Determinants of the competitive position of Dutch seaports
|
|
- Ira Quinn
- 6 years ago
- Views:
Transcription
1 Ministerie van Verkeer en Waterstaat Determinants of the competitive position of Dutch seaports 26 April 2007
2 Ministerie van Verkeer en Waterstaat Determinants of the competitive position of Dutch seaports 26 April 2007
3 Colophon Edited by Transport Research Centre (AVV), Dutch Ministry of Transport, Public Works and Water Management Information: Phone: +31(0) Fax: +31(0) Executed by Claudine van der Sluijs Consultant of the Economics and Freight Transport Section Lay-out: Date: 26 April 2007 State: Draft - confidential Number: 1 3 Determinants of the competitive position of Dutch seaports
4 Contents Preview 3 Abstract 3 1. Reason Structure of the research The Dutch seaports The Dutch economy and seaports How to read this paper 3 2. Literature study Seaport functions and policy Scope and definition: what is competition between ports? Competition between port clusters Competition between ports Science and determinants of the competitive position of a seaport Determinants of competition Main port of cargo throughput Place of business for industries and services Conclusions 3 3. Methodology of follow-up research Objective of the empirical research Scope General approach Phasing Sending questionnaire Interviews with port users Strategy of seaport authorities Experts session 3 4. What are we working to achieve? 3 Appendix A Literature list 3 4 Determinants of the competitive position of Dutch seaports
5 Preview The submitted abstract of October 2006 assumes a paper concerning the results of empirical research into which determinants are important for the competitive position of Dutch seaports. Policy-related developments resulted in a delay in the execution of this empirical research. The subject paper will address the results of the literature study and the methodology employed for the empirical research. The latter is currently being executed and will be concluded at the end of June 2007, therefore during the Young Researchers Seminar more in-depth information can be given about the preliminary results of the empirical research. 5 Determinants of the competitive position of Dutch seaports
6 Abstract The Dutch Ministry of Transport, Public Works and Water Management (in short the Ministry of Transport) asked the Transport Research Centre (AVV) to research the way in which, and the level at which their seaport policy contributes to improving the competitive position of the Dutch Seaports. An overall definition of the competitive position of ports doesn t exist. The determinants that define the competitive position depend on the function of the seaport (place of business for industry and services or main port of cargo throughput) and the commodity (containers, dry bulk, liquid bulk). In addition, the competitiveness of seaports can be determined on different levels, namely: Different ranges of seaports (Northwest Europe and Southern Europe); Seaports within a range in different countries (The Hamburg-Le Havre range); Seaports within a range in one country; Inside a seaport. The Ministry of Transport is in the first place competent to establish the development of the main port function. Within this function, the literature describes several determinants of the competitiveness of ports: Maritime: location (geographical), accessibility from the sea Seaport: transit costs, infrastructure (wharfs, cranes), port services, quality of labour and labour organisation/regulation, customs and inspection, fiscal aspects and legislation, maintenance, environment and port policy; Hinterland: Infrastructure, Transport services intermodal connections, Accessibility Other: Irrational, ICT infrastructure This contribution proposes a link between the theoretical determinants and the way seaport users choose a seaport. Through interviews with users of the Dutch seaports (shipowners and shippers) and with the Dutch port authorities, the study will determine the importance of each determinant. Hereby a ranging of the determinants will be one of the possible results. The interviews can also give other determinants that are important for users when choosing a seaport, such as trends and developments in the world economy. Based on the results of this empirical research, an evaluation is made that will allow the Ministry of Transport to influence the competitive position of the Dutch seaports within the sphere of influence of the Ministry. For instance, if the results show that the labour market, or the exchange rate of the dollar, is an important determinant, the Dutch Ministry of Transport isn t able to influence the development of this aspect. 6 Determinants of the competitive position of Dutch seaports
7 1. Reason On 2 November 2004, the Dutch Minister of Transport, Public Works and Water Management submitted the memorandum entitled Zeehavens: ankers van de economie - Seaports: anchors of the economy 1 to the Second Chamber. This memorandum describes the seaport policy for , and works out in further detail the 'Nota Mobiliteit - Mobility Memorandum'. The chosen seaport policy focuses on maintaining and reinforcing the robust competitive position of the Dutch seaports in the international interplay of forces. The policy searches to strengthen the position within the area bounded by the environment, the living environment and safety. The policy addresses three main themes: Market operation: improving the market conditions for port-related companies; Preconditions: regulating and promoting the safety and quality of the living environment; Capacity: maintaining and improving the accessibility of the seaports and realising physical room for growth. The seaport policy formulates a large number of policy actions for its execution, one of which is the reason for this research: To develop and maintain a set of policy indicators for the improvement of the international competitive position of the Dutch seaports. The objective of this policy action is: To measure the international competitive position of the Dutch seaports; To measure the effectiveness and efficiency of the seaport policy employed. The Ministry of Transport implements the seaport policy in cooperation with other ministries (Agriculture, Nature and Fisheries, Economic Affairs and Public Housing, Spatial Planning and the Environment), local authorities, the 'Nationale Havenraad - National Harbour Council', port authorities and other involved parties. 1.1 Structure of the research For the execution of the above-mentioned policy action, the Directorate General of Transport and Aviation (DGTL) expressed the need to 1 Zeehavens: ankers van de economie - Seaports: anchors of the economy. Nationaal zeehavenbeleid National seaport policy Ministry of Transport, Public Works and Water Management; November Determinants of the competitive position of Dutch seaports
8 obtain more insight into the manner in which, and to what degree, the current policy of the Ministry of Transport, as formulated in the 'Nota Zeehavens (NoZe) - Seaport Memorandum', contributes to improving the competitive position of the Dutch seaports. AVV has been requested to perform the research. The objective of the research is: To provide more insight into the manner in which and to what degree the current policy of the Ministry of Transport as formulated in the Seaport Memorandum contributes to improving the competitive position of the Dutch seaports. The research consists of two main research phases: 1. Literature study and desk research: A. Determinants of the competitive position of Dutch seaports an inventory of the determinants that form the basis of the competitive position. B. Policy measures form the Seaport Policy to improve the competitive position of Dutch seaports an overview of the intended and executed policy measures (Seaport Policy) tot improve the competitive position. C. Connection between policy measures from the Seaport Policy (B) and the determinants of the competitive position of Dutch seaports (A) 2. Empirical research: through interviews with users of seaports (ship owners and major shippers), with port authorities and with experts, policy makers the relative contribution of the policy of the Ministry of Tranport to the improvement of the competitive position of the Dutch seaports until 2010 will examined. o The effect of the policy measures on the separate determinants of the competitive position of seaports o Qualitative estimate of the contribution that the policy of the Ministry of Transport makes (for each separate determinant), compared to the significance of, for instance, (autonomous) developments, the behaviour of private market participants and policy measures taken by other authorities. o The weighting of the importance of the separate determinants on the competitive position of a seaport (qualitative). The research is intended as exploratory research in which initially the existing literature and knowledge present within the Ministry of Transport is examined. The theoretical framework that has been drawn up is then translated into the Dutch situation of the seaports. The vision of the seaport users and authorities is important if one is to gain more insight into the manner in which, and the degree to which, the seaport policy can contribute to improving the competitive position of Dutch seaports. This test is an exploratory test in which the aim is to 8 Determinants of the competitive position of Dutch seaports
9 obtain a balanced representation of the various actors. Chapter 3 addresses this in more detail. The result of phases B and C of the literature study and desk research are not presented in this paper. The considerations taken to not present the results of Phases B and C are related to confidentiality. For now, the results are for internal use within the Ministry of Transport. 1.2 The Dutch seaports The Dutch seaports have an important role in the international freight transport networks, due to their position with respect to the economic centres in Europe and the infrastructural access to the ports. The Netherlands has 18 ports, distributed over 4 seaport regions: Table 1.1 Dutch seaport regions Seaport regions Seaports 1 Rijn- en Maasmond Rotterdam Schiedam Vlaardingen Maassluis Other Rijnmond Moerdijk Scheveningen Drechtsteden 2 Scheldebekken Vlissingen Terneuzen 3 Northern seaports Delfzijl Eemshaven Harlingen Den Helder 4 Noordzeekanaal (North Sea Canal) area Amsterdam Beverwijk Velsen/IJmuiden Zaanstad 9 Determinants of the competitive position of Dutch seaports
