Vol 20 No 3 (2020)
2020-08-20
Vol 20 No 3 (2020)
2020-08-20
Articles
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The refrigerated (‘reefer’) container market and cold logistics chains creates opportunities as well as challenges for seaports. This high-value market grows rapidly, but places stringent demands on seaports’ logistics processes, infrastructure, and energy provision. This study addresses the question how port authorities address the challenges and in this dynamic market environment. While previous research has outlined developments in port governance paradigms and the strategic scope of port authorities, the academic literature still lacks a comprehensive understanding of the policy options available to port authorities to respond to arising challenges and opportunities. To provide this missing understanding, this study presents a new dataset of policies, implemented by world’s 50 largest container ports, addressing reefer transportation and cold chain logistics. Policy measures are classified according to content, goals and scope. The findings from this worldwide comparative analysis illustrate that port authorities often pursue policies extending far beyond their traditional ‘landlord’ responsibility. Most commonly still, the scope of port policy is limited to the port cluster, where ports (co)-invest in or aim for cluster formation around cold stores. When a port extends its strategic scope towards its foreland or hinterland, this is usually aligned with policy goals formulated at higher levels of governance, such as modal shift goals or the development of domestic post-harvest distribution systems. There is however little evidence of coherent and comprehensive cold chain strategies, addressing the logistics, marketing, technology, and sustainability dimensions. The paper outlines the general tenets such a strategy should contain as a consideration for policymakers.
The refrigerated (‘reefer’) container market and cold logistics chains creates opportunities as well as challenges for seaports. This high-value market grows rapidly, but places stringent demands on seaports’ logistics processes, infrastructure, and energy provision. This study addresses the question how port authorities address the challenges and in this dynamic market environment. While previous research has outlined developments in port governance paradigms and the strategic scope of port authorities, the academic literature still lacks a comprehensive understanding of the policy options available to port authorities to respond to arising challenges and opportunities. To provide this missing understanding, this study presents a new dataset of policies, implemented by world’s 50 largest container ports, addressing reefer transportation and cold chain logistics. Policy measures are classified according to content, goals and scope. The findings from this worldwide...
The refrigerated (‘reefer’) container market and cold logistics chains creates opportunities as well as challenges for seaports. This high-value market grows rapidly, but places stringent demands on seaports’ logistics processes, infrastructure, and energy provision. This study...
Bob Castelein, Harry Geerlings, Ron Van Duin1-28 -
People living in peripheral rural areas are often considered to be prone to transport poverty and inaccessibility to activities. Previous identifications of transport poverty have mainly relied on accessibility measures based on land-use and transport data. However, such measures may be very different from how people themselves perceive accessibility. Therefore, explicitly considering perceptions of accessibility may be valuable in evaluating the nature of accessibility issues such as transport poverty. By conducting semi-structured focus group discussions in Zeeland, a rural area of the Netherlands, this paper shows that the mechanisms behind transport poverty are mediated by individual perceptions of accessibility. Local social norms related to accessibility appear to be important in shaping these perceptions. In peripheral rural areas, norms reflecting the dominance of the private car add to the negative appropriation of other transport options and shape expectations with respect to accessibility. Therefore, taking account of perceptions of accessibility, and the ways these are shaped, adds to the understanding of the nature of accessibility issues and is considered vital in designing responsive policies.
People living in peripheral rural areas are often considered to be prone to transport poverty and inaccessibility to activities. Previous identifications of transport poverty have mainly relied on accessibility measures based on land-use and transport data. However, such measures may be very different from how people themselves perceive accessibility. Therefore, explicitly considering perceptions of accessibility may be valuable in evaluating the nature of accessibility issues such as transport poverty. By conducting semi-structured focus group discussions in Zeeland, a rural area of the Netherlands, this paper shows that the mechanisms behind transport poverty are mediated by individual perceptions of accessibility. Local social norms related to accessibility appear to be important in shaping these perceptions. In peripheral rural areas, norms reflecting the dominance of the private car add to the negative appropriation of other transport options and shape expectations with...
People living in peripheral rural areas are often considered to be prone to transport poverty and inaccessibility to activities. Previous identifications of transport poverty have mainly relied on accessibility measures based on land-use and transport data. However, such measures may be very...
Felix Johan Pot, Sierdjan Koster, Taede Tillema, Peter Jorritsma29-46 -
Temporary low water levels can have a major impact on the loading capacity of inland ships, and as a consequence on the transport capacity of the overall waterborne supply chain. Insight in the capacity reducing effect of temporarily lowered water levels is important for the design and operation of robust transport chains on the one hand, and for the optimisation of fairway maintenance and long-term infrastructure development on the other. Knowledge on the effects of low water is clearly available at the level of individual ship owners, who adapt their transport operations to changing environmental circumstances, but less accessible at an aggregated level to assess the effects on the overall transport capacity of an inland waterway network. Based on a range of field observations and information collected from individual ships, this article introduces a general model to define the effect of low water constraints on the deadweight capacity and payload of inland ships, for which only the type, length, and beam of the vessel serve as input.
