical logistics poles developed in the main global
economies will require a counterpart in emerging economies in order to support
the geographical integration of logistics and manufactures networks. Thus, MNCs
and GLOs are looking for new places and new partners to allocate their production
and distribution activities, generating opportunities for local economies to develop
logistics poles according to their respective realities.2
In line with the previous arguments, certain developments can be considered
as evidence in the South American case. For example, two global port terminal
operators (and inland terminal operators), Hutchinson Port and DP World, have
manifested interest in expanding their operational branches in Ecuador and
Peru respectively. From an infrastructure perspective, local governments have
put emphasis on improving the countries port systems and highway networks.
Furthermore, the national interests in developing the logistics sector have been
supported by transnational initiatives, particularly the South American Regional
Infrastructure Integration Initiative (IIRSA).
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1Corresponding author.
2 At a theoretical level, such a hypothesis is founded on the works of Slack (1990)
and Notteboom and Rodrigue (2008). In the former, Slack identified the phenomenon of
multimodality as the main inductor of the development of inland distribution centres in the
North American market. In the new global context, Notteboom and Rodrigue argue that
logistical integration is the main factor that puts increased pressures on inland development.
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This chapter focuses on the case of Chile. Chilean economy generates the
largest volume of containerised traffic and trades the highest value in international
trade on the West Coast of South America (WCSA): almost three million TEUs and
42 per cent of the total value of international trade on WCSA respectively (World
Trade Organization WTO 2010). At the same time, the Logistics Performance
Index 2010 (LPI, World Bank 2010) ranks the country highest of those on the
West Coast of South America, with a score of 3.09.
Thus, the objective of this chapter is to determine the potential of logistics zone
development in Chile. The authors assume that such a potential can be identified
by observing the site selection of logistics operators. The methodology includes
an econometric model revealing the main variables shaping the decision process
of site selection, and a further cluster analysis is applied to rank the 49 Chilean
provinces in terms of logistics relevance. This methodology is an alternative to
the approaches based on perceptions and operational research models. The results
deliver empirical evidence to existing literature that traditionally focuses on the
main global economies and gives less attention to secondary markets.
The authors state that some of the proxy variables should be replaced in the
future, in order to validate the variables and the measuring methods used in the
chapter due to a lack of primary information (especially referring to the number
of logistical companies, to the public services approached by the Agriculture and
Livestock Service (SAG) Offices, and the working capacity, estimated through the
number of graduates).
13.1.1 Literature Review
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Logistical platforms, distribution centres, logistical zones or logistical