10 Figure 1.1 Map of Dutch seaport regions The Dutch economy and seaports The Dutch seaports are of major importance for the Dutch economy. Therefore, the Dutch government has chosen to strengthen the role that the Dutch seaports fulfil in the national economy. Annually, the economic significance of the Dutch seaports is mapped out by means of the 'Havenmonitor - Harbour Monitor' 2, on the order of the Ministry of Transport. In 2004 and 2005, the Dutch seaport regions performed better than the entire Dutch economy in terms of labour and added value. In 2005, the seaport regions showed a trend in the growth of added value of 5.9%, compared to 1.5% for the entire economy. In addition, the Dutch seaport regions show a more than average growth in productivity. 3 2 Economic significance of Dutch seaports. Main report: 'Havenmonitor - Harbour Monitor' Buck Consultants International and RebelGroup, on the order of the Ministry of Transport, Public Works and Water Management. December Economic significance of Dutch seaports. Main report: 'Havenmonitor - Harbour Monitor' Buck Consultants International and RebelGroup, on the order of the Ministry of Transport, Public Works and Water Management. December Determinants of the competitive position of Dutch seaports
11 In 2005, the Dutch seaport regions were responsible for 4.2% of the Gross National Product (based on 2002 prices). The direct added value that was realised by the Dutch seaport economy amounted to EUR 20.3 million in The seaport regions provide 1.7% of the entire employment in the Netherlands Table 1.2 Development of direct seaport-related employment and added value, per sector (index 2002=100) 4 Main sector and subsector Employment (index 2002=100) Added value (index 2002=100) Transport Seagoing shipping Inland shipping Road transport Rail transport Pipelines Transport-related service provision Transhipment / storage Industry Food industry Petrochemical industry Chemical industry Base metal and metal products industry Equipment for the transport industry Electricity production Other Wholesale business Business and non-business service provision Total Table 1.2 shows the development of the direct seaport-related employment and added value, per sector in Direct employment in the seaport regions drops in this period. However, the direct added value grows in the same period, which indicates a strong growth of added value per position. 4 Economic significance of Dutch seaports. Main report: 'Havenmonitor - Harbour Monitor' Buck Consultants International and RebelGroup, on the order of the Ministry of Transport, Public Works and Water Management. December Determinants of the competitive position of Dutch seaports
12 1.3 How to read this paper This paper addresses the results of Phase 1A Inventory of the determinants of the competitive position of the Dutch seaports. In addition, it contains an explanation of the method used in the last research phase, Phase 2, which is an empirical test of the results of Phases 1A through 1C. Chapter 2 gives an overview of the results of the literature study into the determinants of the competitive position. The method employed in research Phase 2 is the subject of Chapter 3. Chapter 4 gives a preview of the expected results, the first of which can be presented during the Young Researchers Seminar. 12 Determinants of the competitive position of Dutch seaports
13 2. Literature study During the literature study, research was done into the determinants used by the scientific community that determine the competition between ports. Before addressing in more detail the choice of these determinants, we briefly address the various dimensions of the competition between ports. 2.1 Seaport functions and policy The Seaport Memorandum makes a distinction between two seaport functions: Main port of cargo throughput; Place of business for industries and services. A translation of the figures in table 1.2 shows considering the added value growth a positive evolution for the function place of business. Employment is decreasing for both functions Table 2.1 Development of direct seaport-related employment and added value, per sector (index 2002=100) 5 Main sector and subsector Employment (index 2002 = 100 Added value (index 2002=100) Main port of cargo throughput Place of business Total The Ministry of Transport appears to have (direct) points at which it can act to improve the main port of cargo throughput function of the Dutch seaports. The research will not be limited to just those determinants that fall under the authority of the Ministry of Transport, so related to the throughput-function of the seaport. The current seaport policy is implemented by several parties, like other ministries and local authorities. The distinction made between the two functions is confirmed by the literature and will be used further in this chapter. 5 Economic significance of Dutch seaports. Main report: 'Havenmonitor - Harbour Monitor' Buck Consultants International and RebelGroup, on the order of the Ministry of Transport, Public Works and Water Management. December Determinants of the competitive position of Dutch seaports
14 2.2 Scope and definition: what is competition between ports? An overall definition of the competitive position of a seaport does not exist. Dependent on the function (place of business or main port of cargo throughput) of a seaport that is being examined and the market segment (containers, general cargo or chemicals), there are different determinants on which the competitive position is based and/or these determinants have a different meaning. Welters and De Langen (2002) make a distinction between competition between port clusters and ports and find that, also here, different determinants form the basis of the competitive position. Other opinions and theories are presented in the summary below: Competition between port clusters The competition between port clusters mainly concerns the attractiveness of the place of business function and the ability to attract investment to a region. A port cluster often also competes with locations outside of the port. As an illustration: Chemical companies for instance choose between investing in Rotterdam, Antwerp or the Ruhr area, areas where clusters of chemical activities are already present Table 2.2 The most important determinants in the competition between port clusters (Welters, De Langen, 2002) Activity Determinant Transhipment Location Quality of the hinterland infrastructure Transport Availability of affordable labour Good transport infrastructure Logistics / distribution Acceptable land prices Central location with regard to customers Production / industry Well-trained labour A stable and reliable environment Trading / service economy Urban business centre Good information infrastructure This table leaves no room for doubt about the diversity of the determinants that play a role in the competition for investment in a port cluster. After all, a different determinant applies for every cluster. To be competitive in every area of activity, several conditions for place of business must be met Competition between ports In the competition between ports, the focus is on the main port of cargo throughput function of a port and the handling and attracting of cargo within a port. Two particularizations are important here. In the first place, the competition between ports occurs in different segments, 14 Determinants of the competitive position of Dutch seaports
15 such as containers, general cargo, dry bulk and liquid bulk. Each of these markets has its own dynamics, in which different determinants determine the competitive position: Table 2.3 Important determinants for the various segments in the port Activity Containers Bulk Other general cargo Determinant quality / reliability of service provision Speed of transit and efficiency of hinterland connections draught hinterland connections opening hours (24/7) labour costs A second particularization is that of the geographical scale of the competition between ports. Here a distinction can be made into four levels of competition (table 2.4). In the first three levels of competition, external competition between ports is concerned. The fourth level relates to internal competition within a port. According to cluster economist Porter (1980), the level of the internal port competition (4) is the most important determinant for the competitive strength of a port cluster. Empirical research has shown that internal port competition is also important for ports where the chance of a strong competitive position with respect to other ports (external competition) is concerned. The degree to which a port is confronted both internally (between companies providing the same services / products within a port) and externally (internationally, between various ports) with competition, in part determines the competitive capacity of a port. On the basis of a monopoly position, so where there is no internal competition, companies / ports can make "unseemly surplus profits". As a result there is the chance that it becomes weaker, after all, the monopoly does not promote innovation and optimisation, as there is no stimulus provided by competitors. As soon as alternatives (competition) appear, the port is incapable of offering competitive products / services and its position is endangered. (BCI, 2006) 6 'Zeehavens in Europees perspectief - Seaports in a European perspective' (KPMG, 2003). On the order of DGTL. 15 Determinants of the competitive position of Dutch seaports
