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For centuries, ports have functioned as an economic engine, facilitating maritime transport, offering prosperity and social development to the host communities. Ports are gateways for international trade playing a vital role in the world economy, but it is not excluded that port operations can also have adverse effects on the environment. Air and water emissions, marine sediments, noise, waste generation, loss and degradation of terrestrial habitats and changes to marine ecosystems are just some of the leading environmental challenges with port’s operations. Environmental management within port operations has been a rapidly growing trend, with many ports around the world adopting different types of approaches and initiatives to improve ecological performance. Despite that many ports around the world have implemented greening strategies for growth and sustainable development, there are still many other ports that work less than they should do on environmental aspects and on the generation of ‘green ports’. These latter have fallen behind in the development of the theme. Therefore, the work reported here aims at analyzing what the best way to act should be, even starting from the beginning for a port that is not very innovative, in order to pursue the practical and theoretical levels of ‘green port’.
Lorenzo Franchi; Thierry Vanelslander. Port Greening: Discrete Choice Analysis Investigation on Environmental Parameters Affecting Container Shipping Companies’ Behaviors. Sustainability 2021, 13, 7010 .
AMA StyleLorenzo Franchi, Thierry Vanelslander. Port Greening: Discrete Choice Analysis Investigation on Environmental Parameters Affecting Container Shipping Companies’ Behaviors. Sustainability. 2021; 13 (13):7010.
Chicago/Turabian StyleLorenzo Franchi; Thierry Vanelslander. 2021. "Port Greening: Discrete Choice Analysis Investigation on Environmental Parameters Affecting Container Shipping Companies’ Behaviors." Sustainability 13, no. 13: 7010.
Shared (electric) mobility is still facing challenges in terms of reaching its potential as a sustainable mobility solution. Low physical and digital integration with public transport, a lack of charging infrastructure, the regulatory barriers, and the public nuisance are hindering the uptake and organization of shared mobility services. This study examines the case of the shared mobility hub, a location where shared mobility is concentrated, as a solution to overcome these challenges. To find ideas informing how a network of shared mobility hubs can contribute to sustainable urban mobility and to overcome the aforementioned challenges, a business model innovation approach was adopted. Focus groups, consisting of public and private stakeholders, collaboratively designed five business model (BM) blueprints, reaching a consensus about the value creation, delivery, and capture mechanisms of the network. The blueprints, defined as first-/last-mile, clustered, point-of-interest (POI), hybrid, and closed mobility hub networks, provide alternative solutions to integrate sustainable transportation modes into a coherent network, enabling multi- and intermodal travel behaviour, and supporting interoperability, sustainable land use, and ensured access to shared (electric) travel modes. However, which kind of network the local key stakeholders need to commit to depends on the local policy goals and regulatory context.
Elnert Coenegrachts; Joris Beckers; Thierry Vanelslander; Ann Verhetsel. Business Model Blueprints for the Shared Mobility Hub Network. Sustainability 2021, 13, 6939 .
AMA StyleElnert Coenegrachts, Joris Beckers, Thierry Vanelslander, Ann Verhetsel. Business Model Blueprints for the Shared Mobility Hub Network. Sustainability. 2021; 13 (12):6939.
Chicago/Turabian StyleElnert Coenegrachts; Joris Beckers; Thierry Vanelslander; Ann Verhetsel. 2021. "Business Model Blueprints for the Shared Mobility Hub Network." Sustainability 13, no. 12: 6939.
With the 2020 emergence of the COVID-19 pandemic, many production companies have re-inforced the rethinking their strategies of production location. In the 1980's and 1990's, one has witnessed a substantial shift of production activities. Increasing production activities led to increasing wage levels and land rents in developing countries since. COVID-19 may be a trigger that will re-inforce the nearshoring process. This paper develops and applies a framework with a quantitative and a qualitative part, so as to verify how a selected nearshoring candidate country performs. The quantitative part relies on a chain cost calculation model, while the qualitative part uses appreciations given by the decision maker to ‘time’, ‘value’ and ‘cost’. The framework is applied to a case with production located in China. In doing so, it is important to determine which sector one belongs to, since different characteristics will play a different role depending on the sector. Furthermore, transport costs typically do not have the biggest share in total supply costs, but may be decisive as they determine also the lead time and hence the costs related to stocks. Finally, it turns out that qualitative decision factors – rather linked to perception and personal preferences – do not always match economic outcomes.
Edwin van Hassel; Thierry Vanelslander; Kris Neyens; Hans Vandeborre; Dominique Kindt; Stefan Kellens. Reconsidering nearshoring to avoid global crisis impacts: Application and calculation of the total cost of ownership for specific scenarios. Research in Transportation Economics 2021, 101089 .