parks are usual denominations for transport infrastructure, which concentrates
national and international cargo flows through one or more transport modes, giving
the opportunity to provide additional services related to transport, distribution and
logistics activities, involving both private and public participation and ensuring the
participation of any company with conditions for competing under the free market
rules (Europlatform 2004). Table 13.1 lists principal authors and articles that have
investigated the development of logistics infrastructure, i.e. the development
potential of logistics zones and the factors determining such potential.
A first and basic approximation to define logistics zones relates to the
development of international hub port infrastructure. In this case, the port itself
can be understood as a logistics zone or cluster. Notteboom (1997) discusses
the role of technology, organisational issues, accessibility and public policy in
relation to a ports capacity to concentrate cargo. Slack (1990), van Klink and
van den Berg (1997) and Mc Calla (1999) demonstrate that the promotion of inter
modal infrastructure is an effective strategy to meet with the status of logistics
platforms. Similarly, Hoffmann (2000) argues that international trade volume,
location, local market size, technological development, scale economies and
freight rates are important variables that do justify such infrastructure. The work of
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Potential for Logistics Zones Development
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De Langen (2002) explains how agglomeration economies are the main inductor
for the development of the maritime cluster in the Netherlands. A more specific
explanation is given by Ducruet (2005) and Ducruet and Lee (2006). They utilise
the concepts of centrality and intermediacy at a global scale to identify port cities
with potential for hub activities. Finally, Tongzon (2007), for a set of international
manufacturing firms, found that incentives for foreign investors, infrastructure
development, domestic economy and political environment, government policy
and political regulation, are the most important factors shaping their decision
regarding location.
Along the same lines of hub development, the hub location problem in the
context of operational research is another branch offering a set of variables
which define the location decisions of firms. Although the literature addresses the
problem from different approaches, it is possible to identify common variables
determining the optimal solution. Rodriguez et al. (2007), Kara and Tansel (2001)
and Campbell (1996), just to mention a few from the long list of articles, include
variables such as: volume, unit cost, distance and number and capacity of hubs.
In the specific case of the port industry, Aversa et al. (2005) found as an optimal
solution for South America the port of Santos in Brazil and as a second best
solution the port of Buenos Aires in Argentina. Following the work of Campbell
(1996), they determined this solution through: costs (port, vessel daily, container,
road transport) nautical and road distance, vessel speed, container flow direction
and economies of scale, among others.
A third point of view of the problem is addressed through the Foreign Direct
Investment (FDI) location determinants. Oum and Park (2004) studied the location
determinants of regional distribution centre in the northeast Asian region. They
found that the most important variables influencing the managers decision to
invest were geo-location, transport linkage and accessibility. At the same time,
market size and growth potential were the second most important ones. Port,
airport and intermodal transport facilities were set at a third level of importance;
while skilled labour force, labour quality and labour peace occupied the last place
of the ranking. Along the same lines, Lu and Yang (2007) evaluated the importance
of market size, cost, infrastructure and political factors with logistical investment
intentions. The findings revealed the importance of the first three factors as the main
drivers of investment intention, with a minor importance in political dimensions.
More specifically, they found that market factors were explained by economic
growth and market size; cost factors by cost of land, labour cost and corporate
tax index; and infrastructure factors by communication systems, skilled labour
force and transport linkage. Furthermore, the lesser importance of the political
factor was explained by political stability, security and efficiency of government
administration.
Finally, Riemien and Grundey (2007) establish an operational hierarchy
that includes three levels of logistical places according to complexity. The first
level considers the concept of warehouse and distribution centres. Usually at this
stage there is only one transport mode (road), and the main function is storage
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(in the case of warehouse) and flow management for the final customer (in the
case of distribution centres). The second level in the hierarchy includes transport
terminals, logistic centres and logistic villages. The main difference with the first
order facilities lies in the transport modes involved and their respective functions.
At this level, two or more transport modes concentrate either transshipment traffic
or cargo, which have big and dense markets as their final destination, giving the
opportunity to offer other related services. The third level consists of logistical
nodes, which are places incorporating a complex network of logistic platforms,
usually in a broad scope facing different markets and their respective needs. An
interesting widening of this hierarchy is given by Leal and Prez (2009). They add
risk, organisational issues and the public sector as important variables to take into
account in the implementation process of this kind of infrastructure.
Additionally, the hierarchy established by Riemien and Grundey (2007)
allows the incorporation of small and remote economies where the role of logistics
platforms may be crucial at regional or local scale. From a methodological point
of view, conceptual development is useful as an initial approach; at the same time,
operational research tools do not consider important aspects such as political
issues or some specific characteristics of human behaviour, even though they are
very useful when rationalising a decisional model. Declared preferred techniques
modelled with psychometric tools (such as Lu and Yang 2007) add evidence based
on what managers say. However, people do not always do what they say, thus, an
important challenge lies in revealing preferred techniques. Furthermore, existing
literature focuses on developed economies, giving less attention to developing
countries, so new methods in incipient markets turn out to be an interesting
challenge in this research line.
The rest of the chapter is organised as follows: Section 13.2 describes the
methodology, Section 13.3 depicts results and discussion; and the conclusion and
suggestions for further research are included in Section 13.4.
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10/4/2012 1:38:01 PM
Lu and Yang (2007)
Port facilities
Public services
Source: Authors
Trade flow direction
Private operators
Traffic volume
Distance
Taxes
Political factors
Cost
Labour market
Intermodality
Airport facilities
Market size (GDP)
Market growth
Maritime accessibility
Leal et al. (2009)
Notteboom and Rodrigue

(2008)
Rodriguez et al. (2007)
Transport (land accessibility)
Tongzon (2007)
Location (endogenous)
Investment intention
(endogenous)
Ducruet and Lee (2006)
Aversa et al (2005)
Ducruet (2005)
Oum and Park (2004)

de Langen (2002)
Table 13.1 Matching authors and variables shaping logistical potential
Kara and Tansel (2001)
Hoffmann (2000)
Mc Calla (1999)
van Klink and

van den Berg (1997)
Campbell (1996)
Zinn (1996)
Notteboom (1996)
Slack (1990)
240
13.2 Methodology
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The research design is depicted in Figure 13.1. Literature review and expert
interviews have been the main sources for defining the kind of information
required. In a second stage, a set of variables representing the problem being
studied have been selected according to the availability of public information
and previous literature review. The study unit has been decided according to two
criteria: information availability and sample size. Concerning specific tools, an
econometric model has been implemented to reveal the structure of the problem
and the relative importance of each variable. Based on this, cluster techniques
have been implemented to reveal the potential for logistic development of each
province.
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Figure 13.1 Research design
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13.2.1 Variables and Study Unit

Table 13.2 depicts a summary of the main variables defining the problem
according to the literature review. The set of variables can be given a preliminary
classification as market/economic variables, labour, infrastructure, location and
public services influencing the potential for logistical development.
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Potential for logistical development The number of companies associated with

the Logistics Association of Chile (ALOG) with operations in each province
is used as a proxy for measuring the potential for logistical development. The
business unit level has been defined as the study unit in order to avoid the problem
of mergers and acquisitions. ALOG includes the most important global, regional
and local logistics operators, including maritime and land transport, freight
forwarders, logistics service providers, infrastructure service providers and port
terminal operators. The companies that are part of ALOG represent around 90 per
cent of the market share in the Chilean market (www.alog.cl).
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Market/economic variables Gross domestic product, export volume and other

relative measures are not available in the National Account System at a provincial
level. Therefore, population density and income data from the CASEN survey will
be used as proxies for this dimension.
Labour variables A strong labour market with availability of skilled labour
force is a key element to reach high degree of productivity. Thus, the numbers of
technicians and professionals who graduated during 2007 are used as two indicators
for labour market development. The data was obtained from the statistics system
of Education Ministry.
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Infrastructure variables In absolute terms, longitude of roads and railway

systems give a first approximation in relation to the availability of transport
infrastructure inside the territory. Additionally, the number of port terminals is
used as a proxy for maritime accessibility. The data set is obtained from Ministry
of Public Works and General Board of Maritime Territory and Merchant Marine
(DIRECTEMAR) respectively.
Location variables The shorter distance to a port or main urban centre implies
good candidacy for regional or local status. Both distances come from official
maps and complemented with Google Earth tools.
Public services Although the literature review includes political stability as an
important variable, the availability of public service related to logistics business is
an additional set of important variables shaping the logistical profile of territory.
The numbers of Customs offices and SAG offices were used as proxies for
availability of public services.
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Table 13.2 Selected variables

Variable Name
Source
Potential for logistics
Number of ALOG operators
Web pages of enterprises

combined with the information
from yellow pages directory
Market
Monetary income Chilean

pesos at 200x
CASEN survey 2006
Market density: population

divided by squared kilometres
of surface of the province
Census 2002
Availability of professional
labour force: number of
professional graduated during
2007
Ministry of education
Labour variables
op
Availability of technical labour

force: number of technicians
graduated during 2007
Longitude of motorway
system in kilometres
Ministry of public works,

Ministry of Transport
Longitude of railway system

in kilometres
State enterprise of railway

(EFE)
Distance to the main export

port in kilometres
Google earth
fC
Infrastructural variables
Location variables
Variable
Distance to the main urban

centre in kilometres
Number of custom offices
Number of SAG offices
oo
Public services variables
Source: Authors
Custom web page

SAG web page
All the previous variables have been calculated at a provincial level;3 the reason
behind this decision lies on data availability and methodological issues. With regard
to the former, data available at Central Bank, as well as INE and DIRECTEMAR,
is only organised at a regional level. And concerning methodological issues,
the reduced number of regions (13) puts several limitations on the statistical
techniques, which require variability and a minimum number of observations to
meet with the assumption of normality and consistency of estimations. Thus, the
province level appears to be the most convenient way to collect the data. Annex 1
depicts the 49 provinces in the study.
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3Chilean territory is politically organized in regions, which account for a number of

provinces whose basic organizational unit is the municipality.
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13.2.2 Modelling the Problem

A first step for modelling the problem concerns an econometric approach in
order to reveal both the statistical significance and the effect of the factors on the
potential of logistics zones for the specific Chilean case. To do that, the variables
described above are introduced in the following specification:
Lg =
+ m1 m1 + m2 m2 + l1 l1 + l2 l2 + f1 f1 + f2 f 2 + f3 f3 + c1 c1 + c2 c2 + p1 p1 + p2 p2 + e (1)
13.3 Results
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Where:
Lg = Number of logistics operator business units in the ALOG association
m1 = Population density; m2 = Income
l1 = Number of professionals graduated from Universities and institutes; l2 =
Number of technicians graduated from Universities and institutes
f1 = Linear kilometres of motorway; f 2 = Linear kilometres of railway; f 3 =
Number of port terminals
c1 = Linear kilometres from the nearest port; c2 = Linear kilometres from
Panama Canal.
p1 = Number of SAG offices and p2 = Number of Customs offices
= constant term; mi , li , fi , ci , pi are parameters of the vectors of
market, labour, infrastructure, cost (location) and public services.
Finally, e represents the variables not included in the specification.
The second stage concerns the application of clustering techniques, namely,
the K-means algorithm upon the resultant variables from the first stage.
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243
13.3.1 Econometric Approach
Model A (Table 13.3) shows a first regression under the ordinary least squares
technique (OLS). Albeit the very high level of fit (R-squared = 0.971), the increased
variance factor (IVF) reveals several problems of collinearity (IVF > 10). To
avoid misinterpretations given by biased coefficients, the model has to be refined.
Specialised literature gives some solutions such as increasing sample size or using
indicators related to one or more variables involved in the problem. According to
the IVF depicted in Table 13.3 (Model A), market and labour variables present
several problems of collinearity. Note that it does not reveal problems of erroneous
specification necessarily; on the contrary, from a theoretical point of view, there
is a very acceptable strong relationship between them. First of all, in a highly
developed market, the probability of finding a skilled labour force should also
be high. And consequently, a skilled labour force would influence the market
development.
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244
Given the previous argument, the proposed solution is to implement an indicator

or a latent variable representing the market development. To implement this
latent variable, factor analysis through principal components analysis is run on the
four observed variables: m1, m2, l1 and l2. The results on Table 13.4 depict only one
Eigen Value greater than 1 (3.914), at 97.84 per cent of extracted variance. The
scores of each province for this factor represent the new variable denoted by mpca,
and the new specification for models B and C in Table 13.3 is given by (2):
Lg =+
m pca m pca + f1 f1 + f2 f 2 + f3 f3 + c1 c1 + c2 c2 + p1 p1 + p2 p2 + e
Where
m pca
(2)
is the newly introduced parameter.
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In Table 13.3, Model B reveals how well the implemented solution works. Every
IVF in Model B shows evidence of very low levels of collinearity. Furthermore,
it is possible to make a first round of basic interpretations. First, it is clear that the
model does not lose fit, R-squared and the statistical significance of the F-value
reveals that total variance is explained by the coefficients. Second, partial analysis
of every coefficient reveals how collinearity affected the first model. The constant
term is now positive and significant; the impact of f3 given by f3 is lower, while
the impact of f2 given by f2 is higher. Although the sign of f does not change,
1
it is notably higher.
At the same time, if the non-significant regressors are eliminated, Model C
reveals the final structure of the problem. Specifically, the highest value of m
and the smallest value of p reveal that market development (mpca) is the most
important determinant of the number of ALOG operators in the Chilean market. The
same parameters indicate that the second most important variable is f3 (number of
port terminals). Concerning the less important variables, the significance of f2
makes it possible to keep this variable despite its low relative value. In addition,
although the p-value of f1 is on the limit, the variable has been kept.
These results are in line with previous literature. Hoffmann (2000), De
Langen (2002) and Lu and Yang (2007) identified market characteristics as
the main determinant of logistic zone development. Actually, the population
density and the greater income in a province generate enough volume of cargo
to gain the advantage of scale and agglomeration economies. Concerning the
labour market, the availability of skilled labour force is crucial to ensure effective
knowledge transference in a context where organizational capabilities take
increasing importance (Leal et al. 2009). According to the specification given in
(2), increments of one point in mpca give incentives for the allocation of fifteen
additional companies.
In the case of number of port terminals, the literature on hub port development
argues that port terminals are indeed inter modal transport nodes, linking maritime
and land transport modes. This implies that port infrastructure attracts a great
volume of cargo flow given the scale economies of maritime mode. Additionally,
port terminal operators depend on other logistic services such as stowing, cargo
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pca
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10/4/2012 1:38:02 PM
0.000
0.013
0.021
0.004
0.009
1.345
0.001
0.000
0.083
0.352
m2
l1
l2
f1
f2
f3
c1
c2
p1
p2
10,608.320
313.802
10,922.122
113.701
0.000
Sum of squared residual
Sum of squared regressors
Sum of total squared
Significance
Source: Authors
0.963
Corrected R-squared
0.768
0.809
0.956
0.495
0.000
0.053
0.734
0.001
0.000
0.249
0.127
0.971
0.012
0.010
0.002
0.025
0.166
0.069
0.013
0.886
1.361
0.244
0.240
R-squared
mpca
0.011
m1
2.01
2.06
1.43
1.70
2.06
1.55
1.79
74.09
118.10
56.06
30.49
Sig. (p-value IVF

