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Dr. Violeta Roso
Department of Technology Management and Economics, Chalmers University of Technology, 41296 Gothenburg, Sweden

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0 qualitative studies
0 Intermodal transport
0 short sea shipping
0 Dry ports
0 Inland waterways

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Dry ports
Intermodal transport
Slow steaming
Inland waterways

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Journal article
Published: 07 June 2021 in Sustainability
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Seaport Rijeka is located and connected to the strategic EU TEN-T transport routes (Mediterranean and Baltic–Adriatic Corridor). Seaport Rijeka represents the shortest connection between Central and Central-Eastern Europe, and overseas destinations, by land and sea, and is in an excellent position to take advantage of its location. Being the largest and busiest seaport in Croatia, with constant increase in cargo traffic, especially container traffic, with inadequate and incomplete transport infrastructure that creates congestion, Seaport Rijeka will soon reach its capacity limits. One of the possible solutions that would satisfy the increasing demand and mitigate existing problems is establishing a dry port. Establishing a dry port serving Seaport Rijeka on the EU transport routes would greatly contribute to the strategic and operational plans of the EU and Croatia. The focus of this paper is to determine the optimal dry port location for Seaport Rijeka. The AHP methodology was used to determine the optimal dry port location of the Seaport Rijeka, by analyzing a large set of influential factors. The analysis was performed for three groups of possible dry port locations (close, medium distance and distant). Results suggest that optimal dry port locations for Seaport Rijeka are in Miklavlje, Velika Gorica and Vinkovci.

ACS Style

Josip Božičević; Ivica Lovrić; Dajana Bartulović; Sanja Steiner; Violeta Roso; Jasmina Pašagić Škrinjar. Determining Optimal Dry Port Location for Seaport Rijeka Using AHP Decision-Making Methodology. Sustainability 2021, 13, 6471 .

AMA Style

Josip Božičević, Ivica Lovrić, Dajana Bartulović, Sanja Steiner, Violeta Roso, Jasmina Pašagić Škrinjar. Determining Optimal Dry Port Location for Seaport Rijeka Using AHP Decision-Making Methodology. Sustainability. 2021; 13 (11):6471.

Chicago/Turabian Style

Josip Božičević; Ivica Lovrić; Dajana Bartulović; Sanja Steiner; Violeta Roso; Jasmina Pašagić Škrinjar. 2021. "Determining Optimal Dry Port Location for Seaport Rijeka Using AHP Decision-Making Methodology." Sustainability 13, no. 11: 6471.

Journal article
Published: 17 May 2021 in Sustainability
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The development of intermodal transportation (IT) systems is of vital importance for the sustainability of logistics activities. The existing research point at individual directions of action for system improvement and increase of IT participation in overall transportation, thus reducing negative impacts of logistics on sustainability. However, there is a lack of research defining complex scenarios that unite existing ideas and concepts of IT system development and improvement. Accordingly, this article deals with the definition and selection of the most appropriate IT development scenario for the region of Southeastern Europe. Six different potential scenarios that differ in the network configuration, the required level of logistics infrastructure development, the role of different IT terminal categories, the involvement of different transportation modes, and goods flows’ transformation degree, are defined. The scenarios are analyzed according to four stakeholder groups and twelve defined criteria. A novel hybrid multi-criteria decision-making model, based on fuzzy Delphi, fuzzy Factor Relationship (FARE), and fuzzy Measurement of Alternatives and Ranking according to Compromise Solution (MARCOS) methods, is developed for solving the problem. The definition and analysis of the problem, the way of establishing the scenarios, as well as the development of a novel hybrid model are the main contributions of this article. A significant contribution is also the consideration of the Dry Port (DP) concept for the first time in the context of river ports. The results indicate that the scenario referring to the development of the IT core network with the Danube DP terminals is potentially the most appropriate scenario for the Southeastern Europe IT system.

ACS Style

Snežana Tadić; Milovan Kovač; Mladen Krstić; Violeta Roso; Nikolina Brnjac. The Selection of Intermodal Transport System Scenarios in the Function of Southeastern Europe Regional Development. Sustainability 2021, 13, 5590 .

AMA Style

Snežana Tadić, Milovan Kovač, Mladen Krstić, Violeta Roso, Nikolina Brnjac. The Selection of Intermodal Transport System Scenarios in the Function of Southeastern Europe Regional Development. Sustainability. 2021; 13 (10):5590.

Chicago/Turabian Style

Snežana Tadić; Milovan Kovač; Mladen Krstić; Violeta Roso; Nikolina Brnjac. 2021. "The Selection of Intermodal Transport System Scenarios in the Function of Southeastern Europe Regional Development." Sustainability 13, no. 10: 5590.

