Port Planning and Management: Seon-Youl Park

Port Planning and Management
[ 5 week ] Development of Port hinterland
Seon-youl Park
I. The Geography of Ports
II. Port Hinterland
III. Dry port / Inland port

Ⅰ. The Geography of Ports
≫ The port of Portus, Ancient Rome
≫ Port of Genoa, Late 15th Century

≫ Break-Even Distance between Sail and Steam, 1850-1890

≫ Cargo Carried by Steamship by Port city, 1890-1925

≫ Spatial Development of the Port of Antwerp and
Waterfront Redevelopment
≫ Redevelopment of Antwerp Port
≫ Evolution of the Port of Rotterdam
The introduction of container vessels

in the 1960s meant larger cargo
volumes per port call and shorter
handling times per ton. Both factors
made direct transshipment no longer
feasible since it would require a large
number of trucks, barges, and trains
to be in place during the vessel’s short
port stay. Due to congestion, capacity,
and availability of inland transportation,
containerization contributed to a modal
separation on terminals and the setting
up of a significant buffer in the form of
large stocking yards.
≫ Modal Separation in Space: Europa Terminal in Antwerp

≫ Rotterdam Maasvlakte Port Expansion Project
The project began construction in 2008, and operations began in 2013, with full
completion expected by 2030.
≫ Shanghai Yangshan Port Expansion Project
The first phase opened in 2005 and was built for two purposes.
The first was to overcome the physical limitations of the existing port facilities at
the Waigaoqiao area at the mouth of the Yangtze river, too shallow to
accommodate the latest generation of containerships.
The second was to provide additional capacity to meet traffic growth expectations
as well as room for new terminal facilities if container growth endures.
The fully completed port would have an expected capacity of 15 million TEUs.
To link the port to the mainland, the world’s third longest bridge with a length of
32.5 km was built. In 2017, a fully automated terminal complex opened at
Yangshan (phase 4).
≫ Singapore Tuas Port Expansion Project
Singapore is the world’s most important transshipment hub, connecting

maritime routes between East Asia, Southeast Asia, Oceania, and South Asia. The
oldest container terminal facilities of Singapore (Tanjong Pagar, Keppel, and Brani)
are located next to the central area.
The Tuas port expansion project represents a unique case involving a gradual
and complete relocation of Singapore’s entire container terminal facilities.
Construction began in 2019, and reclamation works for the first phase were
completed in November 2021.
When all phases are completed in the 2040s, Tuas port is expected to be capable
of handling 65 million TEU on about 1,337 ha of land. Phase 2 of the mega port is
underway, involving the construction of 9.1 km of caissons. It is expected that the
Keppel and Brani facilities will be relocated to Tuas by 2027.
≫ Drivers of Port Terminal Migration and Relocation

Ⅱ. Port Hinterland
The port hinterland is a land area over which a port sells its services and
interacts with its users. It is an area over which a port draws most of its business
and regroups all the customers directly bounded to the port and the land areas
from which it draws and distributes traffic.
The gateway function for major dry and liquid bulks of ports mainly involves one
direction for hinterland flows, either incoming or outgoing, a limited number of
market players, and a limited number of destinations.
However, for containerized cargo, the hinterland profile involves numerous

origins and destinations dispersed over a vast hinterland with more competitors,
a large number of economic players, and bi-directional hinterland flows.
≫ Major Maritime ranges

≫ Maritime ranges and Hinterland Accessibility

Terminalization. Terminals taking up a more active role in supply chains with

operational considerations such as berthing windows, dwell time charges, truck
slots, to increase throughput, optimize terminal capacity and make the best use of
available land. Also involves logistics players making best use of the free time
available in seaports terminals and inland terminals, thereby optimizing the
terminal buffer function.
≫ The Terminalization Concept
The hierarchization and complexification of maritime shipping networks have a

correspondence with port hinterlands. The current development phase underlines
that ports are going beyond their own facilities to accommodate additional traffic
and the complexity of freight distribution, namely by improving hinterland
transportation. This has come to be known as port regionalization.
Port regionalization is the logistical integration between maritime and inland