0.399
14.817
1.218
0.283
0.002
0.000
0.784
0.013
0.023
2.807
0.982
0.041
0.033
0.014
0.003
0.097
0.094
0.080
Beta
Beta
1.240
Non-standard Standard
coefficient
coefficient
Non-Standard Standard coefficient

coefficient
Model B
Model A
Table 13.3 Results of the econometric approach
0.000
103.245691
10,922.122
504.506108
10,417.616
0.945
0.954
0.000
0.383
0.476
0.731
0.948
0.020
0.018
0.061
1.47
1.83
1.86
1.38
1.64
1.39
1.25
1.48
Sig. (p-value) IVF

0.066
0.000
212.222
10,922.122
538.222425
10,383.900
0.946
0.951
15.052
0.915
0.013
0.023
4.170
0.998
0.113
0.095
0.077
Beta
Non-standard Standard coefficient

coefficient
Model C
0.000
0.002
0.010
0.050
0.000
1.33
1.10
1.11
1.31
Sig. (p-value) IVF
246
13.3.2 Cluster Analysis Approach
op
services, container and other shipping services, which attract the allocation of
other supply chain firms. According to the specification given in (2), for every
additional terminal, the allocation of one additional company is hoped for.
Regarding the less important variables, a first intuitive explanation is drawn
from the works of Slack (1990), Van Klink and van den Berg (1997) and
McCalla (1990). They argue that multimodality given by railway and motorway
development gives an incentive to the hub status and then, the concept of port
cluster. However, the negative sign of f1 challenges such a hypothesis indicating
a different dynamic into the Chilean case. Actually, some important ports account
an increasing importance of certain market segments characterised by big volumes
and a high degree of geographical concentration of production. In this scenario,
motorway loses competitiveness given the importance of scale economies, and
shippers take the advantage of railway. A good example is the forestry sector at the
south of Chile, where 99.9 per cent of paper pulp is transported by railway.
oo
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The K-means algorithm is used under three different configurations, and the
significance of the F-measure is applied to check how well separated the resultant
clusters are. Table 13.5 depicts the significance of the F-measure for every
variable under three different values for K. With K=3 and K=4, significance of
the F-measure improves about K=2. For K=4, the separation among clusters is
better, mainly for motorway and port terminals, while the improvement for
railway is only up to K=3.
Table 13.4 Factor analysis for the market development variable
Variables
Initial
Extracted
m1
1.000
0.964
m2
1.000
0.985
l1
1.000
0.989
l2
1.000
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0.976
Eigen Value
3.914
% variance
97.839
Source: Authors
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Table 13.5
Statistical significance of distances
Variable
K means
M1
Significance of F at K=2 Significance of F at K=3 Significance of F at K=4