Journal article
Published: 06 October 2020 in Maritime Economics & Logistics
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The contemporary supply chains in which container ports logistics operate are characterized by increased uncertainties driven by a range of factors such as socioeconomic factors and changing supply chain strategies in response to market dynamics. Recently, the occurrences and effects of these factors on global economic activities, and thus container port logistics, have been intensified by the COVID-19 pandemic. Enabling flexibility in port logistics is more important than ever to navigate uncertainties, now and in the post-COVID-19 world. This paper seeks to develop a conceptual framework to holistically capture different dimensions of container port logistics capacity. A systematic literature review method is employed to formulate a conceptual framework depicting the structure of various elements of capacity and the interplay among the logistics triad of transport carriers, port operators, and logistics service providers whose interactions and service capacities constitute the overall capacity of the system. The study reveals four dimensions of port logistics capacity, namely seaside interface, platform, landside interface, and system-wide, each of which consists of subelements that can be distinguished into static or adjustable. The proposed framework provides insights corresponding to the logistics triad roles and interactions within the system for understanding uncertainty characteristics, assessing various elements of capacity, and identifying potential levers to build flexibility into these interrelated capacity elements.

ACS Style

Dawn Russell; Kusumal Ruamsook; Violeta Roso. Managing supply chain uncertainty by building flexibility in container port capacity: a logistics triad perspective and the COVID-19 case. Maritime Economics & Logistics 2020, 1 -22.

AMA Style

Dawn Russell, Kusumal Ruamsook, Violeta Roso. Managing supply chain uncertainty by building flexibility in container port capacity: a logistics triad perspective and the COVID-19 case. Maritime Economics & Logistics. 2020; ():1-22.

Chicago/Turabian Style

Dawn Russell; Kusumal Ruamsook; Violeta Roso. 2020. "Managing supply chain uncertainty by building flexibility in container port capacity: a logistics triad perspective and the COVID-19 case." Maritime Economics & Logistics , no. : 1-22.

Journal article
Published: 27 August 2020 in Sustainability
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Globalization and decentralization of production generate the intensive growth of goods and transport flows, mostly performed by the maritime transport. Ports, as the main nodes in the global logistics networks, are becoming congested, space for their expansion limited, and traffic in their hinterland congested. As a solution to these and many other hinterland-transport-related problems stands out the development of dry port (DP) terminals. Selection of their location is one of the most important strategic decisions on which depends their competitiveness in the market and the functionality of the logistics network. Accordingly, the evaluation and selection of locations for the development of the DP in accordance with the requirements of various stakeholders is performed in this paper, as a prerequisite for the establishment of an ecological, economic, and socially sustainable logistics network in the observed area. To solve this problem, a new hybrid model of multi-criteria decision-making (MCDM) that combines Delphi, AHP (Analytical Hierarchy Process), and CODAS (Combinative Distance-based Assessment) methods in a grey environment is developed. The main contributions of this paper are the defined model, the problem-solving approach based on finding a compromise solution, simultaneous consideration of the environmental, economic, and social sustainability of the DP concept and its implementation in the regional international markets. The applicability of the approach and the defined MCDM model is demonstrated by solving a real-life case study of ranking the potential DP locations in the Western Balkans region. Based on the obtained results, it is concluded that in the current market conditions, it would be most realistic to open three DP terminals, in Zagreb, Ljubljana, and Belgrade.

ACS Style

Snežana Tadić; Mladen Krstić; Violeta Roso; Nikolina Brnjac. Dry Port Terminal Location Selection by Applying the Hybrid Grey MCDM Model. Sustainability 2020, 12, 6983 .

AMA Style

Snežana Tadić, Mladen Krstić, Violeta Roso, Nikolina Brnjac. Dry Port Terminal Location Selection by Applying the Hybrid Grey MCDM Model. Sustainability. 2020; 12 (17):6983.

Chicago/Turabian Style

Snežana Tadić; Mladen Krstić; Violeta Roso; Nikolina Brnjac. 2020. "Dry Port Terminal Location Selection by Applying the Hybrid Grey MCDM Model." Sustainability 12, no. 17: 6983.

