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The maritime / land interface concerns the relationships between maritime and inland freight distribution, which are two domains of freight circulation. Maritime shipping is entirely dependent on the performance of inland freight distribution as it ensures continuity in supply chains. While economic activities, such as production and retailing, are built

Geopolitical considerations have incited the setting of national hinterlands that are not necessarily natural hinterlands, implying that several ports are “boxed in”. The “boxed-in” effect concerns a port that could, in theory, have access to a larger hinterland simply from a distance-based perspective (accessibility). Still, this hinterland access is constrained

Inland terminals serve three non-exclusive functions; satellite terminals, load centers, and transshipment terminals: Satellite terminal. An intermodal facility built in proximity to the port in order to handle additional traffic, particularly if the port facility is congested (high costs). Satellite terminals are also widely used to support container transloading activities. Load

Source: Adapted from Lee, S.W., D.W. Song and C. Ducruet (2008) “A tale of Asia’s world ports: the spatial evolution in global hub port cities”, Geoforum, Vol. 39, pp. 373-385. The hinterlands of three major economic regions can be synthetically represented in terms of their intensity and the importance of

Two concepts reconcile ports and the markets they serve; the foreland and the hinterland. Both are binding imports and exports activities and the corresponding maritime segments. The above figure assumes that the hinterland must be completely serviced and that transportation costs are uniform. Neither port A, B, or C has

Each transport terminal has its hinterland (or “natural” hinterland), representing a set of customers (distribution, manufacturing, and retailing activities) from which it draws its business. These transactions involve freight flows (or passengers) that the terminal will transship. Movements are either originating or are bound to a space that can mainly

While centrality focuses on the terminal being a point of origin and traffic destination, intermediacy focuses on the terminal being a transit point between different circulation systems. The concept of centrality is straightforward as the vicinity (hinterland) of the terminal is either the origin or the destination of the movement,

Authors: Dr. Jean-Paul Rodrigue and Dr. Theo Notteboom Transport terminals are central and intermediate locations. Their main influence is through their hinterlands, which are the land areas they service. 1. The Relative Location of Terminals The situation, or relative location, is an essential component of location. This core geographical concept

Freight terminals can be classified by their size, the added value they provide, and their function: Gateway. A world class gateway should contain the whole range of value-added activities related to transportation, from financing to modal and intermodal infrastructures. Still, basic gateways can also exist, mainly focusing on transferring cargo

Source: adapted from M. Rahimi, A. Asef-Vaziri and R. Harrison (2008) Integrating Inland Ports into the Intermodal Goods Movement System for the Ports of Los Angeles and Long Beach, Metrans Transportation Center, Project 07-01. Among the functions that provide added value for freight around terminals: Processing. An array of transformations