Objective

1. « International Trade & Logistics, Corporate Strategies and the Global Economy »Title :Air-Sea linkages in European City ports: Development Impact on Transport & LogisticAuthors:César Ducruet, PhD (Transport Geography)Associate Research Fellow - Korea Research Institute for Human SettlementsOlivier Joly, PhDAssociate Professor (Transport & Territorial Management)Hipolito Martell Flores, Civil Engineer, MSc Transport Engineering (UNAM)PhD Candidate (Transport & Territorial Management)Le Havre, France 2005

2. Objective This paper aims to show concrete trails of complex interaction between Airports, Cities and Ports in Europe. We analyzed this interaction phenomena under the employment generation criteria, Air & Sea traffic & international links of City Ports and City Ports Populations. Researches made about Air/Sea intermodal links and the advantages to the attached city population, are principally descriptive of some precisely cases or qualitative in the general case. They admit as fact that the airport is an essential component for City Ports and logistics nodes operations. Our results shows some nuances and veracity level of this affirmation based on concrete data and a statistic analyse.Through a Standardized Principal Factor Analysis of variables, as exploring data method, results show some clusters of airports in function of their utility for the Cities Ports. We measure this utility by the employment generate by airports & seaports operation, air & sea activities and third activities linked with fright commerce in the attached cities.

3. Variables AnalysisI ) We choice the employment as principally focus of study because it is a quantitative and concrete measure of richness give to Cities by Air/Sea relation. We considered 7 variables of employment (AIRINTEG, AIRPADMI, AIRPSERV, AGENTSSF, FERRYSER, SHIPSERVICES, WARESTORE and LOGISTIC) to cover the next economic activities: • Logistic & Forwarding Agents (Air & Sea freight) • Airports & Ports Administration Authorities • Airlines and Cruiser & Ferry companies • Ships & Airplanes services • Warehouse & stocking activities

4. II ) The importance of Air & Sea activities was measured by the freight traffics in airports & ports and by the movements of vehicles as container-ships, ferries and cruise boats in the case of ports and planes operations in the case of airports. We have 2 variables in the case of air (AIRTRAFF & AIRTRAFM) and two variables in the case of sea (CRUISE & SEACONNEX) III ) Finally, City Population variable (POPAGGLO) was included to measure the impact of AIR & Sea employment generation on the masse of cities populations. Is important to remark that this variable include down town more periphery populations to each City Port of our sample.

5. City Ports selection Criteria The city ports have been chosen according to their election to the “Trans-European Transportation Network” (TEN) relative to TEN Airport Network • Regional & Accessibility Points • Community Connecting Points • International Connecting Points Such criteria seemed relevant according to the analysis of Air-Sea linkages in Europe. However, a few other city ports have been included in the sample (Antwerp, Genoa, and Copenhagen) because they are major ports and economic centres.

8. Variables Correlations AIRPADMI AIRINTEG AIRTRAFF SEACONNEX AIRTRAFM POPAGGLO AGENTSSF SHIPSERVICES CRUISE AIRP SERV LOGISTIC FERRYSER WARESTOR 0.8 > r > 0.7 0.5 > r > 0.7 0.26 > r >0.5

9. Airport Integration of European City Ports First Factor F1 (30.61 % of variance) F1 shows a masse effect : All variables are projected on positive side, it defines the principal differentiation structure between ports. Four variables (AIRTRAFM, AIRINTEG, POPAGGLO and AGENTSSF) have the most significant contribution (more than 60 %). F1 shows that very few city ports enjoy a high integration within air transport networks. These are especially located along the Channel – North and Baltic Sea (Dublin, London, Amsterdam, Hamburg, Copenhagen, Oslo, Stockholm and Helsinki), with Barcelona as a Med exception. This reveals that the relative importance of port and maritime activities doesn’t have a significant influence on air integration of city ports; apart from Barcelona and Hamburg, the major ports (e.g. Rotterdam, Antwerp, Genoa, Le Havre…) are absent. We also assume that the north-south disequilibrium may be explained by the strategies of air transport operators to reach inland markets and productive centres.

11. Ferry Ports & Air Services Second Factor F2 (17,77 %) F2 show a strong opposition between AIRINTER, AIRTAFF, AIRTAFM in one side and POPAGGLO, FERRYSERV, SHIPERVICE and AIRPSERV in the other side. Three last variables represent more than 70 % of axis formation. F2 opposition is reflected also throughout European territory, with a major western concentration of air services and a minor eastern gathering of ferry ports (e.g. Baltic sea gateway). On the one hand, western cluster forms an Atlantic arc (exception of Dublin) and a western Med at the periphery of Europe. On the other hand, ferry ports profit from short maritime distances (e.g. Le Havre - Southampton), with a possible difference between northern and Med ferry ports according to their specialisation: passengers or freight (ro-ro).

13. Container Ports & Cruise Ports • Third Factor F3  (12.56 %) • F3 axis show a strong opposition between 2 variables SEACONNEX (container traffic – International trade) and AGENTSSF and CRUISE • F3 reinforces the trend observed on F2, with the Med basin specialised in cruise shipping. One can notice the gathering of major northern range (Le Havre, Antwerp, Rotterdam, Bremen Ports and Hamburg) and Med range (Marseilles, Barcelona, Valencia and Genoa) container ports versus well established northern cruise calling ports such as Southampton, Dublin and Oslo.

15. Logistics Platforms & Maritime Activities • Fourth Factor F4 (8.63 %)  • F4 axis is formed by the opposition between LOGISTIC and WARESTOR on one side and 3 variables SHIPSERVICES, CRUISE et POPAGGLO in the other side. • F4 shows different groupings such as logistic platform creating and added value (Med, Great Britain) on one side, opposed to maritime gateways (northern range, Ireland and French Atlantic city ports) in the other side. But interpretation of F4 is not easy because it represents the weakly original data dispersion of axis. Then, we are humble about axis interpretation and we presumed that rather than net opposition between Logistics Platforms & Maritime activities, there exist a real tendency of logistics specialisation in some City Ports which made the difference.

17. Conclusion Correlation variables clusters might to see clearly that in general Airports & Aircraft activities have a major positive impact on City Ports Populations than Sea Ports & Maritime activities. Four axis results allow us to conclude that by the moment Air & Sea links in Europe are not really significant. With some City Ports exceptions, there exist even oppositions between the roll of air activities and the sea activities. This complex phenomena, Air & Sea relation, follow historic tendencies of concentration and was influenced importantly by regional and functional specializations. On the base of 58 principal City Ports studied (TEN – T European Airports Network) We can say that Air & Sea links are not really developed with an integral or strategic vision of Air & Sea intermodality. Airports network planning (TEN-T) aim to develop Air/Sea intermodal links as a develop back of peripheral City Ports (Morvan M. 1999) to conform an integral Air/Sea inter modality system. Nevertheless, Air/Sea intermodality is unequal growing in few European airports. The located growing of some Air/Sea links without an European integral vision, means the risk to develop new high specialization intermodal activities on a few number of European City Ports. Thus, there exist the risk to concentrate this kind of intermodal activities on the traditional European Gateways to detriment of other City Ports.