Journal article
Published: 28 July 2020 in Research in Transportation Business & Management
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Although it offers1 both economic and environmental advantages particularly for long-distances, intermodal transport is still not utilized effectively, and it is challenged by many barriers to its utilization. On the other hand, the transport sector is influenced by recent trends, such as digitalization, Industry 4.0 and many technological innovations are introduced, aiming to transform the way of doing business. Therefore, understanding digitalization's potential to solve the transport sector's struggle for a higher degree of integration between different modes in intermodal transport is important. The purpose of this paper is to investigate the potential of different digital tools in mitigating barriers for increased utilization of intermodal transport. Semi-structured interviews and a policy Delphi study combined with a brainstorming session are conducted to classify various barriers for intermodal transport under certain categories and to understand if and how selected digital tools could help to mitigate these barriers. Findings indicate that the multi-actor nature of intermodal transport networks results in varying perceptions related with digital tools and technologies. This variance acts as a hindrance for digitalization within the conservative context of transportation industry and its cost-based competition structure. Adoption by market leaders, demand from intermodal transport buyers, vertical integration in intermodal transport chains are potential mitigation factors for elimination of barriers to digitalization in intermodal transportation.

ACS Style

Ceren Altuntaş Vural; Violeta Roso; Árni Halldórsson; Gabriella Ståhle; Marina Yaruta. Can digitalization mitigate barriers to intermodal transport? An exploratory study. Research in Transportation Business & Management 2020, 37, 100525 .

AMA Style

Ceren Altuntaş Vural, Violeta Roso, Árni Halldórsson, Gabriella Ståhle, Marina Yaruta. Can digitalization mitigate barriers to intermodal transport? An exploratory study. Research in Transportation Business & Management. 2020; 37 ():100525.

Chicago/Turabian Style

Ceren Altuntaş Vural; Violeta Roso; Árni Halldórsson; Gabriella Ståhle; Marina Yaruta. 2020. "Can digitalization mitigate barriers to intermodal transport? An exploratory study." Research in Transportation Business & Management 37, no. : 100525.

Journal article
Published: 15 July 2020 in Operations and Supply Chain Management: An International Journal
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ACS Style

Violeta Roso; Ceren Vural; Anna Abrahamsson; Matilda Engstrom; Sara Rogerson; Vendela Santen. Drivers and Barriers for Inland Waterway Transportation. Operations and Supply Chain Management: An International Journal 2020, 13, 406 -417.

AMA Style

Violeta Roso, Ceren Vural, Anna Abrahamsson, Matilda Engstrom, Sara Rogerson, Vendela Santen. Drivers and Barriers for Inland Waterway Transportation. Operations and Supply Chain Management: An International Journal. 2020; 13 (4):406-417.

Chicago/Turabian Style

Violeta Roso; Ceren Vural; Anna Abrahamsson; Matilda Engstrom; Sara Rogerson; Vendela Santen. 2020. "Drivers and Barriers for Inland Waterway Transportation." Operations and Supply Chain Management: An International Journal 13, no. 4: 406-417.

Review article
Published: 28 February 2020 in Journal of Transport Geography
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ACS Style

Patrick Witte; Bart Wiegmans; Violeta Roso; Peter V. Hall. Moving beyond land and water: Understanding the development and spatial organization of inland ports. Journal of Transport Geography 2020, 84, 102676 .

AMA Style

Patrick Witte, Bart Wiegmans, Violeta Roso, Peter V. Hall. Moving beyond land and water: Understanding the development and spatial organization of inland ports. Journal of Transport Geography. 2020; 84 ():102676.

Chicago/Turabian Style

Patrick Witte; Bart Wiegmans; Violeta Roso; Peter V. Hall. 2020. "Moving beyond land and water: Understanding the development and spatial organization of inland ports." Journal of Transport Geography 84, no. : 102676.