Temporary low water levels can have a major impact on the loading capacity of inland ships, and as a consequence on the transport capacity of the overall waterborne supply chain. Insight in the capacity reducing effect of temporarily lowered water levels is important for the design and operation of robust transport chains on the one hand, and for the optimisation of fairway maintenance and long-term infrastructure development on the other. Knowledge on the effects of low water is clearly available at the level of individual ship owners, who adapt their transport operations to changing environmental circumstances, but less accessible at an aggregated level to assess the effects on the overall transport capacity of an inland waterway network. Based on a range of field observations and information collected from individual ships, this article introduces a general model to define the effect of low water constraints on the deadweight capacity and payload of inland ships, for which...
Temporary low water levels can have a major impact on the loading capacity of inland ships, and as a consequence on the transport capacity of the overall waterborne supply chain. Insight in the capacity reducing effect of temporarily lowered water levels is important for the design and...
Cornelis van Dorsser, Frederik Vinke, Robert Hekkenberg, Mark van Koningsveld47-70 -
Although Automated vehicles (AVs) are expected to have a major and positive effect on road safety, recent accidents caused by AVs tend to generate a powerful negative impact on the public opinion regarding safety aspects of AVs. Triggered by such incidents, many experts and policy makers now believe that paradoxically, safety perceptions may well prohibit or delay the rollout of AVs in society, in the sense that AVs will need to become much safer than conventional vehicles (CVs), before being accepted by the public. In this study, we provide empirical insights to investigate and explain this safety paradox. Using stated choice experiments, we show that there is indeed a difference between the weight that individuals implicitly attach to an AV-fatality and to a CV-fatality. However, the degree of overweighting of AV-fatalities, compared to CV-fatalities, is considerably smaller than what has been suggested in public opinions and policy reports. We also find that the difference in weighting between AV-fatalities and CV-fatalities is (partly) related to a reference level effect: simply because the current number of fatalities caused by AVs is extremely low, each additional fatality carries extra weight. Our findings suggest that indeed, AVs have to become safer—but not orders of magnitude safer—than CVs, before the general public will develop a positive perception of AVs in terms of road safety. Ironically, our findings also suggest that the inevitable occurrence of more AV-related road accidents will in time lead to a diminishing degree of overweighting of safety issues surrounding the AV.
Although Automated vehicles (AVs) are expected to have a major and positive effect on road safety, recent accidents caused by AVs tend to generate a powerful negative impact on the public opinion regarding safety aspects of AVs. Triggered by such incidents, many experts and policy makers now believe that paradoxically, safety perceptions may well prohibit or delay the rollout of AVs in society, in the sense that AVs will need to become much safer than conventional vehicles (CVs), before being accepted by the public. In this study, we provide empirical insights to investigate and explain this safety paradox. Using stated choice experiments, we show that there is indeed a difference between the weight that individuals implicitly attach to an AV-fatality and to a CV-fatality. However, the degree of overweighting of AV-fatalities, compared to CV-fatalities, is considerably smaller than what has been suggested in public opinions and policy reports. We also find that the difference in...
Although Automated vehicles (AVs) are expected to have a major and positive effect on road safety, recent accidents caused by AVs tend to generate a powerful negative impact on the public opinion regarding safety aspects of AVs. Triggered by such incidents, many experts and policy makers now...
Bing Huang, Sander van Cranenburgh, Caspar G. Chorus71-86 -
Evidence shows that the applications of drones are increasing quickly in many industries. Railways are no exception. Due to fast advances in technology, drones are on the verge of breakthroughs that will affect future applications, implementations, and their consequences. Looking ahead, we elaborate on the potential for drones in railways. We use scenario planning and combine it with the findings of an action research project, which we conducted with Swiss Federal Railways (SBB). First, we explore the applications and future trends of drone use in railway operations. Second, based on seven identified factors that may affect the future of drones in railways by 2030, we develop three future scenarios: pessimistic, realistic, and optimistic. The study results help practitioners make informed decisions regarding future drone programs in railways. We also contribute theoretical insights into how high-potential technologies can unleash new capabilities in railway operations.
Evidence shows that the applications of drones are increasing quickly in many industries. Railways are no exception. Due to fast advances in technology, drones are on the verge of breakthroughs that will affect future applications, implementations, and their consequences. Looking ahead, we elaborate on the potential for drones in railways. We use scenario planning and combine it with the findings of an action research project, which we conducted with Swiss Federal Railways (SBB). First, we explore the applications and future trends of drone use in railway operations. Second, based on seven identified factors that may affect the future of drones in railways by 2030, we develop three future scenarios: pessimistic, realistic, and optimistic. The study results help practitioners make informed decisions regarding future drone programs in railways. We also contribute theoretical insights into how high-potential technologies can unleash new capabilities in railway operations.
Evidence shows that the applications of drones are increasing quickly in many industries. Railways are no exception. Due to fast advances in technology, drones are on the verge of breakthroughs that will affect future applications, implementations, and their consequences. Looking ahead, we...
Omid Maghazei, Matthias Steinmann87-102