16 Table 2.4 The most important determinants in the competition between ports (Welters, De Langen, 2002) Competition level Determinant 1. Port ranges Size of hinterland Quality of infrastructure axes 2. Ports in a range, in National regulations and enforcement Quality and pricing of hinterland infrastructure various countries. 3. Ports in a range, in the Quality of hinterland connections Local freight-generating capacity same country. 4. Internal competition in a port Quality of service provision Efficiency, flexibility and price Science and determinants of the competitive position of a seaport In addition to Welters and De Langen, there are many more scientists who have ideas in response to the question of what are the most important determinants for the international competitive position of a seaport: Goss (1990) and Heaver (1995) state that the international harmonisation of port policy and the local autonomy of port authorities, in which there is a reduction in the role played by central government, have promoted competition between ports. Coeck e.a ( (1997) state that competition between ports can hardly ever be defined for the port as a whole. The competitive position of a port is determined by a combination of the competitive position in relation to the various goods flows, such as general cargo, containers, dry bulk, liquid bulk and roll on roll off. Slack (1994) and Fleming (1989) observe that seaports specialised in the container segment are currently facing intense competition. Hayuth and Fleming (1994) state that the geographic location is the key to explaining the competitive position of a seaport. Miyajimi and Kwak (1989) suggest that containerisation is one of the most important exogenous determinants for the changing competitive relationships between seaports. The increase in scale of container ships and the need for faster turn-around times will, according to Baird (1996), lead to a competitive disadvantage for seaports that are situated further inland and for which maritime access (draught) is limited. Other authors, such as Notteboom (1997), have demonstrated that this is not a valid conclusion and suggest that 16 Determinants of the competitive position of Dutch seaports
17 other determinants, such as access to the hinterland, quality of the infrastructure and productivity, also play a vital role in strengthening the competitive position of a port. In a case study into the competitive position of Antwerp, Huybrechts e.a. (2002) signal, among other things, that there is a lack of uniformity with respect to government intervention in the supply chain of which the port forms part. It is also concluded that port authorities and companies active in the ports, in the Netherlands and abroad, have the idea that the ports they are active in are being discriminated against with respect to ports in other countries. Huybrechts e.a. (2002) conclude that the choice for a port is increasingly often taken by shipowners. When making this choice, the competition between logistic chains takes a more important position, instead of the competition between seaports. External factors such as hinterland connections, partnerships between shipowners and shippers / logistics service providers in hinterland transport, and the geographic and economic position of the ports play a more important role for the shipowners than just the seaport's own performance. It can be concluded that there are varying opinions about, and insights into, the question of what the international competitive position of a port entails and on which factors it is based. 2.3 Determinants of competition This subsection contains an inventory of the most important factors of a seaport that determine competition. In spite of a diversity of theories and opinions, based on the literature study two sets of determinants have been arrived at for the seaport functions: Main port of cargo throughput Place of business for industries and services. The sets are assumed to be as complete as possible Main port of cargo throughput The competitive position is determined by the position within the forces that play a role in chains, the chain quality and the chain costs. The emphasis lies on transport and transhipment/storage. The significance of this can be found in the collected determinants. The determinants for the port as a main port of cargo throughput are subdivided into 4 main groups: Maritime: those factors that influence the maritime location of the seaport; Seaports: contains elements that relate to the internal organisation and structure of the seaport, from policy to enforcement, and from infrastructure to costs; 17 Determinants of the competitive position of Dutch seaports
18 Hinterland: relates to the access of the seaport region to the sales region, with respect to both the infrastructure and the services that are offered, and the availability and efficiency of the capacity. Other: a remaining group of factors The last column of the table below shows a first elaboration of the operationality of the determinants. These elements give a further explanation of the determinant and the various ways they are interpreted Table 2.5 Determinants for seaport as main port of cargo throughput Determinant Operationalisation Maritime Geographic location distance to important economic centres in Europe Accessibility nautical access, including draught Seaport Costs to enter a port Pilot, tugs, gauger, port and quay dues, communication and administration, traffic management, transport, terminal handling, storage and bunkering, commissions, agency fees and waste processing Port infrastructure Available room and transhipment capacity Service provision in the port Labour Labour organisation Customs and inspection Legislation and regulations Enforcement level Environmental aspects Port policy Turnaround time of ship in port, elapsed time Quality, quantity, costs, productivity, loyalty Legislation and organisation, contracting and right of dismissal, flexibility of working hours, power of trade unions Notification, fitting into the supply chain, service provision Stability, permit procedures The freedom for economic development within the framework of environmental regulations. Quality of management and organisation Hinterland Infrastructure Per mode, proximity of rail and inland shipping terminals Transport services Price and quality of transport services per mode, quality of 3PLs and logistics service providers Accessibility Flow, congestion, reliability of travelling time per mode Other Irrational Personal relationships of shipowners, port image ICT infrastructure 18 Determinants of the competitive position of Dutch seaports
19 Place of business for industries and services. The competitive position for this function is determined by among other things the location quality and location costs. But the position within the network of the company also plays a role here. In addition, for the determinants of a seaport as a place of business for industries and services, 7 main groups have been identified: Fiscal, the climate and capital structure Labour, availability, organisation and quality Space and infrastructure, both in the port and in the hinterland Accessibility, of both the port and the hinterland Policy, legislation and regulations at national and at port level Natural and living environment Other, business climate, innovation opportunities and personal factors. The determinants mentioned have a less direct relationship to transport and goods flows and more with the place of business function. A large number of factors will also apply to industrial sites outside of seaports, although the importance or order will be different than for companies established in the port region. Maritime accessibility and access to the hinterland will, for instance, take an important position for companies established in the port region. 19 Determinants of the competitive position of Dutch seaports
20 Table 2.6 Determinants for seaport as a place of business for industries and service provision Determinant Operationalisation Fiscal Fiscal climate VAT, taxes Capital structure Availability of risk capital Labour Availability of labour Quality, quantity, costs, productivity, loyalty Labour organisation Legislation and organisation, contracting and right of dismissal, flexibility of working hours, power of trade unions Knowledge Education level infrastructure Space and infrastructure Availability of space and real estate Space for development, ground, production sites (industrial sites), head offices Port infrastructure Available room and transhipment capacity Infrastructure of hinterland ICT infrastructure Per mode, proximity of rail and inland shipping terminals Accessibility Maritime accessibility Draught, incl. nautical access Accessibility of hinterland Hinterland transport services Flow, congestion, reliability of travelling time per mode Price and quality of transport services per mode, quality of 3PLs and logistics service providers Policy, Port policy Quality of management and organisation legislation and regulations Natural and living environment Other Customs and inspection Legislation and regulations Enforcement level Environmental aspects Living climate Stability of the business climate Innovation Irrational Notification, fitting into the supply chain, service provision Stability, permit procedures Related to attracting labour Strikes, water levels, politics, earthquakes, crime rate Personal relationships, port image 2.4 Conclusions A separate set of determinants has been drawn up for both seaport functions, these sets intersect at several points. In particular, the Ministry of Transport appears to have (direct) points at which it can act to improve the main port of cargo throughput function of the Dutch seaports. Where creating an optimum climate for establishing industry and service provision in the Dutch seaports is concerned, the (direct) 20 Determinants of the competitive position of Dutch seaports
21 points at which the Ministry of Transport can act appear to be limited to the determinants related to infrastructure and accessibility. In relationship to the climate for establishing businesses and the business climate, initially the policy domain of the Ministry of Economic Affairs will have more logical connections. Other ministries can also be involved, for instance with respect to labour aspects and education. This distinction can be made to a lesser degree for local authorities, in particular with respect to port authorities. The research will not be limited to just those determinants that fall under the authority of the Ministry of Transport. This is in part due to the fact that the current seaport policy is already being implemented by several parties. The research can result in determinants that the Ministry of Transport does not directly influence, for this cooperation must be sought with other departments and government organisations. The research is intended to determine the controlling power the Ministry of Transport has and to search for elements that can determine the efficiency of the national seaport policy, in order to improve the competitive position of the seaports. With respect to the national policy, there is currently no reason to focus in the research on one or several sectors / market segments (container, dry bulk, liquid bulk, general cargo). Therefore no specification has been made of the inventory. 21 Determinants of the competitive position of Dutch seaports