Editorial
Published: 24 February 2020 in Maritime Economics & Logistics
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Cargo carried by liner shipping has come to be known as general cargo.Footnote 1 Up to the beginning of the 1960s, such cargo was transported, in various forms of unitization (packaging), such as pallets, slings, boxes, barrels and crates, by relatively small ships, known as general cargo ships, cargo freighters, multipurpose ships, twin-deckers or multi-deckers. Cargo handling was a very labour-intensive process and ships were known to spend most of their time in port, waiting to berth, load or discharge. Congestion was a chronic problem in most ports, raising the cost of transport and hindering the growth of trade. Equally importantly, such delays in ports made trade movements erratic and unpredictable, obliging manufacturers, wholesalers and retailers to keep large stock. As a result, warehousing and carrying (capital) costs were adding up to the cost of transport, making final goods more expensive and, again, hindering international trade and economic developmentFootnote 2 (Haralambides 2019). This situation started to change in the 1960s with the introduction of the ‘container’ and containerization in the trade between the United States and Europe and, subsequently, in the rest of the world. Containerization is often described as a revolution in transport. The innovation entailed in the concept of containerization is credited to Malcolm Mclean, an American trucker who thought of separating the tractor from the trailer part of his trucks, standardizing (unitizing) the latter (trailer) so as to be able to be transported with its contents intact by various transport means, handled at ports by standardized cargohandling equipment (quay cranes), and stacked uniformly one on top of the other, both on ships and at terminals. This was the start of intermodality, as well as of mega-ships and mega-ports, inland terminals, distribution centers (dry ports) and global logistics, by and large (Van Klink and van Den Berg 1998; McCalla 1999). However, in spite of the sustained growth of port throughput worldwide, as well as of the substantial infrastructure investments of ports and their efforts to reform and modernize, hinterland transport—representing 60% of the costs of the global maritime supply chain (Beresford et al. 2012)—has not kept pace; productivity in the maritime leg of the supply chain has not been followed by productivity in its hinterland part, apart from the introduction of double-stack trains in the US in the 1980s (DeBoer 1992), or the adoption of the dry port concept in the 2000s (Roso et al. 2009). Moreover, the gigantism in container shippingFootnote 3 is straining port infrastructure and cargohandling capacity, causing significant diseconomies of scale, which propagate throughout the supply chain, given that increases in port throughput generate almost proportional increases in hinterland flows, and functional seaport hinterland access is essential for the efficiency of the whole intermodal transportation chain. For many seaports, the weakest link in their transportation chains is hinterland access, due to congested roads and inadequate or non-existent rail connections, causing delays and increases in transport costs. The Transport Research Board (1993), as early as the 1990s, identified those infrastructure, land use, environmental and institutional impediments that reduce the efficiency of hinterland transport. To add to this, the quality of hinterland transport and inland access of ports depend on the behaviour of a large number of stakeholders involved in the seaport-transport system (de Langen and Chouly 2004; Paixão and Bernard Marlow 2003). A reversal of trends can recently be seen. From the earlier days when ports were obliged to move downstream to find space, ports now look back at their hinterlands to find the additional space they require. Inland intermodal terminals (or dry ports) are thus mushrooming, connected to seaports by rail, road or inland waterways (Haralambides and Gujar 2011, 2012). As such, inland intermodal terminals are usually developed close to railway and motorway junctions to facilitate the transfer of containers between modes of transport, favoring, to the extent possible, the more environmentally friendly transport modes, such as rail and inland waterways (Rodrigue et al. 2016; Haralambides 2020). A digression might be in order here. Despite various policies proposing and encouraging an increasing use of rail and intermodal solutions, especially in the European Union, the modal share of rail transport has been decreasing, mostly due to the removal of trade barriers and the liberalization of markets, which have resulted in an increased market share of road transport, representing 76.4% of inland freight transport in 2016 (EEA 2009) (Fig. 1). In the European Union, a change in the geographic orientation of trade and economic activity from the west to the east has also contributed to this situation, since the new markets are not well connected by rail, so therefore road prevails due to its flexibility (EEA 2009). Freight Transport in the EU-28: modal split of inland transport modes (EEA 2009) Containerization and intermodality have extended the hinterland of seaports and redefined seaport competition in a way that seaports now have to strive for a position in intermodal corridors (Notteboom 1997, 2006; Haralambides 2019). In all cases, the role of the Port Authority (PA)—the autonomous body which manages the seaport—is crucial. PAs are assuming an increasingly enterprising role as ‘stakeholder managers’, extending their ‘gates’ to the hinterland, as far out as possible, to widen their catchment areas. To do this, the ‘smart port authority 4.0’ needs to smooth out supply chain bottlenecks among ships, terminals, customs authorities, and hinterland transport, storage and distribution. In its supply chain manager role, the seaport of today understands that it is now...

ACS Style

Behzad Behdani; Bart Wiegmans; Violeta Roso; Hercules Haralambides. Port-hinterland transport and logistics: emerging trends and frontier research. Maritime Economics & Logistics 2020, 22, 1 -25.

AMA Style

Behzad Behdani, Bart Wiegmans, Violeta Roso, Hercules Haralambides. Port-hinterland transport and logistics: emerging trends and frontier research. Maritime Economics & Logistics. 2020; 22 (1):1-25.

Chicago/Turabian Style

Behzad Behdani; Bart Wiegmans; Violeta Roso; Hercules Haralambides. 2020. "Port-hinterland transport and logistics: emerging trends and frontier research." Maritime Economics & Logistics 22, no. 1: 1-25.

