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The global freight distribution system has been impacted by convergence in terms of technology, infrastructure, modes and terminals. Still, in spite of strong converging forces, it can be argued that logistical practices are far from being uniform. This paper analyses the regionalism in freight transport systems by providing a comparative analysis of gateway logistics practices in North America and Europe. It is demonstrated that Europe and North America are not walking the same paths when it comes to the configuration of transport and logistics networks, via operational decisions and the setting of a regulatory framework. The attributes of gateways, corridors, hinterlands, regulation, governance, value chains and labor provide an analytical framework to understand the regionalism of freight distribution in the North American and European contexts, as well as anywhere else.

The article aims to propose a model on port development to lead with both: the current characteristics of the global competitive scenario and the theoretical and practical limitations of traditional models. Into the theoretical field, it is proposed a model based on the framework of evolutionary economics geography. Such a framework results useful to incorporate the process of creation and dissemination of knowledge as the main inductor of port development into the current competitive scenario. Into the practical field, it is proposed a methodology whose future implementation will result useful to measure the causal relationships among variables presented into the model, such relationships have been subject to partial measurement by existing models.

The growing focus on inland/dry ports is indicative of transport development strategies gradually shifting inland to address capacity and efficiency issues in the light of global supply chains. The complexity of modern freight distribution, the increased focus on intermodal transport solutions and capacity issues appear to be the main drivers. The larger volumes of flows in networks, through a concentration of cargo on a limited set of ports of call and associated trunk lines to the hinterland, have also created the right conditions for nodes to appear along and at the end of these trunk lines. In the light of technological, market and supply chain changes, this paper looks at how inland terminals play a role in the organization of regional freight distribution. The first part aims at discussing the number of functions played by inland terminals, from satellite to gateway terminals to inland load centres. The following sections look at inland terminals as elements of regional freight distribution systems, gateways and corridors. These sections also investigate the various means used by supply chain managers to use inland terminals in their freight distribution strategies.

In 2006, container shipping celebrated its 50th anniversary as an innovation that had a tremendous impact on the geography of production and distribution. Production became globalised by a better usage of comparative advantages while distribution systems were able to interact more efficiently. This paper analyses the mounting pressures on box logistics in light of global supply chains. It will be demonstrated that the basic principle of containerisation remained the same notwithstanding scale increases in vessels and terminals and a clear productivity increase in container handling. Although the container was an innovation initially applied for maritime transportation, the emergence of global supply chains has placed intense pressures to implement containerisation over inland freight distribution systems. Box – containerised – logistics is increasingly challenged to deal with the ever-increasing time, reliability and costs requirements of global supply chains. Imbalances in trade flows and accessibility and capacity constraints are among some of the developments that are making it increasingly difficult to reap the full benefits of containerisation.

The competitive position of seaports: Introduction of the value-added concept

The competitiveness of seaports: Business and government's agenda in strategic planning

Increased international awareness of growing global air pollution issues resulted in adoption of measures necessary to reduce ships’ emissions into the atmosphere. The MARPOL convention with 1997 Protocol amendments included a new Annex VI which for the first time regulates harmful compounds emitted from ships on international voyages. The Parties of the 1997 Protocol have incorporated the MARPOL convention regulations within their own national legislation., An International Air Pollution Prevention (IAPP) certificate is issued to ships flying their flag by a recognized organization/classification society. The IAPP certificate serves as proof of a ship’s compliance with these regulations, thus assuring a ships’ seaworthiness. This paper summarises the most important provisions of Annex VI as applied to air pollutants from marine diesel engines, namely nitrogen and sulphur oxides, particulate matter and carbon dioxide. Recent studies proved that once adopted, Annex VI regulations have positive effect on the reduction of air pollution from ships. The Annex VI regulations present a major challenge and obligation to stakeholders in the shipping industry. Marine diesel engines are the most common choice to propel merchant ships compared with competitive alternatives. Engine manufacturers are particularly affected, as these regulations have necessitated the development of cleaner marine diesel engines and additional innovative technological solutions.

