The rule of seaports as logistics centers in the modelling the
system sustainable distribution of goods in urban areas
PhD eng. Andrzej Montwiłł
Wydział Inżynieryjno-Ekonomiczny Transportu
Akademia Morska w Szczecinie
Szczecin, 19 maja 2014
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The rules of seaport as…
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The rules of seaport as…
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The rules of seaport as…
Introduction
European seaports for centuries evolved by adapting their activities to external
environment. Political changes, the great geographical discoveries, wars, colonial
expansion of European countries, economic development, social crises, technical
development or industrial revolution are only examples of external factors
affecting the functioning of the seaports. Stimulated heir development, affected by
the regulations for their functioning and organization.
On the other hand, seaports was created and create now your organization and the
scope of implementation the various objective and spatial functions impact on the
form of the legislation, the place and role seaports in the transport and economic
state, region or city system.
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The rules of seaport as…
For years was perceived seaports as areas
‘…are situated at the interface between land and sea economic objects properly
prepared with regard technical-technological and organizational handling of
foreign trade, carried out by sea, as well as to service of maritime transport and
land engaged in their carriage’ (Szwankowski, 2000).
But this is the traditional perception
of the role of ports in the transport
and economic systems and otherwise
we have to look their role in the development
of countries, regions and cities.
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The rules of seaport as…
Seaports as logistics centers
Currently seaports have become a key part of the supply chain network. Seaports
are important economic spaces provide a wide range of services and serve a wide
range customers including shippers, forwarders, transport companies, logistics
operators. One of the main task is facilities the domestics and international trade of
goods, often on a large scale.
Seaport is a socio-economic space of the multi-faceted impact on the environment
combining the processes of transport, thanks to the technical and technological
equipment, the sea to the mainland, which are realized interpenetrating,
interdependent and interrelated, objective and spatial functions related to with trade
and movement of people (Montwiłł, 2011).
author's own definition
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The rules of seaport as…
Seaport functions
Objective functions
Spatial functions
Function creating the
city
Transport function
Industrial function
Commercial function
Seaport functions
are related to each
other and
interdependent for
Objective functions
determined spatial
functions
and vice versa feedback
Logistics and
distribution function
Urban function
(new formulated by the author
Function creating the
region
Regional function
Fig. 1. Seaport functions
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The rules of seaport as…
Today seaports in terms of the level of modernity and openness to innovation are
divided into four generations. This division is not due to the size of the port, its
location or its management, but of the features that characterize his activities.
The global transport system functioning ports of different generations. Continue to
operate ports in Europe I or II generation, being an important element in local
delivery systems.
But the most important role in the supply chain network fulfill the third and fourth
generation ports.
Ports are, therefore, important for the functioning of the world economy and
effective competition in ports and port services plays an important role in the final
prices of many products.
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The rules of seaport as…
The third generation seaports perform similar tasks and provide the range of
activities such as integrated logistics centers.
The development of a network delivery system has led, according to many analysts,
to transform, after 1995 years the leading ports in the fourth generation of ports,
which is associated with the adoption of by these new tasks characteristic for
centers or logistic platforms.
At the some time ‘…the development of the contemporary major seaport-city
interface is different than it was some 20 years ago, and that this has implications for
the way it is to be approached and handled by the actors involved. A major seaports’
evolution has become subject to a much more elusive set of factors, and its
development process is currently being evaluated and re-conceptualized in practice
as well as in theory.’ (Daamen, 2007)
Indicated by Daamen a change in the relationship seaport - city is the result of
changes in the management of ports in the 80s of the twentieth century and the new
philosophy of their activities.
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The rules of seaport as…
Currently the largest and more important seaports started becoming the third or
fourth generation ports where one of the characteristics of their operation is a close
relationship with the port city and region.
Consequently, rebuilt of seaports and cities links. History has come full circle. Seaport
and the city returned to the symbiosis, as in the days medieval towns-port or portcities of Italy and the Hanseatic League, and community ports and cities are one.
The fourth-generation European seaports and integrated logistics centers have
become centers of information for supply chain network and place for locating
distribution centers.
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This allow the optimization of processes the distribution and transport in the
sequential organization of deliveries to individual customers located in urban area.
Such actions result in reducing congestion in urban area by reducing transport work
and coordinate deadlines and order deliveries to individual customers of the urban
transport system.
