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Corridors and the Maritime / Land Interface: North America and the Pacific

Corridors and the Maritime / Land Interface: North America and the Pacific. Jean-Paul Rodrigue Associate Professor, Dept. of Economics & Geography, Hofstra University, New York, USA Email: ecojpr@hofstra.edu Paper available at: http://people.hofstra.edu/faculty/Jean-paul_Rodrigue.

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Corridors and the Maritime / Land Interface: North America and the Pacific

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  1. Corridors and the Maritime / Land Interface: North America and the Pacific Jean-Paul RodrigueAssociate Professor, Dept. of Economics & Geography, Hofstra University, New York, USA Email: ecojpr@hofstra.edu Paper available at: http://people.hofstra.edu/faculty/Jean-paul_Rodrigue

  2. Mounting Capacity and Time Pressures in Global Freight Distribution • Time is the essence… • Surprising time underperformance: • Only 63% of transpacific container vessels arrived on time at their scheduled port calls. • 53% for transatlantic port calls. • The major factor behind delays is port congestion: • Multidimensional concept. • Physical docking capacity. • Transshipment capacity. • Storage capacity. • Inland capacity. • Reinforce the importance of the maritime / land interface.

  3. A Hard Pill to Swallow: The Emma Maersk

  4. Logistics and the Acceleration of Freight • The velocity of freight • Shipment and transshipment. • No significant speed improvements in recent decades. • Intermodal operations; the most important element. • Logistical threshold: • Time based management of distribution becomes a possibility. • From push (supply based) to pull (demand based) logistics. Speed barrier Transshipment Pull Logistics Logistical threshold Containerization Push Logistics Shipment

  5. Elements of the Maritime / Land Interface Foreland (Shipping Network) Maritime Freight Distribution Port System Gateways Road Rail Coastal / Fluvial Inland FreightDistribution Corridors and Hubs Hinterland (FDC)

  6. Foreland: Liner Shipping Networks Regional Port System Regional Port System Conventional liner / break bulk services Mainline services Feeder services Third order network First order network Second order network

  7. Two Major Transpacific Pendulum Routes Serviced by OOCL, 2006 (The Wal-Mart Express)

  8. Largest American Importers of Asian Goods Through Maritime Container Transport, 2004 (in TEUs)

  9. Main North American Trade Corridors and Metropolitan Freight Centers

  10. The Hinterland Effect: Interdependencies and Imbalances • Macro-economic and physical imbalances • Globalization has made the economies of the Pacific Rim more integrated. • These interdependencies however come with acute imbalances. • The core of these imbalances is at start macro-economic: • Comparative advantages. • Foreign direct investments. • Debt and asset inflation. • Macro-economic imbalances have an outcome in the physical world of freight flows: • International trade. • Container flows. • Transportation rates. • Structure of long distance transport services.

  11. The “Perpetual Motion” Machine: The Dynamics of the World’s Most Significant Trade Relationship USD $ for goods Interest Rates Unemployment Goods Borrowing Investment Bonds (IOUs) Asset Inflation Debt Reserves $ for bonds United States China USD

  12. World’s 10 Largest Exporters and Importers, 2005

  13. Containerized Cargo Flows along Major Trade Routes, 1995-2006 (in millions of TEUs)

  14. Maritime Freight Rates (USD per TEU), 1993-2006

  15. Tokaido Yellow SeaRim Prince Rupert Sunan Delta Taiwan / Fujian Pearl River Delta Puget Sound San Francisco Bay San Pedro Bay Singapore Ensenada Container Traffic at Major Transpacific Container Ports: Mirror Images?

  16. Port Holdings as Elements of the Maritime / Land Interface • Horizontal integration using fixed assets • Gain a foothold in a wide variety of markets (strategic positioning). • Capture value added activities linked with inland distribution. • Financial assets. • Managerial expertise. • Gateway access. • Leverage. • Traffic capture. • Global perspective.

  17. Tokaido Yellow SeaRim Sunan Delta Taiwan / Fujian Pearl River Delta Puget Sound San Francisco Bay San Pedro Bay Singapore Port Holdings at Transpacific Container Ports 5 (3) 14 (4) 6 (2) 10 (6) 16 (3) 9 (6) 4 (3) 8 (6) 8 (3)

  18. SEZ Corridor Gateways and Hinterland Effect Pacific Asia North American West Coast Efficient Inland Freight Distribution Inefficient Inland Freight Distribution

  19. Container Transport Costs from Inland China to US West Coast ($US per TEU)

  20. Containers Handled by the Port of Los Angeles, 1995-2006 (in TEU)

  21. Port of Los Angeles / Long Beach, Inland Flows Intra-terminal Non-local destination On-dock rail yards 16% Alameda Corridor Near-dock rail yards Non-local destination 13% Marine Terminal Rail Non-local destination Off-dock rail yards 13% Non-local destination Off-dock rail yards Transloading facility 22% Warehouse Transloading facility Local destination 34% Warehouse Non-local destination 2% Truck

  22. The “Agile Port” System (Maritime / Rail Container Terminal Cluster) On-dock rail terminal Local & regional distribution Dedicated Rail Corridor National raildistribution Transloading Local & regionaldistribution Inland Rail Terminal Port Terminal Maritime / Land Interface Foreland Hinterland

  23. Conclusion: Improving the North American Maritime / Land Interface • Transpacific trade • Substantial rebalancing of the global economy. • Emergence of global production networks. • Imbalanced freight flows. • The Maritime / land interface • An interaction between maritime shipping networks, gateways and their corridors. • Improving the velocity of freight from an intermodal and transmodal perspective. • The throughput of a gateway must be supported by the throughput of its corridors (vice-versa). • The introduction of a new generation of containerships (above 10,000 TEU) may force solutions.

  24. The Future of the Maritime / Land Interface: Maritime Shipping Companies taking Control of Inland Distribution?

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