AMA StyleEdwin van Hassel, Thierry Vanelslander, Kris Neyens, Hans Vandeborre, Dominique Kindt, Stefan Kellens. Reconsidering nearshoring to avoid global crisis impacts: Application and calculation of the total cost of ownership for specific scenarios. Research in Transportation Economics. 2021; ():101089.
Chicago/Turabian StyleEdwin van Hassel; Thierry Vanelslander; Kris Neyens; Hans Vandeborre; Dominique Kindt; Stefan Kellens. 2021. "Reconsidering nearshoring to avoid global crisis impacts: Application and calculation of the total cost of ownership for specific scenarios." Research in Transportation Economics , no. : 101089.
Rail freight transport is facing contradicting realities. Ambitious goals to stimulate this mode of land transport at the expense of the less sustainable and over congested road transport, are going hand in hand with a continuous decrease in usage and modal share statistics. As it is known that a lack of flexibility is holding back the development of this mode, this research wants to evaluate what could be the direct economic impact of rail freight transport in Belgium if these bottlenecks are resolved. By generating three economic indicators, evaluating the added value per unit of workforce, the added value per unit of production and the added value range for the incumbent rail freight operator, the productivity and efficiency of rail freight transport services in Belgium are evaluated and compared with the four main competitors. Results show that for all indicators a positive direct economic impact and an upward trend can be observed, although data collection proves to be challenging and historical data is inexistent or inconsistent due to the absence of joint cost allocation, which is clearly a point of attention for policymakers. Results also indicate that liberalization of the rail freight market is stimulating rail freight operators to improve their efficiency by rethinking their business.
Frank Troch; Hilde Meersman; Christa Sys; Eddy Van De Voorde; Thierry Vanelslander. The added value of rail freight transport in Belgium. Research in Transportation Business & Management 2021, 100625 .
AMA StyleFrank Troch, Hilde Meersman, Christa Sys, Eddy Van De Voorde, Thierry Vanelslander. The added value of rail freight transport in Belgium. Research in Transportation Business & Management. 2021; ():100625.
Chicago/Turabian StyleFrank Troch; Hilde Meersman; Christa Sys; Eddy Van De Voorde; Thierry Vanelslander. 2021. "The added value of rail freight transport in Belgium." Research in Transportation Business & Management , no. : 100625.
The present paper studies the bundling of road cargo flows of neighbouring seaports to a common hinterland. In specific cases, some hinterland flows can be too small to make bundling in a sufficient frequency possible. By combining the road freight flows of neighbouring ports, this problem can be solved. However, the additional cost of bundling and the loss of time need to be compensated for by a lower transport cost. The paper presents an empirical model for the 104 core Trans-European Transport Network (TEN-T) ports of the European Union (EU) and their 271 NUTS2 (Nomenclature of Territorial Units for Statistics) hinterland regions that allows identifying opportunities for bundling as well as the direct and external cost effects. By including the value of time (VOT) of each transport mode, the generalised cost is also calculated. The result is a business model that helps port authorities, and other port actors, to identify bundling projects that will lower the direct, generalised and external costs of the hinterland connectivity, thus increasing the port attractiveness for port users as well as lowering potential aversion by the surrounding community to port operations that create hinterland nuisance.
Joost Hintjens; Edwin Van Hassel; Thierry Vanelslander; Eddy Van De Voorde. Port Cooperation and Bundling: A Way to Reduce the External Costs of Hinterland Transport. Sustainability 2020, 12, 9983 .
AMA StyleJoost Hintjens, Edwin Van Hassel, Thierry Vanelslander, Eddy Van De Voorde. Port Cooperation and Bundling: A Way to Reduce the External Costs of Hinterland Transport. Sustainability. 2020; 12 (23):9983.
Chicago/Turabian StyleJoost Hintjens; Edwin Van Hassel; Thierry Vanelslander; Eddy Van De Voorde. 2020. "Port Cooperation and Bundling: A Way to Reduce the External Costs of Hinterland Transport." Sustainability 12, no. 23: 9983.
Eurasiatic rail freight transport has experienced a dramatic growth during the past years. Since 2011, rail traffic between China and Europe experienced a spectacular growth as the transport volumes increased from 25,000 TEU in 2014 to 175,000 TEU in 2017. The main research question of this paper is what the future will bring for rail compared with the other modes on the China–Europe connection. More specifically, to what extent will rail become a real competitor? In this research, a combination is made between literature search, scenario development, and cost modeling. The Belt and Road policy initiative, as a main driver, is the starting point for the specification of the corridors and the scenarios to be considered. Equally, the barriers to the Belt and Road path are identified. With that information, a number of scenarios of future rail development on the connection were derived, which were the basis for the calculation of the route-generalized costs. Next to that, additional three different sensitivity analysis are performed to assess the impact of some inputs used in the cost modeling. Based on these calculations, conclusions are drawn with respect to the possible competitive advantage of the rail land bridge compared with the maritime route.
Hilde Meersman; Nicolas Sutalo; Eddy Van De Voorde; Edwin Van Hassel; Thierry Vanelslander. Belt and Road Initiative: more competition between sea and rail? A generalized cost approach. Freight Transport Modeling in Emerging Countries 2020, 185 -211.
AMA StyleHilde Meersman, Nicolas Sutalo, Eddy Van De Voorde, Edwin Van Hassel, Thierry Vanelslander. Belt and Road Initiative: more competition between sea and rail? A generalized cost approach. Freight Transport Modeling in Emerging Countries. 2020; ():185-211.
Chicago/Turabian StyleHilde Meersman; Nicolas Sutalo; Eddy Van De Voorde; Edwin Van Hassel; Thierry Vanelslander. 2020. "Belt and Road Initiative: more competition between sea and rail? A generalized cost approach." Freight Transport Modeling in Emerging Countries , no. : 185-211.
In this contribution, the effect of implementing the Rotterdam Maasvlakte II terminal is researched both from a shipper and from a shipowner perspective. More in particular, four scenarios are analysed: two scenarios in which the impact of opening Maasvlakte II is researched and two scenarios in which Maasvlakte II is assumed not to exist. In these latter two scenarios, the effect of potential congestion is calculated. For the calculations, we use a model which is able to calculate the total generalised chain cost for a supply chain. The calculations show that the impact on the total chain cost (the shipper’s perspective) of starting to use Maasvlakte II is rather limited. The congestion levels at Maasvlakte I (in 2012) were not so high that they caused a significant increase of the total chain cost. When it comes to the vessel cost in a port (the shipowner’s perspective), the total vessel cost increases rapidly because not the cost per TEU is relevant but rather the total cost of the vessel. Shipowners design the loop in such a way that it can offer the smallest generalised chain cost to their customers (the shippers) and also allows minimising their own cost. If Maasvlakte II were not built, the container throughput of the port of Rotterdam would not have been able to increase, without having heavy congestion. The excess growth would then have been absorbed mainly by the port of Antwerp. Therefore, the investments into the new Maasvlakte II in Rotterdam, as well as other port investment projects, should be evaluated as (very) long run investments.
Edwin Van Hassel; Hilde Meersman; Eddy Van De Voorde; Thierry Vanelslander. Impact of investing in new port capacity from a shipper and a shipowner perspective: The case of maasvlakte II. Case Studies on Transport Policy 2020, 8, 1170 -1180.
AMA StyleEdwin Van Hassel, Hilde Meersman, Eddy Van De Voorde, Thierry Vanelslander. Impact of investing in new port capacity from a shipper and a shipowner perspective: The case of maasvlakte II. Case Studies on Transport Policy. 2020; 8 (4):1170-1180.
Chicago/Turabian StyleEdwin Van Hassel; Hilde Meersman; Eddy Van De Voorde; Thierry Vanelslander. 2020. "Impact of investing in new port capacity from a shipper and a shipowner perspective: The case of maasvlakte II." Case Studies on Transport Policy 8, no. 4: 1170-1180.
In order to face challenges and threats arising from narcotics in ports, customs authorities need to achieve substantial enhancement in the supervision of the container supply chain by improving the current control operations and by introducing additional highly efficient technological (and other) measures and means, thereby significantly improving the supervision ratio within this supply chain. At the same time, the cost and time impact on international supply chains through the port must be kept to a strict minimum, in order to safeguard the competitive position of ports. This paper studies and identifies well-suited state-of-the-art/new technological solutions that should make it possible to screen the maximum possible number of containers (primarily in relation to imports) the most time-effectively. A two-dimensional methodology was applied within the project. First, several interviews were held with associations of shipping companies, forwarders, shippers, terminal operators and customs authorities, in order to combine knowledge gained from the technological assessment with experience from the professional field. Results from the interviews were used to map the current scanning process, as well as the potential for changes to that process. Second, the following tools, solutions and techniques were used as part of the feasibility study and a supply chain impact analysis study: X-ray technology and electromechanical techniques, both supported and not by AI. The results obtained indicate that increasing the scanning rate will increase the cost of scanning for terminals. These costs will be significantly higher than they currently are, particularly for large container terminals. Furthermore, congestion at the terminal and delays in the operational process are essential issues that must be addressed. In the results, distinctions can be made amongst the various types of terminals and scenarios.