22 3. Methodology of follow-up research The first three phases of the research have delivered the following: sets of determinants based on a literature study; insight into the accents and important aspects of the current seaport policy by linking the determinants to the policy actions. In the last phase of the research, this theoretical framework will be translated to the Dutch seaport situation. The vision of the seaport users and authorities is important if one is to gain more insight into the manner in which, and the degree to which, the seaport policy can contribute to improving the competitive position of Dutch seaports. 3.1 Objective of the empirical research The objective of the empirical phase of this research is to gain insight into three aspects of the competitive position of the Dutch seaports: 1. A test of the inventory of determinants at users of a seaport and an estimate of which determinants are more / less important when selecting a seaport (weighting, ranking). 2. An inventory of the factors that seaport authorities focus on in their port policy. Based on which determinants do they determine their vision and strategy? 3. The options that the Ministry of Transport has/ can have to influence the direction taken per relevant determinant. This part can be compared to the significance of for instance (autonomous) developments, the behaviour of private market parties and policy measures taken by other governments. 3.2 Scope The scope of the empirical research can be summarised in three areas: Exploratory research The empirical research has an exploratory nature. The aim is to gain insight into the visions and strategy of the port users and port authorities by approaching a limited number of parties using questionnaires and in-depth interviews. 22 Determinants of the competitive position of Dutch seaports
23 In the 'Internationale Havenbenchmark - International Port Benchmark' (AVV, 2003), AVV concludes that the quantitative weighting of the importance of the individual determinants of the competitive position and with it (indirectly) the relative importance of policy measures is a very complex task. Therefore, such research requires clear choices with respect to scope and whether it should be large-scale or fundamental research. For this reason, the subject research has an exploratory nature and no all-encompassing, deterministic impression will be sketched out. No focus on competences The Ministry of Transport mainly has authority for those aspects that focus on the seaport as a main port of cargo throughput, such as accessibility, infrastructure and enforcement. In the literature study, a separate set of determinants has been established for both functions. For this research phase, the choice has been made to not limit the research to only the authority of the Ministry of Transport. The current seaport policy is implemented by several policy directorates, local authorities and other involved parties. No policy evaluation The objective of the research is not to evaluate the current seaport policy. This concerns the exploration of a set of determinants that the Ministry of Transport can use to further develop the port policy. This will be to the benefit of the competitive position of seaports. 3.3 General approach 7 By entering into discussions with port users and authorities and through a session with experts, the controlling power of the Ministry of Transport will be explored and the selected determinants tested. The results of the interviews and the experts session will be the final element to allow a determination to be made of the effect of the policy measures on the individual determinants of the competitive position of the Dutch seaports, and to estimate the control options of the Ministry of Transport. 3.4 Phasing The empirical study consists of four phases: 1 Sending a questionnaire to port users 2 Interviews with port users; shipowners and major shippers. 3 Making an inventory of the strategy of seaport authorities. 7 Detailing the approach of BCI in cooperation with AVV, Determinants of the competitive position of Dutch seaports
24 4 Experts session with policy makers of DGTL, representatives of other authorities (national and decentral), scientists and private parties Sending questionnaire Dependent on the market segment, there are determining factors for the choice of a seaport within a logistics chain. For instance, in the container market these are the shipowners, in the general cargo market segment the major shippers determine the choice. In the end, seaports are chosen based on chain quality (reliability, flexibility, elapsed time, service, security, safety) and chain costs in the perspective of the users. In this phase, questionnaires will be sent to 150 port users. (The aim will be to achieve a 50% response, this is guaranteed by the consultants carrying out the research.) The port users are asked about the determinants that are decisive for them when choosing a port as a place of business or as a main port of cargo throughput for the shipment of their goods flows. The questionnaire contains all determinants from the two sets as presented in subsection 2.2. These determinants are included in concrete sentences that map out the operationality of the determinants. When selecting the research panel, an appeal will be made to the network and knowledge of various parties, including: The Ministry of Transport. 'Nationale Havenraad National Port Board', representatives of the port authorities. The consultants carrying out the research. For a balanced result of the research among the users of the seaports, the following points will be addressed: Users will be approached in every port region; Both larger and smaller companies will be asked to contribute; Both originally Dutch companies and foreign / multinational parties will be involved in the study; Both newcomers and older companies will be interviewed; Companies located in the hinterland that use the ports for the transport of goods will also be involved; The companies are active in a wide range of sectors and segments Interviews with port users From the selection of 150 port users, 25 companies will be selected that will be interviewed in depth. Based on the answers to the questionnaire, the determinants that are considered to be of importance will be addressed in more detail. When doing so, special 24 Determinants of the competitive position of Dutch seaports
25 attention is given to the operationality of the determinant and the meaning behind the assigned importance. The operationality of the determinants is important as this can lead to very different policy actions. The aspect of space is an example for which the operationality of the term can be interpreted in different ways. If a port user indicates a need to have more space, this can mean the actual physical space on a plot, or a more efficient use of space of the port region, or rather the environmental freedom with which the company can carry out its activities. A question about capacity of the hinterland connections can be substantiated by a physical extension of the network by building railways or roads, or by the more efficient use of the current capacity. In the open interviews, the ranking of the important determinants can also be addressed. Here as well the conditions for a balanced result of the research among the users of the seaports apply, as stated in the previous phase Strategy of seaport authorities In addition to the port users, the vision of the port authorities is also important for estimating the controlling power of the Ministry of Transport. Through interviews with the seaport authorities of the four seaport regions, insight can be gained into the focus of the ports in the port policy for improving the international competitive strength of a specific port region Experts session During the experts session, the controlling options of the Ministry of Transport will be estimated per determinant. This estimate will among others be based on a reflection of the interview results. The effect of the majority of the policy measures will only be visible after 2010, when the Seaport Memorandum has terminated. However, it is already possible to estimate the (possible) influence that the policy of the Ministry of Transport could have, when compared to other (f)actors, with respect to influencing the individual determinants. A point of attention here is the differences between control ambitions in the policy in the Seaports Memorandum and the control options that the Ministry of Transport can have in the practical situation. As explained above, a possible result can be that determinants can be deemed to be important by port users and authorities that the Ministry of Transport has no authority to control. Examples are space for company premises, labour and knowledge. Possible participants are policy advisors of the Ministries of Transport, Economic Affairs (EZ) and Public Housing, Spatial Planning and the Environment, representatives of local authorities, scientists, trade 25 Determinants of the competitive position of Dutch seaports
26 organisations, representatives of the business community and port authorities. 26 Determinants of the competitive position of Dutch seaports
