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The concept of ‘multi-port gateway region’ has been introduced by Notteboom (2010) and has been applied to important seaport markets such as Europe and Asia. However, the dynamics and port development patterns in secondary multi-port gateway regions, such as the Black Sea region, have received far less attention in academic literature. An empirical application of established spatial and functional development models to such secondary port regions might substantiate the external validity of these models as these ports operate in a different spatial, economic and institutional environment.

The aim of the paper is to characterize the spatial dynamics of container ports of the Black Sea multi-port gateway regions by testing the validity of established spatial models on port system development. Furthermore, the expected future evolution path for port hierarchy in the Black Sea basin is discussed. By doing so, the paper assesses to what extent the Black Sea port region is following an ‘expected’ development path as portrayed in a number of port system development models, or alternatively, can be characterized as an atypical port system following its own development logic.

A number of literature contributions have underlined the importance of developing value-added logistics activities or VALS in order to help improve customers’ satisfaction. However, there is usually very little attention given regarding where to perform these VALS. This study aims to: (1) identify a comprehensive set of factors which may influence the location of VALS, (2) to analyze to what extent those factors influence location decisions, and (3) to distinguish the determinants behind the location choices for distribution centers and for the kind of VALS that will be developed in these distribution centers.

In this paper, we will present a conceptual framework on the locations of VALS in view of the identifying determinants for assigning VALS to logistical centers. We argue that the optimal location of VALS is determined by complex interactions between the determinants at the level of the choice of a distribution system, distribution center location factors, and different logistical characteristics regarding products.

This paper analyses container throughput developments in the East Asia container port system. Throughput evolutions and concentration/deconcentration patterns in the multi-range container port system of East Asia are analysed. The paper also provides a more in-depth qualitative analysis of the reasons underlying the observed trends and results. It is demonstrated that the East Asian port system is undergoing major structural shifts in cargo patterns and is witnessing a cargo deconcentration trend as a result of the rise of the Chinese ports and the relative stagnation of the Japanese range.

This paper presents a generic framework on port logistics development and its interaction with hinterland regions. Although earlier work on the topic (e.g. by Ferrari et al., 2006; Kuipers and Eenhuizen, 2004) offers valuable insights in the subject, it contains limitations in geographical applicability. Ports indeed face dissimilarities in, for instance, locational characteristics (a.o. distance from the sea and nautical accessibility) and hinterland connections. Only when a model for determining seaport-located logistics activities takes into account these issues of dissimilarity among ports, the framework could be applied to a variety of seaport ranges worldwide. In this paper we aim to provide a first version of such a framework. More particularly, by means of a survey conducted in the Port of Busan the shortcomings of traditional approaches are illustrated. We then propose a more encompassing model, which seems to explain fairly well the attractiveness of Busan in terms of logistics activities. This framework explicitly adds port and hinterland characteristics to the list of factors decisive in the choice of the location of logistics activities. Finally, we would like to remark that our research on this topic is still ongoing and results for surveys planned in New York and Antwerp will be reported in a later stage.

The awarding of terminals to private operators is considered a prime task of landlord port authorities. Yet, terminal concessions in seaports have only recently gained interest in academic circles. The awarding process poses a complex set of managerial challenges to port authorities, one of the key issues being the determination of the duration of the concession.

Despite the importance of the duration of terminal concessions in seaports, the issue has not received much attention in academic circles. Factors impacting on the duration of contracts, leases or concessions have, however, been studied extensively in other research areas, such as agriculture, coal contracts, franchising and natural gas. This paper uses insights from these academic studies to obtain a better understanding of the impact of concession duration on the stakeholders involved and relates them to empirical evidence on concession length in European seaports. The paper then proposes a classification scheme for the exogenous determination of concession duration, based on techniques developed for Public-Private-Partnerships in large infrastructure projects. In the last section the paper discusses the importance of concession durations to various stakeholders in seaports and illustrates these principles using a case study.

This paper deals with network configurations in liner shipping and inland transportation from a carrier's perspective. The cost efficiency of different possible network configurations in the foreland-hinterland continuum is discussed based on a cost model and on a qualitative analysis. It is demonstrated that the tendency towards cargo concentration in a limited number of ports has led to the redesign of collection and distribution networks in the hinterland. Further cargo bundling in the foreland-hinterland continuum towards even fewer ports and inland centres is only interesting from a cost perspective if considerable economies of scale and density can be realised in the associated hinterland networks. The more cost efficient the network becomes, the less convenient that network could be for the shippers ' needs in terms of frequency and flex ibility. As such, the future configuration of liner shipping networks and inland transport networks will largely depend on the balance of power between carriers and shippers.