The transformation from III generation seaport to IV generation applies to enrichment
of these ports objective function of activity centers (Semenov J. 2003) :
 wholesale trade;
 passenger traffic and tourism as places linking water and land passenger streams;
 industrial multimodal and intermodal transport;
 port and urban functions simultaneously realizing the function port, for example, of
the trade, distribution and logistics and distribution and urban functions, such as:
service function, industrial and communications.
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Functions seaport as logistics centers and range of services
Cargo handling in the seaport of developed logistics and distribution function shows
two main areas that make up the logistics system of the seaport. Typical services in
the area of ​transport function are (UNCTAD, 2004):
 cargo handling and transfer operation;
 storage and warehousing;
 break / bulk and consolidation;
 storage and manipulations cargo;
 customs and phytosanitary clearance.
This elements could constitute a good benchmark for ports claiming to operate as
maritime logistics centers (UNCTAD, 2004).
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‘Ports may also be seen as inland logistics centres, when they act as nodal
interfaces intersecting the different segments of the inland transport system such as
for
 road/rail,
 road/road,
 rail/rail,
 and even rail/road
 and air combinations.’
(UNCTAD, 2004).
Figure 2 presents a diagram of the sea port functioning as a logistics center where
you can define which is the functional space marine logistics centers as well as which
is a functional space inland logistics centers.
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Seaside
Link
Multimodal
and
intermodal
terminals
Maritime logistics centre
(seaport traditional
core business)
Inland logistics centre
(seaport new
core business)
Landside Link
Urban area Link
Fig. 2. Scope and potential for seaports to develop beyond maritime and inland logistics centers
(UNCTAD, 2004)
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The services of logistics, forwarding and transport service for freight (goods) in the
seaport functioning as maritime and inland logistics centers is much broader and can
include (Fechner, 2009):
 receiving and storage of goods intended for production;
 consolidation of supply deliveries for production purposes;
 completion of assembly kits;
 delivery of goods to manufacturing companies, including sequential delivery to
assembly lines;
 storage;
 consolidation and deconsolidation;
 picking and palletizing;
 finishing, including foiling, ticketing, minor repairs;
 cross-docking;
 inventory management by logistics operators / forwarders;
 forwarding services;
 transportation, including the transportation of cargo in the carriages of small
parcels.
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Presented above possible logistics, forwarding and transport service provided in the
seaport does not differ from similar statements characteristic of integrated logistics
centers.
Therefore, the author used the source material Fechner, who systematized blocks of
services provided for freight just in logistics centers.
If it is considered that the ports III and IV generation are specific logistics centers or
even logistics platforms, it is normal for unified range of services provided both in a
typical integrated logistics centers, as well as seaports generation above
(Montwiłł, 2013).
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Case study
“Cityporto Padowa” relies on a very simple scheme of action. Logistics operators,
freight forwarders and other suppliers of goods to companies operating in the center
of Padua deliver the goods to a distribution center is located in the center of logistics
Interporto Padowa. Goods, after the adoption of a warehouse are sorted and next
selected packages loaded into environmentally friendly cars. The vehicles distribute
the goods in the city, the so called “last mile”, which may be just the limited traffic
zones or the entire city centre.
logistics operators
forwarders
other suppliers of goods
City Padua
Distribution center
(part city logistics)
in
INTERPORTO PADOWA
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„Last mile”
Fig. 3. Scheme of the system Cityporto Padowa (http://www.interportopd.it, 30.03.2014)
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The rules of seaport as…
“The 10 ecological vehicles used by Cityporto that provide the service with two
“rounds” every day, one in the morning and one in the afternoon, prevent more than
100 lorries and trucks entering the city every day, some of them still Euro 1 and Euro 2
class, which is an enormous contribution to help relieve traffic congestion in the city.”
(www.cityporto.it).
In 2012, referred cars have done more than 100,000 deliveries optimizing transport
routes through the use of the Tracking & Tracing IT systems for planning each delivery
cycle.
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Analysis of system efficiency and optimization of delivery routes carried out for 24
months (from July 2008 to June 2010) pointed out :
 reduction of kms covered - 561400 km,
 daily average reduction – 1216 km,
 reduction of gas consumption (less freight transport vehicles circulating) – 58 200
litres,
 natural gas consumption of Cityporto CNG vehicles - 3904 liters,
and reductions of pollutants:
 Carbon Dioxide (CO2) – 216,65 ton,
 Nitrogen Oxide (NOx) – 369 kg,
 Sulfur Oxide (SOx) – 72,8 kg,
 Volatile Organic Compounds (VOC) – 210,4 kg.
 Particulate Matter (PM10) – 58,4 kg.