27 4. What are we working to achieve? The expected results consist of an assessment of the opinion of the seaport authorities, the seaport users and the experts about what the seaport policy does for the competitive position of the Dutch seaports, and gives insight into how these parties regard the control options of the government. In addition, the Ministry of Transport can gain insight into the effectiveness of the policy and the possibilities of further developments and detailing of the policy actions. For those results that fall outside of the domain of the department, recommendations can be given about cooperative agreements to be established and/or strengthened with other departments, local authorities and other interested parties. The final result will be a set of determinants that are of importance for improving the competitive position of the Dutch seaports. This concerns a qualitative result that is supported by port users, port authorities, involved authorities and experts. A possible follow up to this research could be the translation of the set of determinants into measurable indicators. This could mean that in the future a measurement instrument could be used to determine the improvement in the competitive position. In addition, the set of determinants can be used in the evaluation of the port policy and in drawing up a new Seaports Memorandum in Determinants of the competitive position of Dutch seaports
28 Appendix A Literature list Baird, A.J. (1996. Containerization and the decline of the upstream urban port in Europe. Maritime and Policy Management, 23. Buck Consultants International and RebelGroup, on the order of the Ministry of Transport, Public Works and Water Management. (December 2006). Economic significance of Dutch seaports. Main report: 'Havenmonitor - Harbour Monitor' Buck Consultants International (2006). The Competitive position of the Port of Rotterdam. Coeck, C., Haezendonck, E., Notteboom, T., Verbeke, A., Winkelmans, W. (1997)- The competitiveness of seaports: business and government agendas in strategic planning.- In: Essays in honour and in memory of late professor emeritus of maritime economics Dr. Basil N. Metaxas, Athens, University of Piraeus, Department of Maritime Studies, 1997, p Fleming, D.K. (1989). On the beaten track: a view of US West coast container port competition. Maritime Policy & Management (16). Fleming D.K., Hayuth Y. (1994). «Spatial characteristics of transportation hubs: centrality and intermediacy». Journal of Transport Geography, vol. 2, n 1, p Goss, R.(1990). Economic Policies and Seaports 2: The diversity of the port policy, Maritime Policy and Management (17). Hazeldonck, E. and Notteboom, T. (1997) editing and extending of Creating and sustaining superior performance by Micheal E. Porter (1985). Heaver, T.D. (1995). The implications of increased competition among ports for port policy and management, Maritime Policy and Management (22). Huybrechts, Meersman, Van Voorde, Van Hooydonk, Verbeke and Winkelmans (2002). Port Competitiveness, an economic and legal analysis of the factors determining the competitiveness of seaports. KPMG, in opdracht van het Ministerie Verkeer & Waterstaat- DGTL (2003). Zeehavens in Europees perspectief. The Ministry of Transport, Public Works and Water Management Directorate-General of Publics Works and Water Management AVV Transport Research Center (2003). 'Internationale Havenbenchmark - international port benchmark' The Ministry van Transport, Public Works and Water Management 'Goederenvervoer (2004) Freigth Transport (2004)'. 'Zeehavens: ankers van de economie - Seaports: anchors of economy'. 'Nationaal Zeehavenbeleid National seaport policy '. Miyajimi, M and S. Kwak (1989) Economic analysis of interport competition in container cargo: Peripheral ports versus Tokyo Bay ports - Maritime Policy and Management. Slack, B. (1994). Domestic Containerization and the Load Centre Concept. Maritime and Policy Management, 21. Welters, H.W.H., Langen, P.W. de (2002) Haveneconomie in de Praktijk; gebundelde serie van in totaal 22 artikelen - Port economy in practise; a bundled series of 22 articles. 28 Determinants of the competitive position of Dutch seaports
Ensuring Hinterland Access The Role of Port Authorities
JOINT TRANSPORT RESEARCH CENTRE Discussion Paper No. 2008-11 March 2008 Ensuring Hinterland Access The Role of Port Authorities Peter W. DE LANGEN Erasmus University Rotterdam and Port of Rotterdam Authority
More informationCouple with Maria Jose Sanchez (Spanish), three sons, living in Malaga, Spain
CV dr. Peter W. de Langen Personal data and contact details Name & nationality Peter Wubbe de Langen (1973), Dutch Personal situation Couple with Maria Jose Sanchez (Spanish), three sons, living in Malaga,
More informationGlobal Ports and Urban Development: Creative use of space
Global Ports and Urban Development: Creative use of space Jan Egbertsen Port of Amsterdam Paris, OECD Headquarters, December 9, 2011 Port of Amsterdam is a company of the city of Amsterdam Port of Amsterdam,
More informationTransport Terminals: New Perspectives
Transport Terminals: New Perspectives Andrew R. Goetz, Department of Geography, University of Denver, Denver, Colorado, USA. E-mail: agoetz@du.edu. Jean-Paul Rodrigue, Department of Economics and Geography,
More informationAntwerp s view on extended gateways: from mainport to chainport
PORT-NET Workshop Antwerp, June 2009 Antwerp s view on extended gateways: from mainport to chainport Goedele Sannen Strategy and Development Development World port, centrally located in Europe Role of
More informationLogiC n. Our Partners LEAN SECURE RELIABLE. and LOGISTIC ULMAR CONNECTIVITY. To Get More Visit: for. SMEs
Our Partners I m p r o v e d i n f o r m a t i o n h a n d l i n g a n d / o r d a t a e x c h a n g e w i t h m o r e e ffi c i e n t c a r g o h a n d l i n g a n d p r o c e s s i n g. LEAN SECURE and
More informationTwin hub. Intermodal rail freight Twin hub Network North West Europe
Twin hub Intermodal rail freight Twin hub Network North West Europe Ekki Kreutzberger and Rob Konings Twin hub network: an innovative concept to boost competitiveness of intermodal rail transport to the
More informationEUROPEAN SEA PORTS ORGANISATION ASBL/VZW ORGANISATION DES PORTS MARITIMES EUROPEENS ASBL/VZW
EUROPEAN SEA PORTS ORGANISATION ASBL/VZW ORGANISATION DES PORTS MARITIMES EUROPEENS ASBL/VZW European Commission Green Paper TEN-T: A policy review Towards a core and comprehensive network policy contribution
More informationUNECE Workshop Role of freight forwarders and logistics in intermodal transport chains
UNECE secretariat document 26 March 2014 ENGLISH Original: ENGLISH AND FRENCH WORKING PARTY ON INTERMODAL TRANSPORT AND LOGISTICS (WP.24) UNECE Workshop Role of freight forwarders and logistics in intermodal
More informationLegal Issues Regarding The Jamaica Logistics Hub
Legal Issues Regarding The Jamaica Logistics Hub Deniece Aiken BSc (Hons) LLB (Hons) MSc (Dist) Practising Attorney-at-Law BSC International Relations and Political Science (UWI MONA, JAMAICA) Bachelor
More informationHinterland Connections of Seaports
Hinterland Connections of Seaports Session Port operations and management: a key factor in the supply chain management (18 September 2008, 09:00 13:00) Moderator: Mr. Emre DINCER Maritime Expert, Undersecretariat
More informationGreen corridors: policy and regulatory issues
Green corridors: policy and regulatory issues Raimonds Aronietis, Paresa Markianidou, Hilde Meersman, Tom Pauwels, Eddy Van de Voorde, Thierry Vanelslander and Ann Verhetsel University of Antwerp Department
More informationContainer Shipping Services and their Impact on Container Port Competitiveness
Container Shipping Services and their Impact on Container Port Competitiveness Proefschrift voorgedragen tot het behalen van de graad van Doctor in Transport en Maritieme Economie op 3 november 2009 om
More informationFreight Transportation Megatrends
Freight Transportation Megatrends Copyright 2006 Global Insight, Inc. Freight Demand Modeling: Tools for Public-Sector Decision Making Conference Paul Bingham Global Insight, Inc. Washington, DC September
More informationTHE BALTIC SEA MOTORWAY - RECENT DEVELOPMENT AND OUTLOOK FOR THE FUTURE
Journal of Maritime Research, Vol. IV. No. 2, pp. 21-30, 2007 Copyright 2007. SEECMAR Printed in Santander (Spain). All rights reserved ISSN: 1697-4840 THE BALTIC SEA MOTORWAY - RECENT DEVELOPMENT AND
More informationOrganisation de Coopération et de Développement Economiques Organisation for Economic Co-operation and Development
For Official Use DSTI/DOT/MTC(2003)4 DSTI/DOT/MTC(2003)4 For Official Use Organisation de Coopération et de Développement Economiques Organisation for Economic Co-operation and Development 02-Dec-2002
More informationGreen ports policies, coastal shipping and inland waterways November, 2013 Incheon
Green ports policies, coastal shipping and inland waterways November, 2013 Incheon I. Background / 3 II. Green ports / 6 III. Coastal shipping / 8 IV. Inland waterways / 8 V. Conclusion / 8 1. Background
More informationNetwork Analysis of Container Barge Transport in the Port of Antwerp by means of Simulation
Network Analysis of Container Barge Transport in the Port of Antwerp by means of Simulation An Caris and Gerrit K. Janssens Transportation Research Institute Hasselt University - campus Diepenbeek Wetenschapspark
More informationPort regionalization: improving port competitiveness by reaching beyond the port perimeter
Port regionalization: improving port competitiveness by reaching beyond the port perimeter Dr. Jean-Paul Rodrigue, Hofstra University, New York, USA, & Dr. Theo Notteboom, President of ITMMA, University
More informationINTERMODAL TRANSPORT IN THE POLICY DOCUMENTS CONTEXT
INTERMODAL TRANSPORT IN THE POLICY DOCUMENTS CONTEXT Olivera Medar a*, Branislav Bošković a a University of Belgrade, Faculty of Transport and Traffic Engineering, Serbia Abstract: It is the policy analysis
More informationPort Spatial Development and Theory of Constraints
Port Spatial Development and Theory of Constraints Wing Yee Tracy Chan 1, and Tsz Leung Yip 2 * 1 Department of Logistics and Maritime Studies, The Hong Kong Polytechnic University, Hong Kong Email: mstracychan@hotmail.com
More informationTHE PORT OF MARSEILLE FOS : Le FRENCH SMART PORT in Med
THE PORT OF MARSEILLE FOS : Le FRENCH SMART PORT in Med Mediterranean sea : an essential crossroad area for two of the three biggest world container trades : Asia / Europe and Europe / Americas Med ports
More informationContaining. the future
Containing the future Antwerp, the fastest route to Europe Of the 190 million tonnes handled at the Port of Antwerp in 2008, some 100 million tonnes was containerized cargo, representing 8.7 million TEU.
