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Inland Ports and Freight Regionalization in North America

Explore the dynamics of supply chain management, intermodal transportation, and the role of inland ports in North America. Discover the requirements, complexities, and challenges of integrating gateways, corridors, and inland ports.

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Inland Ports and Freight Regionalization in North America

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  1. Inland Ports and Freight Regionalization in North America Jean-Paul Rodrigue Associate Professor, Dept. of Global Studies & Geography, Hofstra University, New York, USA

  2. What Drives Supply Chain Management? Control Freaks… Added Value Efficiency Control Offshoring Costs / time / reliability Internalize efficiency

  3. North American Intermodal Transportation: Emerging Paradoxes Maturity Growth Rationalisation (corridors and sites). Geographical and functional diffusion of containerization. Massive investments. Revolution Evolution Incremental changes. Decreasing returns. New standards, practices and technologies. Increasing returns. Governance Deregulation Consolidation (maritime, rail and trucking). Emergence of large operators. PPP. Supply chain control. Added-value-capture.

  4. The Insertion of Inland Ports in North America: Basic Requirements Rail Corridor to the Gateway Intermodal Rail Terminal Inland Port Co-location Core Tenants Real estate Drayage Agglomeration Logistics Activities

  5. Northwest Ohio Intermodal Terminal, CSX 2011; An Inland “Port”

  6. The Complexities of Inland Logistics: The “Last Mile” in Freight Distribution Massification Atomization Frequency Capacity REGIONAL LOCAL HINTERLAND GLOBAL Shipping Network Segment Corridor 1 2 Customer “Last Mile” Inland Terminal Distribution Center Gateway Inventory at terminal Inventory in transit 1 2

  7. Functional Relations between Inland Terminals and their Hinterland Freight Region Logistics Pole FLOWS & INTEGRATION InlandTerminal I II III Logistics activities Retailing and manufacturingactivities Tier II Tier I Tier III

  8. American Foreign Trade by Maritime Containers, 2009 (in TEUs)

  9. Asymmetries between Import and Export Containerized Logistics Customer Distribution Center Inland Terminal Import-Based Gateway • Many Customers • Function of population density. • Geographical spread. • Incites transloading. • High priority (revenue). Repositioning Supplier Export-Based • Few Suppliers • Function of resource density. • Geographical concentration. • Lower priority. • Depends on repositioning opportunities.

  10. Distribution Network Configurations for Containerized Import Cargo

  11. Distribution based on two gateways Distribution based on RDCs Distribution based on local DCs Distribution based on tiered system

  12. Optimal Location and Throughput by Number of Freight Distribution Centers

  13. Intermodal Terminals and Recent Co-Located Logistic Zones Projects Every rail operator involved. Partnership with a major real estate developer.

  14. Main Advantages of Co-location

  15. The North-American Container Port System and its Multi-Port Gateway Regions 4 BNSF Logistics Park 2 Rickenbacker Global Logistics Park 1 CenterPoint-KCS Intermodal Center Multi-port gateway regions 1. San Pedro Bay 2. Northeastern Seaboard 3. Southwestern Seaboard 4. Puget Sound 5. Southern Florida 6. Gulf Coast 7. Pacific Mexican Coast 3 6 5 7

  16. BNSF Logistics Park, Chicago (Extended Gateway of LA / LB) Distribution Centers Wal-Mart CaliforniaCartage Chicago (60km) ► BNSF Intermodal Yard Maersk

  17. CenterPoint-KCS Intermodal Center, Kansas City (Extended Gateway of Lazaro Cardenas) Phase 1 Kansas City (25 km) ► Phase 2 Retail Phase 4 Phase 3 KCS Intermodal Yard Phase 5

  18. Rickenbacker Global Logistics Park, Columbus Ohio (Extended Gateway of Hampton Roads) Gateway Campus Columbus (15km)► North Campus Rickenbacker International Airport Rail Campus Air Cargo Campus Intermodal Campus NS Intermodal Terminal

  19. Share of the Northeast Asia – U.S. East Coast Route by Option

  20. Transit Times from Shanghai and North American Routing Options (in Days) Prince Rupert 12 Vancouver 4 13 8 5 Seattle / Tacoma Lower 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. Toronto Oakland 5 3 26 Chicago New York 13 Los Angeles 25 Norfolk Atlanta 5 14 Dallas Savannah/Charleston 5 25 28 Houston 8 19 Lazaro Cardenas 22 Panama

  21. 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)

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