Seyed Abolfazl Mohseni; Evy Onghena; Edwin van Hassel; Thierry Vanelslander. Security in the maritime container supply chain: what is feasible and realistic? Journal of Transportation Security 2020, 1 -27.
AMA StyleSeyed Abolfazl Mohseni, Evy Onghena, Edwin van Hassel, Thierry Vanelslander. Security in the maritime container supply chain: what is feasible and realistic? Journal of Transportation Security. 2020; ():1-27.
Chicago/Turabian StyleSeyed Abolfazl Mohseni; Evy Onghena; Edwin van Hassel; Thierry Vanelslander. 2020. "Security in the maritime container supply chain: what is feasible and realistic?" Journal of Transportation Security , no. : 1-27.
Sustainable transport is an important way of mitigating climate change. Inland navigation still is a sustainable mode of transport which is of great importance for the whole European transport market. However, due to its market structure, it risks losing the battle for volume and market share with the other transportation modes. Opting for inductive research approach, this paper first of all collects data. Next, the paper observes the market of the European inland navigation sector and looks for patterns in order to develop a set of structural pathways. From the data collection, it turns out that the sector is facing challenges, mainly due to overcapacity, uncontrolled costs and volatile freight prices. The classical reaction pattern to overcome these shortcomings (capacity control, cost control, playing with ‘time’ and ‘reliability’ factors) does no longer suffice. By analyzing the patterns, the researchers were able to formulate five pathways: A first path is that of technological/operational innovation or retrofitting for ecological and social sustainability. A second path is that of industrial economics: inland navigation is marked by a lot of fragmentation. A solution might be pooling up, whereby the risk of anti-competitive impacts seems very low. A third path is that of financing: the classical financing through banks clearly provides no incentive for reducing overcapacity, even not through bankruptcies. Actual lay-up of vessels seems a must. For longer-run financing, bonds, credit unions or even crowd-funding can be solutions. A fourth path builds on the second one, with more co-operation needed within the wider sector, also with vertically-related partners: charterers, terminal operators, etc. Fifth and finally, a dynamic regulation is needed, following modern rules, with an eye on the longer-term viability of the sector.
Christa Sys; Eddy Van de Voorde; Thierry Vanelslander; Edwin van Hassel. Pathways for a sustainable future inland water transport: A case study for the European inland navigation sector. Case Studies on Transport Policy 2020, 8, 686 -699.
AMA StyleChrista Sys, Eddy Van de Voorde, Thierry Vanelslander, Edwin van Hassel. Pathways for a sustainable future inland water transport: A case study for the European inland navigation sector. Case Studies on Transport Policy. 2020; 8 (3):686-699.
Chicago/Turabian StyleChrista Sys; Eddy Van de Voorde; Thierry Vanelslander; Edwin van Hassel. 2020. "Pathways for a sustainable future inland water transport: A case study for the European inland navigation sector." Case Studies on Transport Policy 8, no. 3: 686-699.
Objective To improve safety and address current employment challenges in the waterborne transport sector, the VT concept is developed. The VT is a vessel platooning concept that is semi-autonomous. The VT is composed by one Leader Vessel (LV) and Follower Vessels (FVs) that will be connected with each other with sensors. The research examines from a business-economic and societal perspective, whether it is interesting to invest in and use the VT, instead of sailing with a conventional vessel. Methods The business-economic performance of the VT is tested from theperspective of the vessel owner (VO) for the inland navigation trajectory Antwerp – Rotterdam – Duisburg, using a relevant transport model. With this research, the results allow comparison of the total costs of the reference scenario with alternative VT scenarios and thus allow to see which of the scenarios are interesting for the VOs to invest in and use the VT. From a societal perspective, the expected modal shift from road (and possibly rail) to inland waterways and the external cost savingsfor the society are calculated. Results The results show that for some scenarios the expected benefits of the society are high, thanks to the modal shift from road (and rail) to inland waterway transport (IWT) mode and to the reduced external costs. However, for the scenarios with negative business-economic cost savings, negative welfare gains are found due to the likelihood of reverse modal shift from IWT to road (and rail), because the VT is found more expensive than the conventional sailing. Implications for research/policy If all the actors of the VT project have benefits, being theVO, the VT organizer (VTO) and the cargo owner (CO), the implementation of the VT concept will be decided. The implementation of the concept can still be decided, if the loss of one of the actors is compensated by the other(s) actor(s). Thus, subsidies by the government are not needed. However, what is needed is the change of the current legislation that would allow the sailing of the VT with reduced crew on board in inland waterways.
