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This paper focuses on dry port as a key notion in port-hinterland development. We first discuss the concept of dry port by reviewing existing literature. Then, we explore the reasons behind the emergence and development of inland node systems in different geographical, economic and institutional contexts. Next, the paper presents a classification of dry ports based on a multitude of factors and dimensions and the respective benefits to different parties. The study then focuses on the specific characteristics of dry ports and associated transport networks in developing countries. In the last part, we present a case study on the dry port system in Vietnam by reviewing the seaport and inland transport system and analyzing the current status of inland terminals in Vietnam. To conclude, a SWOT analysis is presented with regard to the development of the dry port network in Vietnam, followed by recommendations for policy makers.

This paper presents a conceptual framework for the inclusion of multiple criteria in the evaluation of dry port location in developing countries from a multiple stakeholder perspective. We present the framework in four steps. The first step encompasses preliminary research to filter the alternative locations for dry port development. In the second step, the stakeholders are clustered in three groups: dry port users, dry port service providers and the wider community. Then, we present the sub-criteria related to dry port location including the associated measuring methods. The third step includes an explanation on the methods used for weighing these criteria and sub-criteria. A multicriteria analysis is carried out in the final step. We apply the methodological framework to Vietnam. The location of a new dry port project in Vinh Phuc province will be evaluated against two existing inland clearance depots (ICD) in Lao Cai and Phu Tho province.

In the last three decades, transport economists and geographers have published an array of studies on port institutions and governance. Many of these publications emphasize the role of institutions in enabling or inhibiting port efficiencies, port competition (inter and intra) and the development of a port’s resources and capabilities. Political instabilities and their consequential economic lags have to some extent misaligned the pace of institutional reforms in Southern African ports compared with ports in the developed world. Some ports in this region (South Africa, Mozambique, Namibia, Mauritius and Madagascar) have however, over the last 10 to15 years begun to follow the port reform trend, and as such have undergone various degrees of institutional reform. This work seeks to provide a detailed case study which discloses a holistic overview of recent and on-going institutional reforms of Southern African ports from two perspectives. Firstly, by assessing the extent to which institutional structures have shaped and mediated port development in Southern Africa. Secondly, by conducting a port institutional positioning comparison between a range of North European and Southern African container ports in order to determine how similarly Southern African ports resemble more established first world ports. Southern African ports effectively present a unique case of mixed port institutional development trends compared to those in more developed regions of the world. As such, this case study reinforces the fact that different port institutional structures are locally embedded and do matter in port competition, and that institutional reform has supported port development to varying degrees., European Journal of Transport and Infrastructure Research, Vol 15 No 4 (2015)

The cruise industry is a highly concentrated business in terms of players and markets. Vessel deployment strategies and itinerary design by cruise operators are primordial and are affected by market and operational considerations. This paper focuses on capacity deployment and itineraries in two major cruise markets: the Caribbean and the Mediterranean. We argue that the cruise industry sells itineraries, not destinations, implying a level of flexibility in the selection of ports of call, but still bound to important operational considerations. The paper also reveals that the two cruise markets are not functioning independently but are interconnected in an operational manner, particularly through the repositioning of vessel units to cope with variations in seasonal demand among the regional markets.