More informationAMSbarge: Daily service between your company and the deepsea, shortsea and hinterland services in the Amsterdam seaport and airport region
AMSbarge: Daily service between your company and the deepsea, shortsea and hinterland services in the Amsterdam seaport and airport region AMSbarge Logistic Concept for Goods transport in Congested Regions
More informationEUROPEAN COMMISSION DIRECTORATE-GENERAL FOR MOBILITY AND TRANSPORT
EUROPEAN COMMISSION DIRECTORATE-GENERAL FOR MOBILITY AND TRANSPORT Directorate C - Maritime transport C.2 - Maritime transport policy: Ports & Inland waterways Summary report of the contributions received
More informationEditorial: Maritime and port economic geography
Belgeo Revue belge de géographie 4 2004 Maritime and port economic geography Editorial: Maritime and port economic geography Jacques Charlier, Antoine Frémont and Brian Slack Publisher Société Royale Belge
More informationWP24, Geneva, October 2007
Developing Infrastructure and Operating Models for Intermodal Shift http://www.uic.asso.fr/diomis WP24, Geneva, October 2007 Sandra Gehenot Senior Freight Advisor Study on Infrastructure Capacity Reserves
More informationKey Speech: Programme character towards real projects
Key Speech: Programme character towards real projects NSR Programme Priority 3 Seminar, Brunstad, 21 June 2007, Jon Halvard Eide, Co-ordinator North Sea Commission Transport group, Vest-Agder County Council,
More informationSTRategic PLan
Driving a Seamless Supply Chain STRategic PLan 2011-2013 DECEMBER 2010 PO Box 20 DEAKIN WEST ACT 2600 P:+61 2 6260 3274 F:+61 2 6260 4978 E: admin@austlogistics.com.au www.austlogistics.com.au Australian
More informationThe Emergence of. Florida s Seaports and Inland Ports. Florida League of Cities - International Relations Committee November 17, 2011
The Emergence of Florida s Seaports and Inland Ports Florida League of Cities - International Relations Committee November 17, 2011 History of the Global Supply Chain 2 Supply Chain, Circa 1950 Regional
More informationD DAVID PUBLISHING. Stacking Sequence of Marine Container Minimizing Space in Container Terminals. 1. Introduction. Ning Zhang and Yutaka Watanabe
Journal of Traffic and Transportation Engineering 4 (2016) 86-93 doi: 10.1726/2328-2142/2016.02.003 D DAVID PUBLISHING Stacking Sequence of Marine Container Minimizing Space in Container Terminals Ning
More informationSIMPLE EFFICIENT RELIABLE SECURE
SIMPLE EFFICIENT RELIABLE SECURE Background Traditionally, shipping and logistics activities relied largely on manual and paperbased processes to carry out daytoday business transactions. While the industry
More informationPort of Antwerp A Reliable Link in your Supply Chain
Port of Antwerp A Reliable Link in your Supply Chain 19 March 2013 Chris Hoornaert Port Ambassador Movie 2 Overview 1. Port of Antwerp in figures 2. A multifunctional port in the heart of Europe 3. Excellent
More informationTHE SPANISH PORT SYSTEM
THE SPANISH PORT SYSTEM TOTAL EXPORTS 100% 80% 60% 40% 20% 0% National share of exports-imports according to the mode of transportation - 2006 55,17% 39,59% 4,87% 0,37% maritime road air railway 100%
More informationHAMBURGER HAFEN UND LOGISTIK AG COMPANY PRESENTATION
HAMBURGER HAFEN UND LOGISTIK AG COMPANY PRESENTATION UNICREDIT GERMAN INVESTMENT CONFERENCE MUNICH, SEPTEMBER 2010 Hamburger Hafen und Logistik AG DISCLAIMER The facts and information contained herein
More informationCOMPETITIVENESS OF SOUTH ASIA S CONTAINER PORTS
COMPETITIVENESS OF SOUTH ASIA S CONTAINER PORTS OVERVIEW A Comprehensive Assessment of Performance, Drivers, and Costs Matías Herrera Dappe and Ancor Suárez-Alemán 2 TRADE IS CRITICAL TO ECONOMIC GROWTH
More informationThe Macroregional Transport Action Plan - streamlining public policies and market strategies
Towards an integrated transport system in the Baltic Sea Region The Macroregional Transport Action Plan - streamlining public policies and market strategies Key results of the TransBaltic Extension project
More informationober Oct 10 y uesdat
Tuesday 10 October Future forecast: reading the map Leo de Vrees Senior advisor Dutch Ministry of Infrastructure & Environment Part of: Powered by: Created and produced by: Challenges with regard to North
More informationThe Ports of Flanders KEY FACTS & FIGURES
The Ports of Flanders KEY FACTS & FIGURES BERLIN LONDON The Ports of Flanders PORT OF PORT OF PORT OF PORT OF ROTTERDAM RUHR AREA 269 MILLION TONS GOODS TURNOVER NORDRHEIN WESTFALEN Antwerp 199mil. Ghent
More informationTHEME: SmartPort Logistics
An Invitation to: Transnet Group, EThekwini Municipality, Department of Economic Development & Environmental Affairs, KZN DoT, DTI, SANRAL & EThekwini Maritime Cluster To participate In an outbound delegation
More informationLinking modes of transportation makes modal shift possible
Press release 2016 financial year: cargo handling by inland waterway and rail up 4.7% to over 630,000 tonnes; Container traffic +12.3 %; new pier for hotel ships Linking modes of transportation makes modal
More informationOperations research methods in maritime transport and freight logistics
Operations research methods in maritime transport and freight logistics Maritime Economics & Logistics (2009) 11, 1 6. doi:10.1057/mel.2008.18 The current decade has witnessed a remarkable growth in container
More informationStatistics Netherlands. AIS ESSnet Projectplan. Version 1.0.p3
Statistics Netherlands AIS ESSnet Projectplan Version 1.0.p3 Content 1 References... 2 2 Project definition... 3 2.1 Framework... 3 2.2 Aim of WP 4: AIS Data... 3 2.3 Pre-conditions... 4 2.4 Deliverables
More informationHAMBURGER HAFEN UND LOGISTIK AG COMPANY PRESENTATION
HAMBURGER HAFEN UND LOGISTIK AG COMPANY PRESENTATION CHEUVREUX GERMAN CORPORATE CONFERENCE FRANKFURT, JANUARY 2011 Hamburger Hafen und Logistik AG DISCLAIMER The facts and information contained herein
More informationMSc Transport Management
School of Business, And Finance MSc Transport PROGRAMME DOCUMENT VERSION 1.0 CODE MTM 1.0 May 2012 University of Technology, Mauritius La Tour Koenig, Pointe aux Sables, Mauritius Tel: (230) 207 5250 Fax:
More informationResearch on Port Logistics Development Model Based on Supply Chain Management
1644 Research on Port Logistics Development Model Based on Supply Chain Management Zhang Mi, Xiao Hanbin School of Logistics Engineering, Wuhan University of Technology, Wuhan, P.R.China, 430063 (E-mail:54zhangmi@163.com)
