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Transport costs can be simplified as a linear function for three modes; road, rail, and maritime. This function only considers the cost of loading and transport to the destination, but not unloading and backhaul moves. It notably applies to freight, but passenger transportation depicts similar patterns, although maritime is not

Source: Rodrigue, J-P and T. Notteboom (2009) “The Terminalization of Supply Chains: Reassessing the Role of Terminals in Port / Hinterland Logistical Relationships”, Maritime Policy and Management, Vol. 36, No. 2, pp. 165-183. Due to congestion, capacity and availability of inland transportation, containerization contributed to a modal separation at terminals

There are three major types of intermodal terminals, each having its own locational and equipment requirements: Port terminals. They are the most substantial intermodal terminals in terms of traffic, footprint, and capital requirements. A gateway (container terminal) provides an interface between the maritime and inland systems of circulation. The growth

A variety of equipment can be used to perform intermodal operations at a terminal. The choice of equipment is related to a number of factors in terms of capital investment, volume, stacking density, and productivity. The forklift (not shown) can be considered the most basic piece of intermodal equipment but

Photo: Dr. Jean-Paul Rodrigue, 2003 The temporary storage of containers for ship-to-land and land-to-ship intermodal operations is often extensive in space. In this case, using straddle carriers for yard operations demands even more extensive use of space since the density is limited to a height of two containers. The advantage

Conventional freight terminals tended to have a small surface due to smaller ship sizes and the possibility to transship directly from the ship to land conveyances (e.g. trucks or rail cars) and vice-versa. This was made possible by the slow loading/unloading process as mechanization was limited, and most operations were

Terminals are important activity systems that fall into core and ancillary categories. While core characteristics refer to what a terminal needs to operate, such as infrastructure and equipment, ancillary characteristics tend to be more value added. They also play an important role in the differentiation of terminals since they shape

Conventionally, ports and airports are not considered to be integrated since they serve different supply chains, namely high-value goods for air transport and bulk commodities for maritime transport. Maritime and air cargo were typically incompatible, implying that port and airport operations were planned separately. Their location only coincided because they

Passengers, cargo, and the modes carrying them are separated at terminals and interact through specific procedures and equipment. Due to technical and operational characteristics, the modal and non-modal components of a terminal have different footprints: