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Source: adapted from Rodrigue, J-P, T. Notteboom and A. Pallis (2010) “The Financialization of the Terminal and Port Industry: Rediscovering Risk”, International Association of Maritime Economists. The rationale for the growing involvement of the financial sector in port terminals is mainly because terminals are increasingly capital intensive, since the asset

Source: Adapted from Stopford, M. (1997 & 2009) Maritime Economics, 2nd & 3rd edition, London: Routledge. The financing of the port and shipping industries comes from several sources, but it is commonly the responsibility of specialized brokers with close relationships with the industry. The earnings are used to directly finance

Source: adapted from C. Russell (2008) Presentation at “Closing the Gap: Financing the Region’s Transportation Needs”, New York University, Rudin Center for Transportation Policy & Management. The transport finance sector involves two major groups: Providers. Concern the major actors that can be tapped to finance transport infrastructure. Various levels of

Author: Dr. Jean-Paul Rodrigue Transportation infrastructures are becoming increasingly complex, requiring new forms of financing. 1. Private Participation in Transport Infrastructure Infrastructures can be funded, implying that the public sector provides capital from general funds or taxation and that this capital is not expected to be recovered. Infrastructures can also

Moving cargo from one mode to the other has always been challenging since the size of conveyances, such as ships, commonly exceeded the ability to load and unload them quickly. Time spent at terminals such as ports and railyards was substantial. Historically, various systems were used to handle breakbulk cargo,

The United States alone has about 2,270 rail facilities rail performing some form of intermodalism by being able to move freight from rail to trucks. Although this appears to be a large number, only about 20% of these facilities handle a significant intermodal volume, and less than 10% are true

Source: adapted from EPA420-R-97-007. The four stages (or four steps) transportation/land use model follows a sequential procedure: This procedure is consequently iterative and converges towards a solution, often measured as the minimal transportation cost considering a given travel demand and the characteristics of the existing transportation network. It relies on