Hilde Meersman; Eleni Moschouli; Loghman NanwayBoukani; Christa Sys; Edwin van Hassel; Thierry Vanelslander; Eddy Van De Voorde. Evaluating the performance of the vessel train concept. European Transport Research Review 2020, 12, 1 -11.
AMA StyleHilde Meersman, Eleni Moschouli, Loghman NanwayBoukani, Christa Sys, Edwin van Hassel, Thierry Vanelslander, Eddy Van De Voorde. Evaluating the performance of the vessel train concept. European Transport Research Review. 2020; 12 (1):1-11.
Chicago/Turabian StyleHilde Meersman; Eleni Moschouli; Loghman NanwayBoukani; Christa Sys; Edwin van Hassel; Thierry Vanelslander; Eddy Van De Voorde. 2020. "Evaluating the performance of the vessel train concept." European Transport Research Review 12, no. 1: 1-11.
The maritime supply chain is increasingly embracing digital innovation. This development is inextricably linked to the underlying technology, and that is the so-called distributed ledger technology (DLT). At a rapid pace, blockchain initiatives are launched in the market. This chapter begins with the inefficiencies in the maritime supply chain and the barriers to further integration of the maritime supply chain through digitization. In addition, the research analyzes those initiatives that focus on data-related inefficiencies in the maritime supply chain. Within the empirical research framework, blockchain conceptual characteristics, blockchain technical design choices, and three implemented DLT solutions are examined. This research approach shows to what extent blockchain technology contributes to further integration of the maritime supply chain. Evidence is found that nontechnical barriers (e.g., resistance to change, lack of awareness, and understanding) are not to be underestimated.
Valentin Carlan; Francois Coppens; Christa Sys; Thierry Vanelslander; George Van Gastel. Blockchain technology as key contributor to the integration of maritime supply chain? Maritime Supply Chains 2020, 229 -259.
AMA StyleValentin Carlan, Francois Coppens, Christa Sys, Thierry Vanelslander, George Van Gastel. Blockchain technology as key contributor to the integration of maritime supply chain? Maritime Supply Chains. 2020; ():229-259.
Chicago/Turabian StyleValentin Carlan; Francois Coppens; Christa Sys; Thierry Vanelslander; George Van Gastel. 2020. "Blockchain technology as key contributor to the integration of maritime supply chain?" Maritime Supply Chains , no. : 229-259.
The main theme of the book focuses on the integration of the maritime supply chain. This book provides an analysis of the most-frequently encountered problems in maritime supply chains hampering the move toward network. It furthermore provides solutions for handling those problems. Those are of interest to scientists, as the chapters are at the forefront of methodological developments in their respective fields. Also, the chapters are of immediate relevance to business practitioners at the managerial level and policy makers, as they provide answers to key operational issues. Finally, the book is useful for any supply chain course all over the world. Students, minimally at the master's level or higher, can take useful lessons from the book. The book tackles problems and challenges throughout maritime supply chains. The parts of the book are also built up in that way. The first part deals with the maritime section. Those chapters are of interest to shipping companies, market analysts, and shipbuilders, but indirectly also to port authorities and terminal operators. The second part deals with the port. Again, market analysts can draw useful insights from the provided chapters, just like port authorities and terminal operators. Indirectly, also shipping companies, as customers of the port, can benefit. The third part touches upon the hinterland. Land transport (road, rail, and inland waterway) operators can directly profit from the findings of the research carried out. But due to the increased involvement from other chain players (shipping companies, (inland) terminals, shippers) in land haulage, also those can enjoy useful lessons and recommendations. The final part consists of a transversal chain analysis. Here, the focus is on digital innovation gradually changing the maritime chain.
Christa Sys; Thierry Vanelslander. Integration of the maritime supply chain: Evolving from collaboration process to maritime supply chain network. Maritime Supply Chains 2020, 1 -9.
AMA StyleChrista Sys, Thierry Vanelslander. Integration of the maritime supply chain: Evolving from collaboration process to maritime supply chain network. Maritime Supply Chains. 2020; ():1-9.
Chicago/Turabian StyleChrista Sys; Thierry Vanelslander. 2020. "Integration of the maritime supply chain: Evolving from collaboration process to maritime supply chain network." Maritime Supply Chains , no. : 1-9.
