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Dryport Conference:Intermodal Strategies for Integrating Ports & Hinterlands, Edinburgh, Oct 21-22 2010
Inland Ports and Freight Regionalization in North America
Jean-Paul Rodrigue
Associate Professor, Dept. of Global Studies & Geography, Hofstra University, New York, USA
What Drives Supply Chain Management? Control Freaks…
Added Value Efficiency Control
OffshoringCosts / time /
reliabilityInternalize efficiency
North American Intermodal Transportation: Emerging Paradoxes
Geographical and functional diffusion of containerization.Massive investments.
Rationalisation (corridors and sites).
New standards, practices and technologies.Increasing returns.
Revolution
Growth Maturity
Incremental changes.Decreasing returns.
Evolution
Consolidation (maritime, rail and trucking). Emergence of large operators.
DeregulationPPP. Supply chain control. Added-value-capture.
Governance
The Insertion of Inland Ports in North America: Basic Requirements
Intermodal Rail Terminal Rail Corridor to the Gateway
Logistics Activities
Inland PortCo-location
Real estate
Core Tenants
Drayage
Agglomeration
Northwest Ohio Intermodal Terminal, CSX 2011; An Inland “Port”
The Complexities of Inland Logistics: The “Last Mile” in Freight Distribution
GatewayInland
TerminalDistribution
Center
Capacity
Frequency
CorridorCustomer
“Last Mile”
Segment
GLOBAL HINTERLAND REGIONAL LOCAL
Shipping Network
Massification Atomization
21
2Inventory in transit1 Inventory at terminal
Functional Relations between Inland Terminals and their Hinterland
InlandTerminal
Logistics activities
Retailing and manufacturingactivities
I II III
Tier I Tier II Tier III
FLOWS & INTEGRATION
Logistics Pole
Freight Region
American Foreign Trade by Maritime Containers, 2009 (in TEUs)
Wal-MartTarget
Home DepotDole Food
Sears HoldingLowe's
Costco WholsaleLG Group
PhilipsHeinekenChiquita
Ashley FurnitureIkea Intl.
SamsungJC Penney
JardenGeneral Electric
Red BullNike
Whirlpool
0 200,000 400,000 600,000 800,000
Importers
America Chung NamKoch Industries
International PaperWeyerhaeuser
Newport Ch IntlDow Chemical
CargillPotential Industries
Denison Intl.Procter & Gamble
DupontJC Horizon
ExxonMobilCedarwood-Young
ShintechDelong
Sims Metal ManagementMeadwestvaco
Genesis Resource EnterprisesCellmark Group
0
200,0
00
400,0
00
600,0
00
800,0
00
Exporters
Asymmetries between Import and Export Containerized Logistics
Many Customers• Function of population density.• Geographical spread.• Incites transloading.• High priority (revenue).
Few Suppliers• Function of resource density.• Geographical concentration.• Lower priority.• Depends on repositioning
opportunities.
Gateway
Inland Terminal
DistributionCenter
Customer
Supplier
Repositioning
Import-Based
Export-Based
Distribution Network Configurations for Containerized Import Cargo
Type Supply Chain
Gateway-based Few mass market goods (economies of scale in distribution).Few very specialized goods (economies of scale in warehousing).Little if any transformations.Transloading.
Tiered-based Mix of retail goods coming through a few gateways.Some customization.Large suppliers and large retailers (Big Box).Transloading, Postponement and Cross-docking.
Regional distribution centers
Complex set of goods coming from numerous suppliers (e.g. automotive parts).Regional variation of the nature and extent of demand.
Local distribution centers Time sensitive bulky cargo (e.g. perishables).Low lead times.City logistics.
Distribution based on RDCs Distribution based on two gateways
Distribution based on tiered system Distribution based on local DCs
Optimal Location and Throughput by Number of Freight Distribution Centers
Intermodal Terminals and Recent Co-Located Logistic Zones Projects
Every rail operator involved.Partnership with a major real estate developer.
Main Advantages of Co-location
Factor Advantages
Real estate Lower land acquisition costs. Higher acquisition capital. Joint land use planning.
Specialization Rail company; terminal development and operations.Real estate promoter; logistic zone development and management.
Cargo interdependency Respective customers. Joint marketing.
Drayage Priority gate access. Shorter distances. More delivery trips. Higher reliability.
Asset utilization Better usage level of containers and chassis. Chassis pools. Empty container depots.
Information technologies
Integration of terminal management systems with inventory management systems.
The North-American Container Port System and its Multi-Port Gateway Regions
1
2
6
5
4
3
7
Multi-port gateway regions1. San Pedro Bay2. Northeastern Seaboard3. Southwestern Seaboard4. Puget Sound5. Southern Florida 6. Gulf Coast7. Pacific Mexican Coast
BNSF Logistics Park
CenterPoint-KCS Intermodal Center
Rickenbacker Global Logistics Park
BNSF Logistics Park, Chicago (Extended Gateway of LA / LB)
BN
SF In
term
odal
Yar
d
Distribution Centers
Wal-Mart
Mae
rsk
CaliforniaCartage
Chic
ago
(60k
m) ►
CenterPoint-KCS Intermodal Center, Kansas City (Extended Gateway of Lazaro Cardenas)
KC
S In
term
odal
Yar
d
Ret
ail
Phase 1
Phase 2
Phase 3Phase 4
Phas
e 5
Kan
sas
City
(25
km) ►
Rickenbacker Global Logistics Park, Columbus Ohio (Extended Gateway of Hampton Roads)
NS Intermodal Terminal
Col
umbu
s (1
5km
)►
Ricken
backe
r Inter
national
Airport
Intermodal Campus
Rail Campus
Air Cargo Campus
North Campus
Gateway Campus
Share of the Northeast Asia – U.S. East Coast Route by Option
1999 2000 2001 2002 2003 2004 2005 2006 20070%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
85.7% 82.8%77.2%
71.8%64.6% 60.9% 58.1% 56.0% 55.0%
11.3% 15.1%20.8%
23.6% 33.8% 38.2% 40.1% 42.0% 43.0%
3.0% 2.1% 2.0% 4.6% 1.5% 0.9% 1.8% 2.0% 2.0%
Suez CanalPanama CanalIntermodal
Transit Times from Shanghai and North American Routing Options (in Days)
28
25
26
25
19
13
14
12
13
22
5
5
5 3
4
8
8
5
Vancouver
Seattle / Tacoma
Prince Rupert
Oakland
Los Angeles
Lazaro Cardenas
Panama
Houston
Savannah/Charleston
Norfolk
New YorkChicago
DallasAtlanta
TorontoLower aggregate demand.The “curse” of economies of scale.Response from West Coast ports.Response from railways (East vs. West).New gateways (Canada: CN, Mexico: KCS).Response from terminal operators.Response from Caribbean transshipment hubs.Costs (fuel prices and Panama Canal toll rates).Competition from Suez and the Mediterranean.Regionalization of production.
Extending the Gateways and Inland Ports
1- Functional Integration of Supply Chains (Gateway + Corridor + Inland Port)2- Regional Division of Distribution(Asymmetries + Co-location as a filter)3- Challenges(Competing gateways + Corridors)