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Successful dry port operation requires a collaborative effort among the various stakeholders, including seaport authorities and seaport terminal operators, dry port operators, transport providers and shippers. Although these stakeholders operate independently and pursue their own objectives, collectively their activities can influence the overall network. The purpose of this research is to explore how such stakeholder activities affect the network, particularly through the lens of coopetition, which is an overlooked type of cooperation in the research on dry ports. Coopetition is a process whereby stakeholders collaborate horizontally with competitors in order to increase opportunities for all. The research in this paper is based on a case study methodology and identifies six coopetition activities which together address two objectives: improving resource utilization and navigating market dynamics. Resource utilization is improved by obtaining economies of scale and allowing short-term planning by rail asset sharing, as well as reducing costs by balancing flows and optimising empty container logistics. The overall market dynamics are improved by increasing awareness through joint marketing and lobbying, increasing volume in the network and system flexibility by optimising train schedules, and increasing capacity and quality of railway infrastructure via joint lobbying for infrastructure investment. Rail operators were found to be the stakeholder group most active in coopetition, while shippers faced internal management barriers to working with competitors.

Intended to serve as a textbook for courses in Logistics and Transport Economics at the University of Goteborg, this comprehensive overview of intermodal freight transport brings together contributions from across [...]

Battery-electric heavy-duty trucks (BEHDTs) offer significant carbon savings compared to diesel trucks, yet they pose certain challenges with regard to their range and charging needs. As the takeup is extremely low, representing around 1% of new sales, the motivation of this paper is to investigate how this takeup can be accelerated. The research gap analysed is to explore the potential for BEHDTs for pre- and post-haulage (PPH) of containers to and from an intermodal terminal, as the relatively short distances and regular returns to a central location may be well suited to ameliorate the challenges of BEHDTs.

The UK Transport Act 2000 made a number of reforms, requiring all local transport authorities in England, outside of London, to produce a local transport plan (LTP). A separate annual delivery report was also required to show how the LTP was progressing, however this system of close monitoring was abandoned in 2008. This paper analyses and compares the LTP 2001–2006 and the LTP Delivery Report for three UK cities in order to obtain an insight into the importance of reporting in the implementation of local transport policy. Analysis of why some policies were not implemented successfully is based on the application of a new hybrid theory of policy implementation combining top-down and bottom-up perspectives. Findings reveal that the reporting process in the three case cities misses some key information which limits the ability of local authorities to monitor their policy implementation. Moreover, applying the hybrid theory reveals that even in cases of good reporting, some important elements needed to evaluate the implementation of transport policy are lacking. The paper provides recommendations for effective implementation and better decision making that will aid local authority staff.

This paper explores the use of dry ports as a tool of both inter-port competition and potential co-opetition. The case examined is of hinterland access to central Europe by Adriatic ports, an area that is mostly served by North European ports despite a much shorter sailing distance from Asian to Adriatic ports. A port choice model based on preference rates is presented to determine the trade-off between subjective port choice preference and transport distance using linear programming and analytic hierarchy process. The model investigates the gap between truly captive and competitive hinterland. Results suggest that individual dry ports established by individual Adriatic ports make only a small difference but a combined dry port could enable them to capture some of the hinterland from Northern ports, not only by reducing transport costs but also by improving the PR due to the provision of better access and facilities.

This paper applies the marketing strategy literature to the four phases of the intermodal terminal life cycle (ITLC) to identify the appropriate competitive strategy to be undertaken at each phase, based on fluctuating markets and competitor behaviour. Not only can applying the correct strategy at each phase help to obtain a competitive advantage, but anticipating future strategies in advance can underpin the success of current strategies and ensure that both public and private stakeholders are prepared for future challenges.

The UK's highly privatised port system means that, while many of the issues in the port governance literature relevant to port concessions do not arise here, the respective roles of harbour authorities and port operators continue to be questioned. The concern in the UK is whose role it should be to monitor the capacity and service quality of the port sector, including how to govern the ways in which the different classes of port stakeholder interact.

Some of the biggest challenges for intermodal transport competitiveness are the extra handling costs and pre- and post-haulage costs. This paper investigates the use of intermodal high capacity transport (IHCT) for the intermodal transport chain in general and pre-and post-haulage in particular. The aim is not only to measure the cost reductions from using larger vehicles but to understand how better management of inbound flows through increased integration of logistics processes can increase the efficiency of the last mile. The paper analyses the haulage of two 40-foot containers simultaneously when part of an intermodal transport chain. Data were collected from a demonstration project in Sweden, where permission was obtained to use longer vehicles on an approved route to and from the nearest intermodal terminal. Results indicate substantial cost savings from using longer vehicles for pre- and post-haulage. In addition, the business model whereby the shipper purchased their own chassis and permission was obtained to access the terminal after hours for collecting pre-loaded chassis brought additional cost and planning benefits. The total cost saving was significant and potentially eliminates the cost deficit associated with the last mile.

Tendering procedures for concession of port terminals to private operators have been the subject of considerable interest during the last decade. As a consequence, keys to effective port governance, particularly the landlord model, are fairly well understood, even standardised to some degree. By contrast, intermodal terminal contracts have been found to be quite varied, with little standardisation of procedures, requirements, risks, incentives or contracts even within a single country.

This paper examines the spatial and institutional characteristics of inland port development in Latin America, through an analysis of a detailed case study of the port of Veracruz in Mexico. It explores the spatial distribution of seaports and inland ports as well as the issues of customs clearance, rail regulation, cargo security and land acquisition, before discussing conflicting models of development depending on the priorities of inland and port actors. A supplementary aim of the paper is thus to develop a conceptual model of directional development in a geographical context of an emerging economy which traditionally has suffered from the absence of integrated policy frameworks for transport and logistics, leading to a lack of infrastructure investment and several constraints on hinterland accessibility.

While large dry ports with high throughput are more likely to have onsite rail access, the question is more difficult for small and medium sites, which may not have sufficient throughput for rail viability. Thus whether a new dry port development should be located with or without direct rail access is a major concern at the proposal stage. This challenge is a current concern in many developing countries experiencing a surge in dry port demand. The aim of this paper is to develop a model that can identify at what level of demand the onsite configuration becomes the better option.

The poem “Plotting a Life Through a Box Room" by Jason Monios is presented. First Line: The unexamined life is not worth living. Last Line: “I was looking for the wine, you fool!"