The integration of the maritime supply chain(s) is the subject of a general discussion. The last chapter reaches overarching conclusions and reflections from the integrated chain perspective by combining the findings from the preceding chapters. The next big challenge will be the transformation to (digitized) multicountry networked ecosystems. First, the last chapter gives an overview of the remaining key issues in maritime supply chains, hampering the transition from a linear maritime supply chain thinking toward a network industry. It furthermore provides solutions for handling those problems. Second, following Finger and Jaag 2015, the reshaping of the maritime supply chain is discussed from the industry, policy, and management perspectives. Last, some scenarios of how the industry should evolve from partner collaboration (one-to-one collaboration) to a maritime supply network (many-to-many collaboration) are discussed. From a business perspective, this trend of (maritime) actors banding together platform-enabled ecosystems can leverage their strengths and competitiveness.
Christa Sys; Thierry Vanelslander. Future maritime supply networks: Key issues in and solutions. Maritime Supply Chains 2020, 261 -282.
AMA StyleChrista Sys, Thierry Vanelslander. Future maritime supply networks: Key issues in and solutions. Maritime Supply Chains. 2020; ():261-282.
Chicago/Turabian StyleChrista Sys; Thierry Vanelslander. 2020. "Future maritime supply networks: Key issues in and solutions." Maritime Supply Chains , no. : 261-282.
The H2020 project NOVIMAR introduces the innovative concept of the vessel train (VT) that is inspired by the truck platooning concept and aims “to adjust the waterborne transport such that it can make optimal use of the existing short-sea and inland waterways and vessels (…).” This chapter focuses on the identification of the most appropriate economic performance indicators (PIs) for measuring cost performance of waterborne transport with or without the VT and of the different VT constellations. The PIs were selected starting from desk research, the objectives of NOVIMAR project and both the perspective of the vessel owners, assuming also operating the ship, and the cargo owners.
Hilde Meersman; Eleni Moschouli; Christa Sys; Eddy Van De Voorde; Thierry Vanelslander; Edwin Van Hassel; Benjamin Friedhoff; Katja Hoyer; Matthias Tenzer; Robert Hekkenberg. Identifying cost performance indicators for a logistics model for vessel trains. Maritime Supply Chains 2020, 47 -65.
AMA StyleHilde Meersman, Eleni Moschouli, Christa Sys, Eddy Van De Voorde, Thierry Vanelslander, Edwin Van Hassel, Benjamin Friedhoff, Katja Hoyer, Matthias Tenzer, Robert Hekkenberg. Identifying cost performance indicators for a logistics model for vessel trains. Maritime Supply Chains. 2020; ():47-65.
Chicago/Turabian StyleHilde Meersman; Eleni Moschouli; Christa Sys; Eddy Van De Voorde; Thierry Vanelslander; Edwin Van Hassel; Benjamin Friedhoff; Katja Hoyer; Matthias Tenzer; Robert Hekkenberg. 2020. "Identifying cost performance indicators for a logistics model for vessel trains." Maritime Supply Chains , no. : 47-65.
Valentin Carlan; Thomas Huybrechts; Peter Hellinckx; Thierry Vanelslander. A universal middleware streaming framework and data analytics: Analysing their economic feasibility in road transport planning. Research in Transportation Business & Management 2020, 34, 1 .
AMA StyleValentin Carlan, Thomas Huybrechts, Peter Hellinckx, Thierry Vanelslander. A universal middleware streaming framework and data analytics: Analysing their economic feasibility in road transport planning. Research in Transportation Business & Management. 2020; 34 ():1.
Chicago/Turabian StyleValentin Carlan; Thomas Huybrechts; Peter Hellinckx; Thierry Vanelslander. 2020. "A universal middleware streaming framework and data analytics: Analysing their economic feasibility in road transport planning." Research in Transportation Business & Management 34, no. : 1.
The works to double the capacity of the Panama Canal were completed in 2016. This may have significant implications on the maritime flows of goods, both locally and on international shipping routes between the US, Asia and Europe. This paper examines the impact of the expanded Panama Canal on potential shifts of cargo flows from different port regions in either the US or Europe via different case studies. The analysis uses a model designed for calculating the generalised cost of transporting a container from origin to destination. This model has been extended with more detailed geographical coverage for the US and additional functionalities. From the different performed case studies, before and after the expansion of the Panama Canal, for cargo flows form the US to Europe, it can be concluded that there is an effect of the new Panama Canal on the port range selection, in both the US and even, to a lesser extent, also in Europe. This article is a revised and expanded version of a paper entitled Impact of the new Panama Canal on the competitiveness of the Hamburg - Le Havre range ports presented at the 44th European Transport Conference 2016, 05-07 October, 2016, Barcelona, Spain.
