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Modelling Transport Systems—I Operational, Economic, Environmental and Social Performances
Published in Milan Janić, Transport Systems, 2017
Each airport consists of a landside and an airside area. The landside area embraces the surface transport access systems connecting the airport to its catchment area and the passenger (and freight) terminal system. The airport airside area comprises the airspace around the airport, called the ‘airport zone’ or ‘terminal airspace’, and the ground infrastructure including runways, taxiways and apron/gate complex (Ashford et al. 1997, Janić 2001). In this section, the Amsterdam Schiphol airport is taken into consideration. The airport operates as the secondary hub of Air France-KLM airline and the related SkyTeam alliance (in addition to the primary hub, the Paris Charles de Gaulle airport). The Air France-KLM hub-and-spoke network hosted by this airport consists of several clusters (‘waves’) of inbound and outbound flights scheduled during the day, which create corresponding demand peaks in the airside area, i.e. the runway system and apron/gate complex and the landside area, i.e. passenger terminal and airport ground access systems.
Intermodal Networks and Freight Interchanges
Published in Lowe FCILT David, Intermodal Freight Transport, 2006
The policy document gives details for a number of examples of UK freight interchanges that are included in the following list:Glasgow (Mossend)Birmingham (Landor Street)Wakefield Euro-portNorth-East (Cleveland)London (Willesden)Port of LiverpoolLondon (Stratford)Manchester (Trafford Park)Daventry International Rail Freight Terminal (DIRFT) (adjacent to junction 18 on the M1 motorway) The Midlands Channel Tunnel Rail Freight Terminal, within the Hams Hall NationalDistribution Park (near Coleshill, Birmingham) Direct for Europe Railport (Doncaster)Direct for Europe Railport (Doncaster)Cardiff International Rail freight Terminal (CIRFT)Potter Group (Selby).
Railway access optimization for a container port in the high-speed railway era - a case study in China
Published in International Journal of Logistics Research and Applications, 2022
Zhongzhen Yang, Yiying Du, Feng Lian
Based on the freight capacity of highways and of TR lines between port hinterlands and port terminals, given the initial rail freight terminal candidates, and by taking the locations of rail freight terminals and train departure frequency as decision variables, we can now build a bi-level programming model to minimise the total cost of transporting containers to port terminals. The upper model is given as follows:
Transport research under Belt and Road Initiative: current trends and future research agenda
Published in Transportmetrica A: Transport Science, 2021
Xueqin Wang, Yiik Diew Wong, Kevin X. Li, Kum Fai Yuen
First, as an export-oriented strategy, the BRI would benefit the inland region (especially in China) by improving its logistics connectivity to the coastal region as well as the rest of the world (Wei and Sheng 2018). In this regard, one stream of literature examines the development of port-hinterland networks by stressing the critical role played by inland dry ports. A dry port often refers to a hinterland intermodal freight terminal where supporting services such as customs clearance, bill of lading issuance, and cargo inspections are provided. With intermodal transit capability, the dry port acts as an extension of seaports and facilitates convenient cargo operations (e.g. drop-off and pick-up) for shippers and carriers in the hinterland (Wei, Sheng, and Lee 2018). In this regard, inland dry ports serve as an effective intermediate connecting inland region with seaports, thus activating the development potential of inland regions.
Locating dry ports on a network: a case study on Tianjin Port
Published in Maritime Policy & Management, 2018
Chuanxu Wang, Qian Chen, Rongbing Huang
Serving as the nodes of a supply chain network, the contribution of dry ports is impossible to ignore, both in practice and as an identifiable field of research. A dry port was originally defined as an inland terminal to and from which shipping lines can issue their bills of lading (UNCTAD 1982). Normally, a dry port has all logistics facilities needed for shipping and forwarding in a port. Usage of the term ‘dry port’ has become rather vague, with numerous different definitions appearing in the literature, such as inland clearance depot, inland container depot, intermodal freight center, inland freight terminal, and inland port (Jaržemskis and Vasiliauskas 2007). No clear consensus has arrived at on a definition of the term ‘dry port.’ Roso, Woxenius, and Lumsden (2009) define a dry port as an inland intermodal terminal directly connected to seaport(s), with high-capacity transport mean(s), preferably rail, where customers can leave/collect their goods as if directly to/from a seaport. Monios and Wang (2013) use term ‘inland port’ as an overall term representing inland nodes of various types and sizes. We employ term ‘dry port’ defined by Roso, Woxenius, and Lumsden (2009) since it especially emphasizes ‘dry’ transport mode, i.e. road or rail.