0.000
0.000
0.000
M2
0.000
0.000
0.000
L1
0.000
0.000
0.000
L2
0.000
0.000
0.000
F1
0.005
0.004
0.001
F2
0.337
0.176
0.238
F3
0.571
0.038
0.013
Lg
0.000
0.000
0.000
op
Source: Authors
fC
Panel A in Table 13.6 depicts the characteristics of every cluster for K=3 and
K=4, while Panel B shows cluster membership for provinces. The result in cluster
one is consistent with an econometric approach, the market development variable
being the only one capable of explaining such potential, as in fact there are no
terminals or railways inside it. The results in cluster two reveal the importance of
port terminal infrastructure, as for K=3 it appears with an average of three port
terminals against zero in cluster one. At the same time, if K=4 the configuration
is clearer than before. Cluster two shows an average of four terminals against
only one terminal for cluster three and four. In the case of cluster three, railway
infrastructure plays an important role against a weak participation of market and
port variables; in fact, when K=4, cluster three is calculated with an additional
infrastructure of 56 per cent over cluster two, while the difference in motorway is
almost zero. This last result is consistent with the low significance of the motorway
parameter in the econometric approach, whose p-value was on the limit (0.05).
Concerning the specific cases eliminated from cluster two when K=4, such status
changes mainly because of weak development in population and income, although
the specific case of Antofagasta deserves special attention. Indeed, Antofagasta
included 17 ALOG operators, similar to Concepcin, and additionally accounts for
four port terminals, similar to Valparaso. The reason behind its elimination from
cluster two lies in the importance of market development, where this province
presents a weak ranking on both population density and income.
Finally, if K=4 is taken as the definitive configuration, Panel B in Table
13.6 shows that Santiago is the province with highest potential for logistic zone
development with 101 ALOG operators. It is followed by Valparaso, Cordillera
and Concepcin in cluster two, with an average of 14 ALOG operators. Clusters
three and four show a weak potential, with five and two ALOG operators on
average, respectively. These results show again the great importance of the
market development variable. Indeed, Santiago has no port infrastructure and
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Cordillera is classified jointly with Valparaso and Concepcin, coastal provinces

with a high development in port infrastructure.
The previous results may be interpreted in the light of both the theoretical
aspect given by the previous literature review and the current situation of Chilean
market. In the former, market development is clearly the most important
variable and it explains why Santiago and Cordillera are classified in cluster one
and two respectively, even when they do not have multimodal infrastructure. At
the same time, logistics zone development has been mainly associated with coastal
location where port infrastructure takes a relevant role. In this way, Valparaso and
Concepcin in cluster two appear as consistent results. Finally, inland location
for logistics zone development is sustained mainly on the existence of railway
or inland navigation channels, and this argument is consistent with the results
in cluster three, where the most of the provinces are inland ones with relevant
levels of railway infrastructure. Here, it is important to mention that the Chilean
government withdrew its subsidies in 1979 and the private participation started
only in 1995, which mean 15 years of losing competitiveness compared with other
modal choices such as motorway.
Along the same line, the statuses of Valparaso and Concepcin have been
favoured with an aggressive policy of global integration where port privatisation
has been a fundamental base (Law no. 19.542, implemented in 1998). Although
it provides some limitations to avoid monopolistic behaviour, this Law allows the
mono-operation of public terminals giving to private firms the conditions to reach
scale economies and high levels of productivity (See Doerr and Snchez 2006).
At the same time, maritime concessions have not been restricted to private port
operators, allowing the birth of important private port companies, related mainly
to the forestry and mining sectors, for example, Port of Lirqun, Port of Coronel,
and a later concession at the Concepcin bay: The port of Los Reyes.
Table 13.6
Clustering results
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Panel A: Means for