Edwin van Hassel; Hilde Meersman; Eddy Van de Voorde; Thierry Vanelslander. The impact of the expanded Panama Canal on port range choice for cargo flows from the U.S. to Europe. Maritime Policy & Management 2020, 48, 610 -628.
AMA StyleEdwin van Hassel, Hilde Meersman, Eddy Van de Voorde, Thierry Vanelslander. The impact of the expanded Panama Canal on port range choice for cargo flows from the U.S. to Europe. Maritime Policy & Management. 2020; 48 (5):610-628.
Chicago/Turabian StyleEdwin van Hassel; Hilde Meersman; Eddy Van de Voorde; Thierry Vanelslander. 2020. "The impact of the expanded Panama Canal on port range choice for cargo flows from the U.S. to Europe." Maritime Policy & Management 48, no. 5: 610-628.
International maritime shipping is confronted from 2006 onwards with regulation until 2030 by different policy actors (i.e. International Maritime Organization, hereafter IMO), the EU) in order to improve the ecological performance of maritime shipping, and will face more so in the future. Many of these regulations concern the reduction of air pollution of vessels both globally and in particular in so-called Emission Control Areas (ECA’s).In this research, the economic impact of alternative technologies in order to reduce the Sulphur emissions in existing ECA zones is analyzed both from the perspective of the vessel owner, as well as for the evaluation of generalized chain cost, hence from the shipper point of view.The container carriers can choose different methods to comply with the new regulations, such as switching fuel types (Liquefied Natural Gas (LNG), Marine Diesel Oil (MDO)) or opting for innovative technologies like installing scrubber systems.The goal of this research is twofold: first, to discover alternative available technologies to mitigate Sulphur emissions according to the literature; second, to evaluate economically the selected technologies both from vessel owners and shippers perspectives.In order to study this, an update of an existing model is used. The added value of the extended model is threefold: calculating the generalized chain cost of transporting a container from the origin (US and Asia) to a destination in the EU, incorporating in the model the different ECA zones in the world and integrating more detailed fuel cost calculations and capital cost for different engine types or technologies used.The methodology used in this research is an extension of an existing model which is updated for the purpose of this research. This update includes a new functionality to allow calculating the vessel owner cost for different fuel types and propulsion systems (Heavy Fuel Oil or HFO, MDO and LNG). Next to that, more maritime distance data is collected containing the distance sailed in ECA zones. This means that for each port-to-port combination, in the total maritime distance database in the model, this additional information is added. Based on this information, the fuel cost can be calculated when a vessel is sailing in ECA zones using either MDO, LNG or HFO (including a scrubber).The research is particularly interesting for logistics operators, legislation regulators and academia. The extended model allows calculating the best economic solutions for selected routes. For logistics operators and in particular for shippers, the results allow making the most rewarding investments from an economic point of view and affirm the importance of different technologies on the generalized chain cost. The results indicate that the price of the different fuels (and the spread between them) displays an important factor in the overall outcome.
Seyed Abolfazl Mohseni; Edwin van Hassel; Christa Sys; Thierry Vanelslander. Economic evaluation of alternative technologies to mitigate Sulphur emissions in maritime container transport from both the vessel owner and shipper perspective. Journal of Shipping and Trade 2019, 4, 1 -27.
AMA StyleSeyed Abolfazl Mohseni, Edwin van Hassel, Christa Sys, Thierry Vanelslander. Economic evaluation of alternative technologies to mitigate Sulphur emissions in maritime container transport from both the vessel owner and shipper perspective. Journal of Shipping and Trade. 2019; 4 (1):1-27.
Chicago/Turabian StyleSeyed Abolfazl Mohseni; Edwin van Hassel; Christa Sys; Thierry Vanelslander. 2019. "Economic evaluation of alternative technologies to mitigate Sulphur emissions in maritime container transport from both the vessel owner and shipper perspective." Journal of Shipping and Trade 4, no. 1: 1-27.
The seaport-hinterland access infrastructures become more saturated leading to extra unpredictable costs for logistics operators. To keep their services competitive, infrastructure managers (such as port authorities) seek new approaches in managing and delivering information to their users. Starting from existing technological advancements and exploring the declared opportunities enabled by (near) future ones, a range of solutions (e.g. real-time information platforms, dynamic information boards or digital on-request notification solutions) can be pursued. This research investigates how an advanced truck guidance system (TGS) leverages on technology and leads to more efficient resource (infrastructure, equipment and labour) usage. The current paper merges two perspectives. The first conducts interviews with representatives of different logistics stakeholders to highlight their data needs. The second perspective is given by a review of information communication technology (ICT) innovative trends. These two perspectives provide an up-to-date overview of both needs (demand) and opportunities (supply) that challenge logistics stakeholders. This study proposes a TGS architecture that merges the two perspectives and identifies a stepwise approach to implement it. Therefore, the roles, costs and benefits brought to the logistics stakeholders are highlighted for each step. The key findings of this study show that road transport operators would benefit from operational savings and increased performance, while the other supply chain stakeholders can benefit from setting up a more reliable planning, better managing their infrastructure and developing added-value services for clients. To enable these benefits, the port administration could take the facilitator role and cover the TGS’s development costs.