Used in the Padua delivery system demonstrated to achieve the objectives pursued
which was to reduce congestion, pollution. Achieved a reduction in supply costs by
optimizing the cost of “the last mile”.
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Seaport third and fourth generation of the developed objective and spatial functions
taking the form of inland logistics center like the classic logistics center can perform a
task, the effect of which will be listed above processes. In the space of a sea port
functioning as indicated above are implemented services for freight, passenger,
means of transport, cargo transport units, and in many cases the production of goods.
Operational and commercial sphere acting as a sea port logistics center possesses
the necessary technical and organizational capacity to provide a wide range of
services not only in your area but also in the port city or metropolitan area.
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Economically justified and environmentally use the seaport area for placement:
i.
distribution centers for many retailers, including the organization of delivery by
seaports company, for example, such centers were created in many major
European ports, such as: Rotterdam, Antwerp, Hamburg, Bremen,
ii.
common center parcel service companies with the organization of delivery parcels
by seaports company,
iii. center leasing, service and maintenance of ecological vehicles (electric or CNG)
used in the municipal system of delivery goods to shops and malls,
iv. center cargo transport units providing rental services, delivery, receive and small
repairs, including ITU,
v.
service center of vehicles and handling drivers of vehicles delivering and
receiving goods to / for inland logistics center the seaport,
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Economically justified and environmentally use the seaport area for placement (cont.):
vi. centers of wholesale trade for deferent goods, including foodstuffs, such centers
were created in many major European ports, such as: Rotterdam, Antwerp,
Marseille, Italy seaports,
vii. of receipt centers used consumer goods aim of consolidation for transport to a
destination or purpose of recycling in the seaport’s center recycling and recovery,
was used in several European ports,
viii. office centers for companies operating in both the port and the city of fulfilling the
role of the trade center.
(Goodman's
project for Daimler
in Bremen)
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Conclusion
Seaports third and fourth generation improving the efficiency of city logistics and
reduce the negative effects related with congestions and pollution. The port’s
potential is very large and allows implementation of the objectives of the UE White
Paper in 2011 in the areas of port cities – towards a competitive and resource-efficient
transport system where we can achieve the following targets:
a) reduction of congestion in urban areas, with particular attention to city centers,
b) reduction in pollutant emissions by reducing the length of transport routes in
deliveries everyday goods on “the last mile”,
c) reduction in pollutant emissions through the use of electric vehicles or gas on “the
last mile”,
d) reduction of distribution costs of goods through economies of scale in service
processes and warehousing of items for many vendors and optimizing of delivery
in urban areas,
e) improve use efficiency cargo transport units by managing the movement and
storage of a single decision-making center.
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References
Daamen T. (2007). Sustainable Development of the European Port-City Interface. Paper
ENHR Conference 2007 June 25-28, Rotterdam
Fechner I. (2009). Centra logistyczne i ich rola w sieciach logistycznych. In Kisperska-Moroń
D., & Krzyżaniak S. (Eds.), Logistyka. Poznań: ILiM.
Montwiłł A. (2011). Generacje portów morskich a rozwój funkcji logistyczno-dystrybucyjnej,
Logistyka 1/2011, 16-19.
Montwiłł A. (2013) Port morski jako kluczowy element systemu logistycznego łańcuchów
dostaw. In Montwiłł A. (Eds.), Wybrane zagadnienia z zakresu transportu i logistyki.
Bydgoszcz: Wydawnictwo Uczelniane Wyższej Szkoły Gospodarki w Bydgoszczy.
Semenov J. (2003). Kierunki strategiczne podwyższenia konkurencyjności polskich portów
na tle wymogów UE. In Chwesiuk K. (Eds.), Konkurencyjność polskich portów morskich w
świetle integracji z Unią Europejską, Szczecin, III Konferencja Naukowa Porty Morskie.
Szwankowski S. (2000). Funkcjonowanie i rozwój portów morskich. Gdańsk. Wydawnictwo
Uniwersytetu Gdańskiego,
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References
Assessment of a seaport land interface: an analytical framework. Report by the UNCTAD
secretariat. UNCTAD/SDTE/TLB/MISC/2004/3
www.quadranteeurope.it
http://supply2build.com/sub_category/index/1419
www.sea-invest.com
w
ww.interportopd.it
www.cityporto.it
http://europe-re.com/goodman-to-develop-new-logistics-center-for-daimler-in-bremende/1753
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Thank you for your attention
Have a nice
Day!
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