More information05 MAY 2011 PERSPECTIVES ON PORT PERFORMANCE Logistics perspective
05 MAY 2011 PERSPECTIVES ON PORT PERFORMANCE Logistics perspective Walter Van Mechelen Sr. director logistics, GOSSELIN GROUP Chairman, ALFAPORT ANTWERPEN CURRENT PERFORMANCE MEASUREMENT CURRENT PORT PERFORMANCE
More informationAlthough tremendous efforts have been made in worldwide port development following issues are still on the agenda in many (container) ports:
Page 1 Port Feeder Barge: Floating infrastructure for congested (container) ports Although tremendous efforts have been made in worldwide port development following issues are still on the agenda in many
More informationGo with the flow - instead of being stuck in a jam. The way to the future is multimodal
Go with the flow - instead of being stuck in a jam. The way to the future is multimodal 390 trucks on their way to the customer. What you can't see is the section of motorway where the traffic is again
More informationPORT SELECTION CRITERIA AND ITS IMPACT ON PORT COMPETITIVENESS
International Journal of Humanities and Social Sciences (IJHSS) ISSN(P):2319-393X; ISSN(E): 2319-3948 Vol. 3, Issue 6, Nov 2014, 29-36 IASET PORT SELECTION CRITERIA AND ITS IMPACT ON PORT COMPETITIVENESS
More informationCONFÉRENCE EUROPÉENNE DES MINISTRES DES TRANSPORTS EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT
CONFÉRENCE EUROPÉENNE DES MINISTRES DES TRANSPORTS EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT JOINT STATEMENT BY THE MINISTERS OF TRANSPORT OF THE ECMT [CEMT/CM(98)26] At its meeting in Berlin, the
More information2. THE CONTEXT OF PORT PRICING
2. THE CONTEXT OF PORT PRICING 2.1 Pricing objectives In formulating pricing policies and establishing tariffs, ports generally endeavour to incorporate the following pricing objectives: 1 (a) To promote
More informationDevelopment of the Latvian Maritime Policy; A Maritime Cluster Approach
International Journal on Marine Navigation and Safety of Sea Transportation Volume 6 Number 2 June 2012 Development of the Latvian Maritime Policy; A Maritime Cluster Approach R. Gailitis Latvian Maritime
More informationThe Mediterranean corridor From a road corridor to a multimodal corridor A success story for the regional economy
The Mediterranean corridor From a road corridor to a multimodal corridor A success story for the regional economy Jordi Torrent Strategy Manager Barcelona Port Authority May 2014 Index of contents 1 Trends
More informationHOLLAND, YOUR GATEWAY TO EUROPE
HOLLAND, YOUR GATEWAY TO EUROPE Agenda Why Holland? Strategic Location in Europe International Business environment Superior Logistics Labour and Logistics in Europe Highly Educated, Flexible and Multilingual
More informationHolland: Your logistics gateway to the European market and beyond. Macao, 24 October 2008 Karin Rancuret
Holland: Your logistics gateway to the European market and beyond Macao, 24 October 2008 Karin Rancuret Contents Why is logistics important for your company s success in Europe? Some key points for setting
More informationDifferent Perspectives on the Global Development of Transport
Different Perspectives on the Global Development of Transport Barry Ubbels, Caroline Rodenburg and Peter Nijkamp Department of Spatial Economics Free University Amsterdam The Netherlands EJTIR, 1, no.
More informationRealisierungskonzept zur Etablierung eines Offshore-Shuttles SH 1. Feasibility study: Establishment of an offshore-shuttle Schleswig-Holstein
Realisierungskonzept zur Etablierung eines Offshore-Shuttles SH 1 Brunsbüttel Ports GmbH Feasibility study: Establishment of an offshore-shuttle Schleswig-Holstein Executive Summary The study is within
More informationGrowth Leadership: Vopak s LNG growth strategy
Growth Leadership: Vopak s LNG growth strategy Capital Markets Day, 7 December 2012 Dirk van Slooten, Global Director LNG Forward-looking statement This presentation contains statements of a forward-looking
More informationLatvian Presidency Outcome Paper In the field of Territorial Cohesion and Urban Matters
Latvian Presidency Outcome Paper In the field of Territorial Cohesion and Urban Matters I MAIN OUTCOMES Riga Declaration During the informal meeting of Ministers responsible for territorial cohesion and
More informationHinterland access regimes in seaports
Hinterland access regimes in seaports de Langen, P.W.; Chouly, A. Published in: European Journal of Transport and Infrastructure Research DOI: 10.1111/j.1475-6765.1976.tb00540.x Published: 01/01/2004 Document
More informationChapter 1 Introduction
Chapter 1 Introduction KEY POINTS The amount and value of freight are critical components of the overall economic health of Missouri. Missouri s multimodal freight system supports the movement of trucks,
More informationUse of ITS technologies for multimodal transport operations River Information Services (RIS) transport logistics services
Available online at www.sciencedirect.com Procedia - Social and Behavioral Sciences 48 ( 2012 ) 622 631 Transport Research Arena Europe 2012 Use of ITS technologies for multimodal transport operations
More informationIntermodal deliveries planning application demonstration basing on Hamburg Poland transport corridor
TransBaltic Seminar Poznań, 10.06.2010 Supporting Co-modal Solutions for the Baltic Sea Region Intermodal deliveries planning application demonstration basing on Hamburg Poland transport corridor Frank
More informationOur strategy: five themes
To achieve our mission of Connecting the Netherlands, we must secure the position of the Mainport. In the process, we must factor in future developments, whether or not they can be predicted. The core
More informationTANKER SAFETY ISSUES. Mr Paul Markides Director OCIMF
TANKER SAFETY ISSUES Mr Paul Markides Director OCIMF ITOPF/INTERTANKO/OCIMF International Seminar on Tanker Safety, Pollution Prevention and Spill Preparedness Shanghai, People s Republic of China 8 December
More informationQube Holdings Limited. Presented to. Challenges & Efficiencies Presentation to AmCham May 2015 Maurice James Managing Director
Qube Holdings Limited Presented to XYZ Sydney s Company Freight Challenges & Efficiencies Presentation to AmCham May 2015 Maurice James Managing Director Disclaimer Important Notice ABN 141 497 230 53
More informationTo provide an update on the progress of the Peel Goods Movement Task Force and the Peel Goods Movement Strategic Plan.