The increasing demand for ocean resources exerts an increasing pressure on the use of ocean space across all European Sea Basins. This underlines issues of compatibility (or conflicts) between different maritime uses as well as between economic activities and environmental protection. The idea of multi-use (MU), as a guiding concept for efficient allocation of compatible activities in the same marine space, can increase spatial efficiency and at the same time provide socio-economic and environmental benefits. However, its transition from a concept to real-world development is facing several barriers. Based on analysis of five European sea basins done under the Horizon 2020 MUSES project (Multi-Use in European Seas), this paper aims to clarify the concept of MU by discussing: 1) the definition in the literature and practice so far, and; 2) how existing regulatory and planning regimes are supporting and challenging the development of several MUs (considered as the most promising). The analytical methodology developed for the MUSES project relied on data collected via desk research and semi structured interviews with key stakeholders (e.g. industry, regulators), over the period of seven months. The semi-quantitative analysis of data conducted, identified the commonalities and differences among countries in respect to each of the analyzed MUs. The paper points out priorities for the MU development in different sea basins and recommends initial steps to overcome existing barriers, whilst maximizing local benefits. This paper is a starting point towards a broader scientific debate on: (i) what could be the role of management policies (like for instance maritime spatial planning - MSP) in supporting and fostering MU concept development, (ii) what are technical and technological challenges for technically advanced MUs, (iii) how added values of MUs concept (e.g. benefits for local economies, positive impacts on environment) could be enhanced.

A summary of recent developments in transport and social policy that are under the social exclusion policy agenda in England are presented in this chapter. These have emerged largely in response to increasing government recognition of the issues that were raised in the preceding chapters of the book and also the growing acceptance of both social and transport policy makers within the central government that a “social welfare approach” to transport decision making and policy delivery is needed in the United Kingdom (UK). Similar policy strategies are also being developed in Wales and Scotland under their devolved Parliaments, but consideration of these are not included in this chapter because of the author’s inexperience and familiarity with the subject outside of England.

This chapter brings together key strands of transport geography and economic geography, two fields which have become separated from one another in recent decades, in spite of the manifold connections between them on the ground. It also informed by relevant insights from development studies. In contrast to the economic geography and transport geography literatures respectively, it takes neither mobility nor the existing spatial distribution of economic activity for granted, assessing the dynamic linkages between the two. The authors view the relationship between transport and economic development as a two-way symbiosis; in a circular manner, each influences the other. The primary concern is with the secondary or additional effects of transport investment in altering economic conditions rather than its direct impact in terms of reduced travel times and increased accessibility. The next section of the chapter revisits some major theoretical frameworks that have been used to interpret and understand the nexus between transport and economic development. The authors then discuss the relationship between transport and spatial development in developed countries, considering the role of transport in the shift to post-Fordist production systems and assessing the economic effects of investments in transport infrastructure. A discussion of transport and economic development in developing countries precedes the brief conclusion, which summarizes the main points of the chapter.

Environmental strategy for ports: Towards a comprehensve green port concept

This paper proposes an integrative conceptual framework for strategic seaport planning. It also provides this frameworks operationalization in the form of a calculation model. The model builds upon the four components of the seaport system: the sea leg, the port activity component, the hinterland component and the port network. The model permits the comprehensive evaluation of alternative port development programs. It results from recent research performed by the authors for the Port of Antwerp (time horizon 2030), and represents the substantive foundation for the long-term expansion plans of the Antwerp port authority. The paper includes a set of policy recommendations for port authorities and stakeholder groups involved in integrative, long-term port planning processes. More specifically, the paper demonstrates the value added of the integrative approach vis-à-vis other, more conventional planning approaches that do not take into account fully the wide variety of financial, economic, social, environmental and spatial impacts of port development. The paper also identifies the critical trade-offs that need to be made, and planning pitfalls to be overcome, when applying this integrative approach in practice.

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