Journal article
Published: 21 February 2020 in Maritime Economics & Logistics
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The concept of dry ports has gained significant interest among practitioners and researchers in the last decade. Consequently, publications on this topic have followed this development, and today there are more than 100 papers available in the Scopus and Science Direct databases, compared with only two papers in 2007. The purpose of this paper is to summarize current scientific knowledge on the phenomenon and to identify research outcomes, trends, and future research implications by conducting a systematic literature review (SLR). SLR is an explicit and reproducible method that ensures the reliability and traceability of the results. The selection of relevant papers was performed independently by each author using Rayyan QCRI software; the coding and analysis were conducted with the help of NVivo qualitative data analysis software. Findings show that the research area is largely represented by qualitative cases and optimization studies covering various aspects of dry ports. Dry port examples around the world differ based on location, functions, services, ownership, and maturity level. Although the research area is young and discrete, five main thematic areas are identified: debate on the concept, environmental impact, economic impact, performance impact, and dry ports from a network perspective.

ACS Style

Alena Khaslavskaya; Violeta Roso. Dry ports: research outcomes, trends, and future implications. Maritime Economics & Logistics 2020, 22, 265 -292.

AMA Style

Alena Khaslavskaya, Violeta Roso. Dry ports: research outcomes, trends, and future implications. Maritime Economics & Logistics. 2020; 22 (2):265-292.

Chicago/Turabian Style

Alena Khaslavskaya; Violeta Roso. 2020. "Dry ports: research outcomes, trends, and future implications." Maritime Economics & Logistics 22, no. 2: 265-292.

Journal article
Published: 18 December 2019 in Research in Transportation Business & Management
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Considerable scientific attention has been paid to inland port research and many of the papers are driven by an Outside-In perspective where the seaport is often regarded as leader and the inland port as follower. Increasingly, Inside-Out approaches where inland ports themselves are taking the initiative are receiving scientific attention. However, it is argued that both processes can be at play simultaneously within the same port and that these processes are reinforcing each other. The focus of this paper is therefore on defining powerful strategies for inland ports also from an Inside-Out and bi-directional perspective. We observe that not all developments connected to inland ports acting as extended gates for seaports are positive: for inland ports traffic conditions might worsen, and external effects increase (i.e. seaport problems are ‘exported’ inland). New powerful strategies for inland ports are amongst others: redefining their role versus seaports with a central role for the inland port, governments should give more attention to the inland port and seek the development of strategic plans and strategies for the inland port as to realize their own objectives. Seaports and container carriers increasingly seek partly ownership of inland ports and terminals and inland port themselves should analyze if these developments suit their ambitions. Inland ports could also develop network strategies that not solely focus on the closest seaports but also consider adjacent inland ports. Cooperation with other inland ports can also be developed into a strategy that strengthens the role of the inland port versus seaports.

ACS Style

Bart Wiegmans; Patrick Witte; Violeta Roso. Directional inland port development: Powerful strategies for inland ports beyond the inside-out/outside-in dichotomy. Research in Transportation Business & Management 2019, 35, 100415 .

AMA Style

Bart Wiegmans, Patrick Witte, Violeta Roso. Directional inland port development: Powerful strategies for inland ports beyond the inside-out/outside-in dichotomy. Research in Transportation Business & Management. 2019; 35 ():100415.

Chicago/Turabian Style

Bart Wiegmans; Patrick Witte; Violeta Roso. 2019. "Directional inland port development: Powerful strategies for inland ports beyond the inside-out/outside-in dichotomy." Research in Transportation Business & Management 35, no. : 100415.

Book chapter
Published: 01 November 2019 in Infrastructure Investment in Indonesia
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ACS Style

John Black; Violeta Roso; Colin Duffield; Felix Kin Peng Hui; Sally Wilson (Eds.). 5. Port and Hinterlands. Infrastructure Investment in Indonesia 2019, 113 -154.

AMA Style

John Black, Violeta Roso, Colin Duffield, Felix Kin Peng Hui, Sally Wilson (Eds.). 5. Port and Hinterlands. Infrastructure Investment in Indonesia. 2019; ():113-154.

Chicago/Turabian Style

John Black; Violeta Roso; Colin Duffield; Felix Kin Peng Hui; Sally Wilson (Eds.). 2019. "5. Port and Hinterlands." Infrastructure Investment in Indonesia , no. : 113-154.

Journal article
Published: 19 October 2019 in Transport Policy
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Trans-ocean liner shipping companies adopt slow steaming during periods when the market is characterised by low demand, high fuel prices, low freight rates and overcapacity. The most recent instance in which this occurred was the period following the 2008/2009 global financial crises, and the speeds have not yet rebounded to the pre-crisis levels. Most of the existing research regarding slow steaming takes environmental, economic and maritime engineering perspectives, meaning that the phenomenon is studied from the viewpoint of ship owners. The purpose of this paper is to explore the effects of slow steaming from the shipper's perspective.