9.2-1 REPORT Meeting Date: 2015-11-26 Regional Council For Information DATE: November 10, 2015 REPORT TITLE: REGION OF PEEL GOODS MOVEMENT STRATEGIC PLAN - 2015 STATUS UPDATE FROM: Dan Labrecque, Commissioner
More informationOur aim is a sustainable modal shift
Press release, 21 March 2017 2016 financial year: 1.1 million tonnes of goods moved by inland waterway and rail; 18.5% growth in container traffic Our aim is a sustainable modal shift Aschaffenburg, 21
More informationThe transport modes need to share the load
Press release 2016 financial year: 9 million tonnes of goods moved by inland waterway and rail; container throughput up 3.12%; investment of around 12 million. The transport modes need to share the load
More informationFloating Cranes for Container Handling
Floating Cranes for Container Handling Ben-Jaap A. Pielage, Joan C. Rijsenbrij, Han Ligteringen Abstract Floating cranes could be used to increase the berth capacity for the largest container vessels,
More informationPORT ENERGY OPERATIONS AND CLEAN POWER INVESTMENT ANALYSIS
PORT ENERGY OPERATIONS AND CLEAN POWER INVESTMENT ANALYSIS TRAINMOS II LOGISTIC PLATFORMS AND ENERGY LOCATION October 2015 José Luis Almazán CONTENTS EVOLUTION OF PORTS LOGISTICS PLATFORM LOGISTICS PLATFORMS
More informationSimple, efficient solutions for swift and smooth supply chains. How to develop a Port Community System
Simple, efficient solutions for swift and smooth supply chains How to develop a Port Community System 02 IPCSA Guide Contents 1. Introduction to Port Community Systems 2. Port Community Systems and Single
More informationPort competition: The chain approach
FIRST INTERNATIONAL WORKSHO ON ORT ECONOMICS SINGAORE, DECEMBER 5-6 ort competition: The chain approach Hong-Oanh NGUYEN, Department of Maritime and Logistics Management, Australian Maritime College, University
More informationRoad Rail Inland shipping Road Rail ... I/NP/AP/C/CC/A/ N/SWP I/NP/AP/C/CC/A/ N/SWP
Summary............................................................................... In July 2008, the European Commission published a strategy for the internalisation of the external costs in the transport
More informationShort Sea Promotion Centre Spain
Short Sea Promotion Centre Spain 2016 WHAT IS THE SHORT SEA SHIPPING? (SSS) The EU proposes a very wide definition of SSS, which goes even beyond any maritime transport between European countries. Specifically
More informationCaribbean Port Efficiency: Challenges and Opportunities S. Brian Samuel PPP Coordinator Caribbean Development Bank
Caribbean Port Efficiency: Challenges and Opportunities S. Brian Samuel PPP Coordinator Caribbean Development Bank CDB 46 th Annual General Meeting, 19 th May 2016, Montego Bay, Jamaica Contents 1. Why
More informationPort and Maritime Transport Issues and Views
Port and Maritime Transport Issues and Views C. Bert Kruk, Lead Port Specialist Bradley C. Julian, Port and Maritime Transport Specialist Port and Maritime Transport Office (PMTO) Transport Division Energy,
More informationPort of Hamburg: Heading into the future with smartport
Port of Hamburg: Heading into the future with smartport The strategy for intelligent port development The Port of Hamburg is the most eastern port of the North Range. The strategy for intelligent port
More informationINTERNATIONAL LOGISTICS DAY 2012
INTERNATIONAL LOGISTICS DAY 2012 With the support of: 1 Future for Logistics 12.11.2012 2 Study: Future for Logistics 3 Study: Future for Logistics 4 Diagnostic of the Luxembourg logistics sector 5 World
More informationThe Point Intermodal River Port Facility at the Port of Huntington Project Benefit Cost Summary
The Point Intermodal River Port Facility at the Port of Huntington Project Benefit Cost Summary The Lawrence County Port Authority 216 Collins Avenue South Point, Ohio 45638 P a g e Contents I. Base Case...
More informationNorth Adriatic Intelligent Transport System Technical seminar
TEN-T Italian Transport Programme North Adriatic Intelligent Transport System Technical seminar Friday, June 24th 2011 Venice, Santa Marta, Spazio Porto Italian Ministry of Infrastructures and Transport
More informationExternal costs of traffic in Sweden with a European outlook, Summary Report 2015:4
External costs of traffic in Sweden with a European outlook, 2015 Summary Report 2015:4 External costs of traffic in Sweden with a European outlook, 2015 Summary Report 2015:4 Transport Analysis Address:
More informationEconomic and Social Council
UNITED NATIONS E Economic and Social Council Distr. GENERAL ECE/TRANS/WP.24/2008/6 25 July 2008 Original: ENGLISH ECONOMIC COMMISSION FOR EUROPE INLAND TRANSPORT COMMITTEE UNECE Working Party on Intermodal
More informationV. COORDINATION MECHANISMS FOR LOGISTICS DEVELOPMENT
V. COORDINATION MECHANISMS FOR LOGISTICS DEVELOPMENT Logistics development involves the cooperation of many government and private sector stakeholders. The development of logistics strategy and policy
More informationE-procurement: supporting opportunities
E-procurement: supporting opportunities J. W. ten Berge 1, J. H. R. van Duin 1 & P. H. M. Jacobs 2 1 Department of Transport Policy and Logistics Organisation, Faculty of Technology, Policy and Management,
More informationPreface. The Airports of Brussels and Liege are important hubs for Full Freighters and the preferred location for the European head offices of
1 Preface Belgium is the perfect country in which to set up a European logistics base, headquarters or distribution center because the country s infrastructure, skilled workforce and the IT opportunities
More informationPASSENGER TRAFFIC AND FREIGHT HANDLING IN PORTS OF EUROPEAN UNION
PASSENGER TRAFFIC AND FREIGHT HANDLING IN PORTS OF EUROPEAN UNION Andrea Galieriková 1, Jarmila Sosedová 2 Summary: This paper informs about latest statistical data of passenger traffic and freight handling
More informationWE GET HEAVY WEIGHTS MOVING WHATEVER THEIR SHAPE OR SIZE.
2 INTRODUCTION 3 WE GET HEAVY WEIGHTS MOVING WHATEVER THEIR SHAPE OR SIZE. Hafen ESSEN: GOOD FOR YOUR GOODS Historic stroke of luck for the logistics business When Bischof Altfried von Hildesheim founded
More informationDeep-sea port performance in the Hamburg-Le Havre. range: Explorative benchmarking and Data Envelopment. Analysis
Deep-sea port performance in the Hamburg-Le Havre range: Explorative benchmarking and Data Envelopment Analysis Bart W. Wiegmans, Department of Transport and Infrastructure, OTB Research Institute for
More informationNew options for supply chain efficiency from Asia to the Americas
New options for supply chain efficiency from Asia to the Americas dpworld.ca/tpm For decades, shipping routes from Asia to the Americas have been dominated by a few well known logistics hubs southern California
More informationUniversity of Catania April NORTH SOUTH CONFERENCE PORTS INFRASTRUCTURE AND OPTIMISATION. Franco Castagnetti
Trans-Rail Integrated Goods European-Express Routes Demonstrators University of Catania April 26-27 NORTH SOUTH CONFERENCE PORTS INFRASTRUCTURE AND OPTIMISATION 17 TIGER DEMO PARTNERS 2 WHY TIGER? Total
More informationThe EU funding emphasises the importance of bayernhafen Regensburg as a logistics hub in Europe
Press release 2016 financial year: goods moved by inland waterway and rail 3.06 M t; container traffic 130,205 TEU The EU funding emphasises the importance of bayernhafen Regensburg as a logistics hub
More informationIntelligent logistics from the entrepreneurial perspective
Intelligent logistics from the entrepreneurial perspective Marc Huybrechts, President CLECAT International Maritime Congress, Szczecin, Poland 13 June 2013 Agenda CLECAT Our role Globalisation and trade
More informationSuez Canal. The Suez Canal Zone represents a new chapter in the economic development of
1 Suez Canal TheeConomiC Zone In developing the Suez Canal zone we have listened to our partners The Suez Canal Zone represents a new chapter in the economic development of egypt. Created under Law no.
More informationLIST OF ACRONYMS MENTORE MANIFESTO
manifesto TABLE OF CONTENTS List of acronyms MENTORE Manifesto The European GNSS MENTORE EGNOS/Galileo services for regulated tracking & tracing EGNOS Commercial Service Dangerous goods transport Multimodal
More informationInland Waterways Solutions in Europe Best Practices. Eugenio Quintieri, Senior Policy Advisor, Lisbon, 14 October 2016
Inland Waterways Solutions in Europe Best Practices Eugenio Quintieri, Senior Policy Advisor, Lisbon, 14 October 2016 The European Sea Ports Organisation Who we are - Founded in 1993 - Represents port
More information54th NZ Association of Economists Annual Conference 3-5 July 2013, Wellington, New Zealand
54th NZ Association of Economists Annual Conference 3-5 July 2013, Wellington, New Zealand An update on the recent trends in New Zealand s international freight transport Joanne Leung and Haobo Wang Ministry
More informationPreparing port container terminals for the future: making the most of Intelligent Transport Systems (ITS)
Urban Transport XX 419 Preparing port container terminals for the future: making the most of Intelligent Transport Systems (ITS) K. McGinley Department of Transport Engineering, Dublin Institute of Technology,
More information