Identifying Governance Relationships Between Intermodal Terminals and Logistics Platforms

Monios, Jason

doi:10.1080/01441647.2015.1053103

Cited by 29 publications

(15 citation statements)

References 166 publications

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“…We apply the typology of governance relationships at intermodal terminals and logistics platforms developed by Monios (2015) in view of discussing the governance relationships affecting the PPP solutions mentioned earlier.…”

Section: Key Governance Issues Of Ppps In Dry Port Developmentmentioning

confidence: 99%

Public-private partnership model selection for dry port development: an application to Vietnam

Nguyen

Notteboom

2017

WRITR

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This paper aims at building a conceptual framework to support decision makers in selecting the best public-private partnership (PPP) model for dry port development. We focus on a classification of four PPP categories: contracting out, inland terminal concession, field concession and privatised ownership. The framework is based on a multi-criteria analysis with benefit-risk approach. Using multi-stakeholder theory, we break down the benefit hierarchy in benefits to public and community actors, benefits to private investors and financiers and benefits to dry port users. We also present a typology on the risk management ability of each model at the macro, meso and micro levels. The proposed framework is applied to the Vinh Phuc ICD project in Vietnam. In the case study, the four PPP models are assessed on their suitability and risk profile to find the preferred PPP model. The robustness of the outcomes is further tested using a sensitivity analysis.

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Section: Key Governance Issues Of Ppps In Dry Port Developmentmentioning

confidence: 99%

Public-private partnership model selection for dry port development: an application to Vietnam

Nguyen

Notteboom

2017

WRITR

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“…Arnold, Peeters, & Thomas, 2004;Ballis & Golias, 2002;Iannone, 2012;Janic, 2007;Kim & Wee, 2011;Kreutzberger, 2008), while qualitative approaches have sought to understand the importance of aligning cargo types with intermodal service characteristics (e.g. Eng-Larsson & Kohn, 2012;Monios, 2013;Slack & Vogt, 2007;Van der Horst & De Langen, 2008;Woodburn, 2003;Woodburn, 2011) as well as the role of transport industry actors in choosing intermodal transport rather than road haulage (e.g. Bärthel & Woxenius, 2004;Panayides, 2002;Runhaar & van der Heijden, 2005;Van Schijndel & Dinwoodie, 2000).…”

Section: Intermodal Terminal Management and Operationsmentioning

confidence: 99%

“…Beresford et al (2012) applied the World Bank port classification (public, private, tool, landlord) to dry ports, and Monios (2013Monios ( , 2014 developed this classification further, using governance theory to explore how the different types of organisations that may own and/or operate a terminal can affect these relationships, for example whether the terminal is operated by a dedicated terminal operator, a rail service operator, or other sectors such as a 3PL or even a subsidiary of a port terminal operator. An area identified for future research was the relationships between owner, operator and user and how these influence the management of resources in the pursuit of efficient and effective operation of intermodal terminals.…”

Section: Intermodal Terminal Management and Operationsmentioning

confidence: 99%

Intermodal terminal concessions: Lessons from the port sector

Monios

Bergqvist

2015

Research in Transportation Business & Management

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Tendering procedures for concession of port terminals to private operators have been the subject of considerable interest during the last decade. As a consequence, keys to effective port governance, particularly the landlord model, are fairly well understood, even standardised to some degree. By contrast, intermodal terminal contracts have been found to be quite varied, with little standardisation of procedures, requirements, risks, incentives or contracts even within a single country. This paper applies lessons from the study of port terminal concession contracts to the intermodal sector. The World Bank port reform toolkit is used to create a framework with 72 provisions, which is then matched against five intermodal terminal concession contracts. The analysis reveals several uncertainties in intermodal concession contracts, relating particularly to a lack of specified provisions on performance monitoring and measurement, open access to users, infrastructure maintenance, service marketing and hand back procedures. The paper identifies how the port concession framework used in this paper can be adapted for use with intermodal terminals, as the first step towards developing a global standard such as that used in the port sector.

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“…Monios [22] noticed the importance of quality management of intermodal terminals, and defined management models of intermodal terminals and compared them on the examples of terminals in Europe, North America and Asia. The defined models differ in relationship between the terminal operator and external participants (port and rail operators), as well as the relationship between the terminal operator and the logistics service provider at the terminal.…”

Section: Figure 2 -Structural Analysis Of Literature On Inland Terminalsmentioning

confidence: 99%

Research Trends of Inland Terminals: A Literature Review

Rožić

Rogić

Bajor

2016

PROMET

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INTRODUCTIONSignificant increase in the world container trade over the past two decades has resulted in an increased capacity of container ships [1] and the capacity together with throughput of ports container terminals. This encourages the development of ports, primarily port equipment, technology, information and communication systems. The requirements for capacity expansion, investments in infrastructure and transport entities, reducing the negative environmental impact, and customer requirements for faster, more efficient and cheaper transportation of goods has become a product for new transport solutions development [3,4,5].Similarly, ports are faced with changes in their operations. Shippers require fast and efficient handling and reduction of container ships detention. This implies expansion of port capacity and implementation of new equipment, and high-quality connections to the hinterland. Additional requirements for fast and high-quality shipping to customers represents a major financial, organizational and operational requirement to which not all the world ports can respond.Changes in the present transport chain lead to the development of inland terminals. Inland terminals disburden port capacity on the one hand and on the other hand they become a competitive advantage for the less developed ports. This allows them better connections with the hinterland, directly attracting additional cargo. Inland terminals become an additional link in the present transport chain, while the use of intermodal transport technology enables acceleration of transport processes reducing the total transport costs. In the present transport chain, there have been changes in the mode of shipment from the manufacturer to the port and from the port to the end users (Figure 1). TOMISLAV ROŽIĆ, Ph.D. 1

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Identifying Governance Relationships Between Intermodal Terminals and Logistics Platforms

Cited by 29 publications

References 166 publications

Public-private partnership model selection for dry port development: an application to Vietnam

Public-private partnership model selection for dry port development: an application to Vietnam

Intermodal terminal concessions: Lessons from the port sector

Research Trends of Inland Terminals: A Literature Review

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