ACS Style

Christian Finnsgård; Joakim Kalantari; Violeta Roso; Johan Woxenius. The Shipper's perspective on slow steaming - Study of Six Swedish companies. Transport Policy 2019, 86, 44 -49.

AMA Style

Christian Finnsgård, Joakim Kalantari, Violeta Roso, Johan Woxenius. The Shipper's perspective on slow steaming - Study of Six Swedish companies. Transport Policy. 2019; 86 ():44-49.

Chicago/Turabian Style

Christian Finnsgård; Joakim Kalantari; Violeta Roso; Johan Woxenius. 2019. "The Shipper's perspective on slow steaming - Study of Six Swedish companies." Transport Policy 86, no. : 44-49.

Journal article
Published: 03 September 2019 in Journal of Shipping and Trade
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This paper explores the implications of vessel enlargement on seaport competitiveness and investigates the dyadic integration between seaports and dry ports to address drastic vessel size acceleration in the Malaysian seaport system. Therefore, this paper aims to reveal the seaport/dry port dyadic relationship to improve seaport competitiveness in light of the increase in vessel size in the arena of global trade. To achieve this aim, mixed methods were applied by conducting qualitative and quantitative approaches concurrently. The outcome of this paper indicates that vessel enlargement has caused several problems in seaports including reduction in operational efficiency, congestion, limited capacity and infrastructure support, outdated policies for existing seaport development, urgent needs for additional investment in spatial development, as well as requirements for new structure in manpower training. Furthermore, the integration of dry ports in the seaport system to deal with vessel size enlargement is expected to improve seaport accessibility through improved infrastructure and service quality as well as increased capacity and efficiency.

ACS Style

Jagan Jeevan; Violeta Roso. Exploring seaport - dry ports dyadic integration to meet the increase in container vessels size. Journal of Shipping and Trade 2019, 4, 1 -18.

AMA Style

Jagan Jeevan, Violeta Roso. Exploring seaport - dry ports dyadic integration to meet the increase in container vessels size. Journal of Shipping and Trade. 2019; 4 (1):1-18.

Chicago/Turabian Style

Jagan Jeevan; Violeta Roso. 2019. "Exploring seaport - dry ports dyadic integration to meet the increase in container vessels size." Journal of Shipping and Trade 4, no. 1: 1-18.

Journal article
Published: 30 July 2019 in Sustainability
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Growing competition in the global market imposes the need for adequate planning of transportation processes and development of intermodal transport networks, whereby intermodal terminals play a key role. This paper proposes a methodology for prioritization of the intermodal terminal’s development features, as the procedure in its planning process, leading to the design of the intermodal terminal in accordance with the needs of various stakeholders and the principles of the sustainable development. As the stakeholders often have conflicting interests and objectives, it is necessary to consider a broad set of requirements and developmental features that enable the fulfillment of the defined requirements. In order to solve the problem this paper proposes a new hybrid multi-criteria decision-making model that combines Delphi, Analytical Network Process (ANP) and Quality Function Deployment (QFD) methods in the fuzzy environment. The applicability of the proposed model is demonstrated by solving an example of planning an intermodal terminal in Belgrade.

ACS Style

Snežana Tadić; Mladen Krstić; Violeta Roso; Nikolina Brnjac. Planning an Intermodal Terminal for the Sustainable Transport Networks. Sustainability 2019, 11, 4102 .

AMA Style

Snežana Tadić, Mladen Krstić, Violeta Roso, Nikolina Brnjac. Planning an Intermodal Terminal for the Sustainable Transport Networks. Sustainability. 2019; 11 (15):4102.

Chicago/Turabian Style

Snežana Tadić; Mladen Krstić; Violeta Roso; Nikolina Brnjac. 2019. "Planning an Intermodal Terminal for the Sustainable Transport Networks." Sustainability 11, no. 15: 4102.

Journal article
Published: 20 April 2019 in Transactions on Maritime Science
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Dry ports, when implemented effectively, reduce seaport congestion, improve seaport throughput and, due to the movement of containers from road to rail, reduce harmful emissions. This study investigates the implementation of dry ports at five U.S. seaports, which is then analysed considering the diffusion of innovation attributes. Data for the study was collected through face-to-face interviews at US East Coast seaports of Miami, Everglades, Jacksonville, Savannah and Charleston. To ensure validity, the triangulation of data sources was performed; i.e. a number of secondary sources were used, such as reports, internal and external documents, as well as site visits to the facilities. Three components have been recognized as key to the successful dry port concept: on/near-dock rail, reliable inland rail connection and a functional inland intermodal facility. These three components have a diverse group of stakeholders, many of whom are unknown to one another; however, when coordinated, they create the innovation of the dry port concept. If the attributes of successful innovations are understood, with respect to their influence specifically on dry ports, then they can be managed to contribute to the successful implementation of dry ports. The novelty of the research lies in its approach of using the diffusion of innovation attributes that have been historically proven to impact the adoption rates of innovations to provide insight into the adoption of the dry port concept.