Valentin Carlan; Dries Naudts; Pieter Audenaert; Bart Lannoo; Thierry Vanelslander. Toward implementing a fully automated truck guidance system at a seaport: identifying the roles, costs and benefits of logistics stakeholders. Journal of Shipping and Trade 2019, 4, 1 -24.
AMA StyleValentin Carlan, Dries Naudts, Pieter Audenaert, Bart Lannoo, Thierry Vanelslander. Toward implementing a fully automated truck guidance system at a seaport: identifying the roles, costs and benefits of logistics stakeholders. Journal of Shipping and Trade. 2019; 4 (1):1-24.
Chicago/Turabian StyleValentin Carlan; Dries Naudts; Pieter Audenaert; Bart Lannoo; Thierry Vanelslander. 2019. "Toward implementing a fully automated truck guidance system at a seaport: identifying the roles, costs and benefits of logistics stakeholders." Journal of Shipping and Trade 4, no. 1: 1-24.
Many national and international bodies, such as the European Commission, encourage the use of environment-friendly transport modes. Local and national authorities take more and more measures, for instance road pricing, loading/unloading spaces and low-emission zones, to prevent negative transport-related externalities in urban areas. Hence, transport and logistics operators consider alternative ways to deliver goods in urban areas by using electric vehicles, cargo bikes, inland vessels and rail transport. Which of these alternative modes is appropriate for which transport flow depends on multiple factors, including the available transport infrastructure, the goods volume, the measures taken by the authorities and the presence of congestion. This paper focuses on urban freight transport by tram and the conditions for a successful implementation. A successful implementation is defined as an implementation that is viable, i.e. the difference between the change of the costs and the change of the benefits exceeds a certain threshold value. The viability is studied from a business-economic and a socio-economic perspective for a dedicated freight tram, a freight wagon behind a passenger tram and the transport of parcels by a passenger tram. A viability model is developed, based on a social cost-benefit analysis. The working of this model is illustrated by applying it to the city of Antwerp. The main findings show that the use of a freight wagon attached to a passenger tram provides more potential than a dedicated freight tram. A courier taking the tram to deliver some parcels can be viable as well. For all three types of tram transport, the socio-economic benefits exceed the business-economic ones. Critical factors affecting the viability include the transported volume, the efficiency of the current road transport, the timing of the transport, the need for post-haulage and the operational costs of both road and rail.
Katrien De Langhe; Hilde Meersman; Christa Sys; Eddy Van De Voorde; Thierry Vanelslander. How to make urban freight transport by tram successful? Journal of Shipping and Trade 2019, 4, 1 -23.
AMA StyleKatrien De Langhe, Hilde Meersman, Christa Sys, Eddy Van De Voorde, Thierry Vanelslander. How to make urban freight transport by tram successful? Journal of Shipping and Trade. 2019; 4 (1):1-23.
Chicago/Turabian StyleKatrien De Langhe; Hilde Meersman; Christa Sys; Eddy Van De Voorde; Thierry Vanelslander. 2019. "How to make urban freight transport by tram successful?" Journal of Shipping and Trade 4, no. 1: 1-23.
Matteo Balliauw; Peter M. Kort; Hilde Meersman; Christophe Smet; Eddy Van De Voorde; Thierry Vanelslander. Port capacity investment size and timing under uncertainty and congestion. Maritime Policy & Management 2019, 47, 221 -239.
AMA StyleMatteo Balliauw, Peter M. Kort, Hilde Meersman, Christophe Smet, Eddy Van De Voorde, Thierry Vanelslander. Port capacity investment size and timing under uncertainty and congestion. Maritime Policy & Management. 2019; 47 (2):221-239.
Chicago/Turabian StyleMatteo Balliauw; Peter M. Kort; Hilde Meersman; Christophe Smet; Eddy Van De Voorde; Thierry Vanelslander. 2019. "Port capacity investment size and timing under uncertainty and congestion." Maritime Policy & Management 47, no. 2: 221-239.