K=k
Means for each cluster at K=3

1
2
3
Ingreso CASEN $MM
Means for each cluster at K=4

2
3
4
4.760.000
462.000
92.498
4.760.000
571.000
236.462
Pop density
2.299
135
37
2.299
231
80
20
Labour Technic
4.353
471
45
4.353
733
117
31
10.996
981
89
10.996
1.525
294
38
187
75
39
187
78
72
29
176
99
100
156
90
101
11
101
14
Labour Prof
Terminals
Km motorway
Km railway
ALOG
Panel B: Cluster membership of provinces
AntofaSantiago gasta
Iquique
ValSantiago paraso
Arica
58.434
Iquique
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Valparaso Arica
AntofaCordillera gasta
Cordillera Putre
Concepcin
Cachapoal Calama
Parinacota
El Elqui
El Loa
Maipo
Tocopilla
Concepcin
Tocopilla
Talagante Chaaral
Cautn
Chaaral
Cachapoal Copiap
Curico
Huasco
Vallenar
Talca
Limar
uble
Choapa
Biobo
Cautn
Valdivia
Tierra del
fuego
Llanquihue
Tierra del
fuego
op
Source: Authors
Copiap
fC
An important finding for the specific Chilean case is related to the specific role
that logistics platforms take in the whole logistics chain. Coastal zones support
logistics activities related to the port and maritime segment such as warehousing,
container maintenance and public services related to customs and public health.
At the same time, inland zones with high levels of market development indicate
a potential for services related to the shipper, this means, cargo and managerial
services, such as cargo consolidation, warehousing, packaging, transport and
information technology services.
13.4 Conclusions
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249
The establishment of a global supply chain imposes to emerging economies the

urgent need for improvements in logistics in order to ensure an efficient access to
the global market. This is particularly important for emerging economies which
are away from the principal international trade destinations.
For the specific case of Chile and as opposed to previous studies, this chapter
developed a methodology with two sources of added value. First, it is based on
the assumption of revealed preferences, avoiding bias through the observation of
the real decision process. Second, the validation of the main variables through
econometric techniques allows a solid implementation of the K-means algorithm
which, in turn, reveals the specific situation in Chile. Previous studies have been
supported only by literature review.
Consistent with previous studies, the econometric model revealed that
economic and market characteristics, labour market development, port and
railway infrastructure are the main variables shaping the potential for logistic zone
development in Chile.
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At the same time, cluster analysis revealed that the logistics platform in the
Chilean market met two differentiated roles: coastal zones supporting port and
maritime activities, and inland zones, with a focus on services related to shippers.
At the top of the hierarchy is Santiago, which accommodates 101 ALOG
operators whose main focus is on shipper needs. It is followed by two coastal
zones, Valparaso and Concepcin, with a strong local market base and very
good availability of port terminals and railway. Additionally, this status includes
Cordillera, a province whose potential is based mainly on market development.
In relation to public policy issues, the role of port terminals influencing the
location decision of logistic operators reveals a successful implementation of Law
no. 19.542. The main purpose of this Law was to modernise the port industry
through an active participation of the private sector. At the same time, the lack
of incentives for railway development would be analysed in order to verify if
they are imposing additional logistic cost not only for logistic operators, but also
for shippers and even to society through the high externalities associated with
motorway development.
Finally, the main shortcomings of the study are related to methodological
issues. The first area for improvement concerns the data utilised. The approach
does not include cost data, congestion, service time, travel time, land prices, rates
and airport infrastructure. Additionally, the utilisation of the number of logistics
operators (by the number of ALOG members) as an endogenous variable presents
some limitations against other approaches such as business volume or profits,
which are not available.
Another important limitation of the study is related to the impact of other
provinces on the decisions regarding processes of location. This problem is
recognised in the literature as spatial autocorrelation which is treated under the
branch of spatial econometrics. Routines to make diagnosis and solve these
problems can be found in specialised packages such as GeoDa and MATLAB.
Further studies have to take into account the previous shortcomings in order to
reach better results.
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13.5 References
Arvis, J.F., Mustra, M.A., Ojala, L., Shepherd, B. and Saslavsky, D. 2010.
Connecting to Compete 2010: Trade Logistics in the Global Economy. The
Logistics Performance Index and Its Indicators. World Bank.
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252
Province
Cardenal
Caro
Cachapoal
Colchagua
Curico
Talca
Cauquenes
Linares
1 13.6 Annex 1: Regions, Provinces and Province Capitals