ACS Style

Violeta Roso; Dawn Russell; Dawna Rhoades. Diffusion of Innovation Assessment of Adoption of the Dry Port Concept. Transactions on Maritime Science 2019, 8, 26 -36.

AMA Style

Violeta Roso, Dawn Russell, Dawna Rhoades. Diffusion of Innovation Assessment of Adoption of the Dry Port Concept. Transactions on Maritime Science. 2019; 8 (1):26-36.

Chicago/Turabian Style

Violeta Roso; Dawn Russell; Dawna Rhoades. 2019. "Diffusion of Innovation Assessment of Adoption of the Dry Port Concept." Transactions on Maritime Science 8, no. 1: 26-36.

Journal article
Published: 12 March 2019 in Sustainability
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The hinterland leg of maritime containerized transport as a part of supply chain has been increasingly pressured by larger volumes, as well as by a need to fulfill sustainability requirements that are expressed by social opinion and formal regulations. There is a potential to relieve this pressure through integration of a dry port, as a seaport’s inland interface, in the supply chain. Therefore, this paper aims to explain how a supply chain can benefit or enhance its outcomes of cost, responsiveness, security, environmental performance, resilience, and innovation, by the integration of a dry port. The data for this case study is collected through interviews and site visits from the privately owned Skaraborg dry port, Sweden; and the study is limited to the actors of the transport system involved in the development and operations of the dry port integrated setup. The results show that the six supply chain outcomes (cost, responsiveness, security, environmental performance, resilience, and innovation) are perceived by the actors as being desirable, and can be enhanced by the integration of a dry port in the supply chains. In particular, the enhancement of the supply chain outcomes can be achieved due to intermodality and reliability of rail transportation and customization of services associated with the dry port integrated setup, and by increasing the capacity of transportation system.

ACS Style

Alena Khaslavskaya; Violeta Roso. Outcome-Driven Supply Chain Perspective on Dry Ports. Sustainability 2019, 11, 1492 .

AMA Style

Alena Khaslavskaya, Violeta Roso. Outcome-Driven Supply Chain Perspective on Dry Ports. Sustainability. 2019; 11 (5):1492.

Chicago/Turabian Style

Alena Khaslavskaya; Violeta Roso. 2019. "Outcome-Driven Supply Chain Perspective on Dry Ports." Sustainability 11, no. 5: 1492.

Journal article
Published: 23 May 2018 in Journal of Shipping and Trade
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When container shipping lines experience over-capacity and high fuel costs, they typically respond by decreasing sailing speeds and, consequently, increasing transport time. Most of the literature on this phenomenon, often referred to as slow-steaming, takes the perspective of the shipping lines addressing technical, operational and financial effects, or a society perspective focusing on lower emissions and energy use. Few studies investigate the effects on the demand side of the market for container liner shipping. Hence, the aim of this study is to elaborate on the logistics consequences of slow-steaming, particularly the strategies that Swedish shippers purchasing deep sea container transport services employ to mitigate the effects of slow-steaming. Workshops and semi-structured interviews revealed that shippers felt they had little or no impact on sailing schedules and were more or less subject to container shipping lines’ decisions. The effects of slow-steaming were obviously most severe for firms with complex supply chains, where intermediate products are sent back and forth between production stages on different continents. The shippers developed a set of strategies to cope with the low punctuality of containerised shipping, and these were categorised in the domains of transfer-the-problem, transport, sourcing and distribution, logistics and manufacturing, and product design. All firms applied changes in the transport domain, although the lack of service segmentation limited the effects of the strategy. Most measures were applied by two firms, whereas only one firm changed the product design.

ACS Style

Christian Finnsgård; Joakim Kalantari; Zeeshan Raza; Violeta Roso; Johan Woxenius. Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping. Journal of Shipping and Trade 2018, 3, 8 .

AMA Style

Christian Finnsgård, Joakim Kalantari, Zeeshan Raza, Violeta Roso, Johan Woxenius. Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping. Journal of Shipping and Trade. 2018; 3 (1):8.

Chicago/Turabian Style

Christian Finnsgård; Joakim Kalantari; Zeeshan Raza; Violeta Roso; Johan Woxenius. 2018. "Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping." Journal of Shipping and Trade 3, no. 1: 8.