transport systems, particularly through the development of rail and barge corridors
between a port and a network of inland load centers.
≫ The Spatial Development of a Port System
≫ Foreland and Hinterland-Based Regionalization
Port regionalization addresses two fundamental issues in port development:
Local constraints. Ports, especially large gateways, face a wide array of local
constraints that impair their growth and efficiency. The lack of available land for
expansion is among the most acute problems, an issue exacerbated by the
deepwater requirements for handling larger ships. Increased port traffic may also
lead to diseconomies as local road and rail systems are heavily burdened.
Environmental constraints and local opposition to port development are also of
significance. Port regionalization thus enables to avoid local constraints by partially
externalizing them.
Supply chain integration. Global production and consumption have substantially

changed distribution, with the emergence of logistics and manufacturing clusters
as well as large consumer markets. No single port can efficiently service the
distribution requirements of such a complex web of activities. For instance, globally
integrated logistics zones have emerged near many load centers, but seeing
logistics zones as functionally integrated entities may be misleading as each
activity has its own supply chain. Port regionalization allows for developing a
distribution network that corresponds more closely to fragmented production and
consumption systems.
≫ European Container Port System and its Multi-port Gateway Regions

≫ The East Asian Container Port System and its Multi-port Gateway Regions
≫ The North American Container Port System and its Multi-Port Gateway
Regions
Port regionalization and hinterland transportation tend to be coordinated along

corridors, which have become the object of intense modal competition with the
growth of movements of freight. Freight corridors are a particularly dominant
convergence paradigm of urbanization, integrating global, regional, and local
transportation and economic processes in the geography of distribution.
A corridor is a linear orientation of transport routes and flows, connecting

important locations that act as origins, destinations, or points of transshipment.
A freight corridor is a linear orientation of freight flows supported by an

accumulation of transport infrastructures and activities servicing these flows.
≫ The Eurasian Landbridges

≫ The North American Landbridge

≫ Rail Freight Corridors in Europe

≫ Inland Ports and Logistics Zones Around the Rhine / Scheldt Delta
≫ The Yangtze River System

Ⅲ. Dry port / Inland port
≫ Basic Requirements for Dry Ports

≫ Functions of Inland Terminals

≫ Added Value Activities performed at an Inland port

≫ Gennevilliers Inland Port, Paris

≫ BNSF Logistics Park, Chicago

≫ Lat Krabang Inland Container Depot, Thailand

≫ Uiwang Inland Port, South Korea

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Port Planning and Management

[ 5 week ] Development of Port hinterland

II. Port Hinterland

III. Dry port / Inland port

≫ The port of Portus, Ancient Rome

≫ Port of Genoa, Late 15th Century

≫ Break-Even Distance between Sail and Steam, 1850-1890

≫ Cargo Carried by Steamship by Port city, 1890-1925

The introduction of container vessels

≫ Modal Separation in Space: Europa Terminal in Antwerp

≫ Rotterdam Maasvlakte Port Expansion Project

≫ Shanghai Yangshan Port Expansion Project

≫ Singapore Tuas Port Expansion Project

Singapore is the world’s most important transshipment hub, connecting

≫ Drivers of Port Terminal Migration and Relocation

However, for containerized cargo, the hinterland profile involves numerous

≫ Major Maritime ranges

≫ Maritime ranges and Hinterland Accessibility

Terminalization. Terminals taking up a more active role in supply chains with

The hierarchization and complexification of maritime shipping networks have a

Port regionalization is the logistical integration between maritime and inland

Port regionalization addresses two fundamental issues in port development:

Supply chain integration. Global production and consumption have substantially

≫ European Container Port System and its Multi-port Gateway Regions

Port regionalization and hinterland transportation tend to be coordinated along

A corridor is a linear orientation of transport routes and flows, connecting

A freight corridor is a linear orientation of freight flows supported by an

≫ The Eurasian Landbridges

≫ The North American Landbridge

≫ Rail Freight Corridors in Europe

≫ The Yangtze River System

≫ Basic Requirements for Dry Ports

≫ Functions of Inland Terminals

≫ Added Value Activities performed at an Inland port

≫ Gennevilliers Inland Port, Paris

≫ BNSF Logistics Park, Chicago

≫ Lat Krabang Inland Container Depot, Thailand

≫ Uiwang Inland Port, South Korea

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