This paper presents a generic simulation model to determine the equipment mix (quay, yard and intra-terminal transfer) for a Container Terminal Logistics Operations System (CTLOS). The simulation model for the CTLOS, a typical type of discrete event dynamic system (DEDS), consists of three sub-models: ship queue, loading-unloading operations and yard-gate operations. The simulation model is empirically applied to phase 1 of the Yangshan Deep Water Port in Shanghai. This study considers different scenarios in terms of container throughput levels, equipment utilization rates, and operational bottlenecks, and presents a sensitivity analysis to evaluate and choose reasonable equipment ratio ranges under different operational conditions.

Increased economic activity in sub-Saharan Africa (SSA) has given rise to increased demand for port development. Given the often scarce availability of national public funding, port institutional reform programmes have been implemented to pave the way for the inclusion of external port investors. Notwithstanding this fact, some sub-Saharan African Governments remain institutionally locked into the notion that state-owned enterprises remain an appropriate vehicle for port terminal operations. This, despite the fact that terminal operational concessions globally and within the continent of Africa are increasingly being managed by global terminal operators. Given this context, this study aims to evaluate different port valuation and funding strategies. Two research questions form the core of this research: what is the financial value of a concession? What is the most cost advantageous funding strategy? The methodology is applied to the development of a two-berth container terminal in SSA.

After reviewing a range of financial valuation and funding techniques, the study presents valuation and funding model applicability-fit tests. Thereafter, a suitable valuation technique is selected and applied to the case study providing a concession valuation. Different funding strategies are applied to the valuation model to determine the cost implications of each funding instrument given the local context and institutional constraints applicable to SSA. Finally, the study discusses the significance of the results to potential SSA port investors by highlighting the impact of each funding approach on key financial metrics.

The study presents a range of financial investment appraisal results for the case study concession in consideration of four specific funding strategies. The highest concession valuation could be attributed to a higher debt ratio as a principal funding strategy. In addition, this funding approach (100% debt) realised the shortest payback period and the highest internal rate of return values. The authors, however, maintain that the optimal funding strategy for a concession depends ultimately on the financial goals of the investor.

This research makes a contribution to the existing literature on port finance and development by presenting a structured approach to the evaluation of the valuation and funding techniques, which can be used in terminal development subject to the specific local context and institutional constraints (in this case applicable to SSA). The study provides practical insight into the potential cost of the considered terminal concession for private or public sector participants and a view of the most cost advantageous funding strategy available for interested investors.

Slow steaming has been implemented by the main liner shipping companies since 2008. The reduction in vessel speed affects fuel consumption and should be reflected within the fuel surcharges paid by shippers. The purpose of this paper is to assess if this was the case for the main outbound European container trades from the port of Antwerp.

Through an extensive analysis of liner service characteristics, fuel costs and fuel surcharges this paper provides an answer to three research questions: how significant are slow steaming practices in container liner shipping?; what is the impact of slow steaming on fuel consumption and liner service characteristics?; and to what extent has slow steaming changed the relation between fuel costs and fuel surcharges imposed on shippers by shipping lines?

It is found that slow steaming practices are not implemented on all trade routes, but depend on operational aspects such as distances covered and the characteristics of the ships deployed. While it could be expected that the reduction in vessel speed should be reflected within the fuel surcharges paid by shippers, the empirical results show that on most trade routes slow steaming did not fundamentally change the relation between fuel costs and fuel surcharges imposed on shippers by shipping lines.

The paper has practical relevance to actors active in global ocean freight logistics, particularly since its results can be used as input for ongoing debates between shipping lines and shippers on pricing and surcharges in container shipping.

This paper is the first extensive study that makes an explicit link between slow steaming practices and fuel surcharge policies of shipping lines. A method was developed to estimate fuel consumption levels of ships at various speeds and to link the associated fuel costs to real‐life bunker surcharges imposed on shippers by shipping lines.

Avoiding truck congestion and peaks in landside activity is one of the challenges to container terminal managers. The spreading of truck arrivals at terminals can be facilitated by widening the opening hours of terminals at the landside. Israel’s Ministry of Transport has instituted the “Good Night Program”, involving monetary incentives for importers and exporters who deliver containers to ports at night.

This paper aims to quantitatively examine the market utility resulting from shifting traffic from daytime to nighttime, and analyzes customer considerations regarding nighttime transportation.

The external utility found in the traffic-economics model is quite similar to the economic incentive given to customers. Therefore, a significant increase of the incentive is not feasible.

Furthermore, it seems that an incentive method by itself is not effective enough, and does not motivate customers to act and find creative solutions to the obstacles they face. To achieve a considerable change in nighttime transport to Israeli ports, more effective methods should be examined.