Journal article
Published: 20 April 2018 in Transactions on Maritime Science
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The basic idea behind the concept of a dry port is a more efficient seaport access, movement of the seaport’s interface inland with the shift of flows from road to rail. The application of the concept results in a reduction of road transport to/from the seaport together with the associated broad social and environmental benefits. This paper examines the complex factors influencing the timeframes and location of close inland intermodal terminals with dry port characteristics - metropolitan intermodal terminals, as they are usually referred to - and their implementation, with a case study of the Sydney metropolitan region and Port Botany, Australia. The issues surrounding suburban freight terminals are a sub-set of the wider social and environmental problems of the interactions of seaports with their hinterland. Port Botany and its close inland intermodal terminals are very distinctive: there are very few ports in the world with such a well-developed network of close inland intermodal terminals. Nevertheless, the Moorebank terminal was first mooted in 2003 but the latest plans anticipate operations commencing in 2018. The paper illustrates some problematic aspects of long timeframes for the development of significant freight infrastructure.

ACS Style

John Black; Violeta Roso; Eli Marušić; Nikolina Brnjac. Issues in Dry Port Location and Implementation in Metropolitan Areas: The Case of Sydney, Australia. Transactions on Maritime Science 2018, 7, 41 -50.

AMA Style

John Black, Violeta Roso, Eli Marušić, Nikolina Brnjac. Issues in Dry Port Location and Implementation in Metropolitan Areas: The Case of Sydney, Australia. Transactions on Maritime Science. 2018; 7 (1):41-50.

Chicago/Turabian Style

John Black; Violeta Roso; Eli Marušić; Nikolina Brnjac. 2018. "Issues in Dry Port Location and Implementation in Metropolitan Areas: The Case of Sydney, Australia." Transactions on Maritime Science 7, no. 1: 41-50.

Reference entry
Published: 20 April 2017 in Encyclopedia of Maritime and Offshore Engineering
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A dry port is an inland intermodal terminal connected to a seaport by rail where customers can leave/pick up their standardized units, as if directly at/from a seaport, and get access to a variety of value-adding services. A dry port is a special kind of inland terminal, which can be described as a type of logistics platform. There is a common understanding that the successful implementation of a dry port lowers congestion and environmental impact through modal shift; however, the benefits for the actors of the transport system can include other aspects, such as increase in seaports' terminal capacity and productivity, regional development, and better customer service. The development of a dry port includes three phases: the pre-phase, the start-up phase, and the growth phase. There are a number of factors that influence the implementation of a dry port, one being the cooperation between the actors of the transport system, and in the future, the inclusion of different value-added services could become an important factor. As a response to the challenges facing the transport sector, and in particular ports and their hinterlands, the dry port concept will continue to grow.Keywords:dry port;logistics platform;inland terminal;seaport-dry port dyad;value-added service

ACS Style

Violeta Roso; Dan Andersson; John Carlton; Paul Jukes; Yoo Sang Choo. Dry Ports and Logistics Platforms. Encyclopedia of Maritime and Offshore Engineering 2017, 6, 1 -10.

AMA Style

Violeta Roso, Dan Andersson, John Carlton, Paul Jukes, Yoo Sang Choo. Dry Ports and Logistics Platforms. Encyclopedia of Maritime and Offshore Engineering. 2017; 6 ():1-10.

Chicago/Turabian Style

Violeta Roso; Dan Andersson; John Carlton; Paul Jukes; Yoo Sang Choo. 2017. "Dry Ports and Logistics Platforms." Encyclopedia of Maritime and Offshore Engineering 6, no. : 1-10.

Journal article
Published: 01 January 2016 in International Journal of Logistics Systems and Management
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The purpose of this paper is to analyse the benefits of the application of a radio frequency identification (RFID)-based collaborative tracking and tracing (CTT) system on a logistics setting in which freight is transported by rail between a seaport and a dry port. The case study research method was used for this study and the empirical data were gathered through a research project, which was carried out in Sweden. The results indicate that opportunities for improving the speed of operations, resource utilisation, timeliness of operations, safety of operations, and finally, improving the quality of data are created for multiple actors within the studied logistical setting after application of the CTT system.

ACS Style

Vahid Mirzabeiki; Violeta Roso; Per Sjöholm. Collaborative tracking and tracing applied on dry ports. International Journal of Logistics Systems and Management 2016, 25, 425 .

AMA Style

Vahid Mirzabeiki, Violeta Roso, Per Sjöholm. Collaborative tracking and tracing applied on dry ports. International Journal of Logistics Systems and Management. 2016; 25 (3):425.

Chicago/Turabian Style

Vahid Mirzabeiki; Violeta Roso; Per Sjöholm. 2016. "Collaborative tracking and tracing applied on dry ports." International Journal of Logistics Systems and Management 25, no. 3: 425.