2
Capital
Province
Region
Capital
3 Region
4 I
Iquique
Iquique
VI
Pichilemu
5
6
Arica
Arica
Rancagua
7
Putre
Parinacota
San
8
Fernando
9 II
Antofagasta
Antofagasta
VII
Curico
10
Calama
El Loa
Talca
11
Tocopilla
Tocopilla
Cauquenes
12
III
Chaaral
Chaaral
Linares
13
Copiapo
Copiapo
VIII
Chillan
14
15
Vallenar
Huasco
Concepcin
16 IV
Coquimbo
El Elqui
Lebu
17
Ovalle
Limari
Los Angeles
18
Illapel
Choapa
IX
Angol
19
V
Valparaiso
Valparaiso
Temuco
20
Los Andes
Los Andes
X
Valdivia
21
22
La Ligua
Petorca
Osorno
23
Quillota
Quillota
Puerto Montt
24
San Antonio
San Antonio
Castro
25
San Felipe
San Felipe de
Chaitn
26
Aconcagua
27
Metropolitan Colina
Chacabuco
XI
Puerto Aysn
28
Region
Santiago
Santiago
Coyhaique
29
Puente Alto
Cordillera
Chile Chico
30
31
San Bernardo Maipo
Cochrane
32
33
Melipilla
Melipilla
XII
Puerto
Natales
34
35
Talagante
Talagante
Punta Arenas
36
Porvenir
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uble
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Concepcin
Arauco
Bo Bo
Malleco
Cautn
Valdivia
Osorno
Llanquihue
Chilo
Palena
Aysn
Coyhaique
General
Carrera
Capitn Prat
Ultima
Esperanza
Magallanes
Tierra del
Fuego
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10/4/2012 1:38:03 PM

Dry Ports - A Global Perspective

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Dry Ports A Global Perspective

Dry Ports A Global Perspective.indb 1

Dry Ports A Global Perspective

Challenges and Developments in Serving Hinterlands

Dry Ports A Global Perspective.indb 3

Rickard Bergqvist, Gordon Wilmsmeier and Kevin Cullinane 2012

British Library Cataloguing in Publication Data

Library of Congress Cataloging-in-Publication Data

ISBN 9781409444244 (hbk)

Printed and bound in Great Britain by the

Dry Ports A Global Perspective.indb 4

1 Introduction: A Global Perspective on Dry Ports

Hinterland Transport in Sweden:

Port Community Systems in Maritime and Rail

5 Integrating Ports and Hinterlands:

Dry Ports A Global Perspective.indb 5

Dry Ports and Trade Logistics in Africa

Dry Ports A Global Perspective

Part III Asia

Price versus Quality or Quality versus Price at

Part IV The Americas

9 The Construction of Seamless Supply Chain Networks:

11 Intermodal Freight Corridor Development in The

10 Observations on the Potential for Dry Port Terminal

12 Implementing Dedicated Areas for Foreign Trade in

Dry Ports A Global Perspective.indb 6

Potential for Logistics Zones Development:

2.1 Transport performance by rail-based intermodal

6.1 Logistics Performance Index, 2010

Dry Ports A Global Perspective.indb 7

Dry Ports A Global Perspective

6.3 Chirundu border post crossing times, Zimbabwe into

8.1 Relationship of Tangible cost and intangible cost

10.1 Total US containerised trade activity in Twenty-foot

Dry Ports A Global Perspective.indb 8

Picture of double stock Container-On-Flat Car

12.1 Brazil: Santos Port location

13.1 Research design

Dry Ports A Global Perspective.indb 9

Dry port advantages and disadvantages

4.1 SMDG standard messages for maritime container

6.1 Characteristics of selected dry ports in Sub-Saharan Africa 98

8.1 Minimum wage scale in India

7.1 Containers handled at Indian ports, 200001 to 200910

GDP of central regions in 2009

10.1 Elements that may be involved in a dry port operation

Dry Ports A Global Perspective.indb 11

Dry Ports A Global Perspective

11.1 Top ten US container ports in 2009

13.1 Matching authors and variables shaping logistical

Dry Ports A Global Perspective.indb 12

Rickard Bergqvist,,PhD, is assistant professor in Logistics and Transport

Zheng Chan, is a PhD studentfin Transportation Management Colleg, at

Dry Ports A Global Perspective.indb 13

ISBN 9781409444244 (hbk)

Dry Ports and Trade Logistics in Africa

6.1 Logistics Performance Index, 2010

8.1 Relationship of Tangible cost and intangible cost

12.1 Brazil: Santos Port location

13.1 Research design

Dry port advantages and disadvantages

6.1 Characteristics of selected dry ports in Sub-Saharan Africa 98

8.1 Minimum wage scale in India

7.1 Containers handled at Indian ports, 200001 to 200910

GDP of central regions in 2009

10.1 Elements that may be involved in a dry port operation

11.1 Top ten US container ports in 2009