Abstract

The project under assessment concerns the construction of an aqueduct in order to divert water from Tajo-Segura Channel onto the Cenajo reservoir and to the water purification plants of Sierra de la Espada and of Campotéjar. The main objective is to improve water quality rather than quantity

Abstract

This thesis addresses how a new method for the evaluation of policies with a very long term impact on the Dutch Inland Waterway Transport (IWT) system can be developed. It proposes an outline for a very long term transport model, prepares a number of very long term scenarios, and indicates that a different perspective on economic growth and future discounting is required to obtain realistic projections and develop sensible policies for issues with a very long term impact. Extended summary report: http://resolver.tudelft.nl/uuid:ef349716-b484-4820-a02a-d1cd13bc51b8

Abstract

This report, that provides an extended summary of a similar named thesis, addresses how a new method for the evaluation of policies with a very long term impact on the Dutch Inland Waterway Transport (IWT) system can be developed. It proposes an outline for a very long term transport model, prepares a number of very long term scenarios, and indicates that a different perspective on economic growth and future discounting is required to obtain realistic projections and develop sensible policies for issues with a very long term impact.

Abstract

Containerisation has led to increased competition between ports and put pressure on the use of scarce hinterland infrastructure. Having good coordination between all actors involved in port-related transport, including infrastructural access to the hinterland, is required to be successful in container port competition. In hinterland chains, different coordination problems exist for different reasons. As a response, different public and private actors undertake coordination arrangements to solve coordination problems. The goal of this thesis is to advance the understanding of how actors in port-related transport chains improve this coordination. The core of the thesis consists of five article. They form a ‘pattern of discovery’ of different issues related to coordination in hinterland chains applying different theoretical lenses from inter-organisational theories in which Institutional Economics plays a central role. This thesis introduces a framework to analyse coordination in hinterland chains. The framework helps to cope with the complexity of coordination in port-related transport chains and it is a tool to explore coordination issues systematically."br/""br/"The first study shows that different coordination problems exist in transport by road, rail, and waterway. These coordination problems occur due to the imbalance between the costs and benefits of coordination, a lack of willingness to invest, the strategic considerations of the actors involved, and risk-averse behaviour. Based on literature review, desk research, interviews, and cases of coordination arrangements from the port of Rotterdam, we introduce a typology of four main categories of coordination arrangements. The categories are inspired by Transaction Cost Economics, theory on Property Rights, and Collective Action theory, and include: introduction of incentives, creation of interfirm alliances, changing scope of the organisation, and creating collective action. In the empirical part, coordination arrangements from container bargingin the port of Rotterdam are discussed and linked with the relevant coordination problem."br/""br/"The second study further explores coordination arrangements in the port of Rotterdam taking the typology from the first article as a starting point. Key characteristics related to the complexity of the transaction (number of actors involved, group character, and coordination problems to be solved) and of the coordination arrangements (type of coordination arrangement, function of actors involved, function of the initiator, power base of the initiator, transport mode and use of ICT) are defined. The analysis shows that transport companies are the most important initiator of coordination arrangements. The Rotterdam Port Authority and terminal operators also play an important role. This article assumes a relationship between the chosen coordination arrangement and the complexity of the transaction. More actors involved leads to more complexity, resulting in more hierarchical coordination arrangements; the involvement of public actors or the port authority reduces transaction costs. When the group size is large, initiators of coordination arrangements do not enforce coordination, but act mainly as a stimulator or enabler (leader firms). The analysis shows that ICT is usually applied to solve the lack of operational coordination, and when the group size is large."br/""br/"The third article further explores one main category of coordination arrangements, namely ‘changing scope’, thereby focussing on two actors, namely shipping lines and terminal operating companies. By making use of insights from Transaction Cost Economics and the Resource-based View, the paper helps to understand why and how shipping lines and terminal operating companies vertically integrate into intermodal transport and in inland terminals. The paper discusses a number of cases from the Hamburg–Le Havre range, where shipping lines and terminal operating companies have changed their scope. After the theoretical and empirical analysis, the papers draws conclusions on the explanatory power of the theories. From a theoretical point of view, and based on empirical observations, the study shows that three other aspects are relevant to take into account: the geographical scale of vertical integration strategies, the elements of power and culture of the firms, and the role of the formal institutional environment."br/""br/"In the fourth study, the focus is on including the role of the institutional environment and dynamics in the analysis of coordination in hinterland chains. Based on an in-depth study into coordination in liberalised railway market in the Port of Rotterdam, empirical illustrations are used to adjust the Transaction Cost Economics approach towards a dynamic model influenced by Douglas North's theory on economic and institutional change. The study states that such a framework is relevant to study port-related railway chains that changed from a single and homogenous actor constellation to a multiple and heterogeneous actor constellation. In the adapted framework, the institutional environment is not only a constraint but also an instrument creating possibilities for improving coordinating behaviour, and allowing interaction between the coordination arrangements and the institutional environment."br/""br/"The last article deepened the insights on causes of coordination problems focussing on container barging in the port of Rotterdam. A multidisciplinary analysis is performed, analysing possible institutional reasons that cause coordination problems. The study shows that container barging has a large track record of coordination arrangements. The sector is embedded in a history with many vertical and horizontal alliances. Although the Inland Waterway Transport sector can be characterised as conservative and individualistic, container barge operators act with an entrepreneurial, adaptive and future-oriented spirit. The degree of organisation among barge operators and inland terminal operators, active in organising barge transport, is relatively high, reflecting an ability to work improve coordination in the future. The present division of property and decision rights forms a bad condition for future improvement. This includes the missing contract between the barge operator and the deep-sea terminal operator, and between the barge operator or skipper and the infrastructure manager. This is difficult to change in the short term.

Abstract

Containerisation has led to increased competition between ports and put pressure on the use of scarce hinterland infrastructure. Having good coordination between all actors involved in port-related transport, including infrastructural access to the hinterland, is required to be successful in container port competition. In hinterland chains, different coordination problems exist for different reasons. As a response, different public and private actors undertake coordination arrangements to solve coordination problems. The goal of this thesis is to advance the understanding of how actors in port-related transport chains improve this coordination. The core of the thesis consists of five article. They form a ‘pattern of discovery’ of different issues related to coordination in hinterland chains applying different theoretical lenses from inter-organisational theories in which Institutional Economics plays a central role. This thesis introduces a framework to analyse coordination in hinterland chains. The framework helps to cope with the complexity of coordination in port-related transport chains and it is a tool to explore coordination issues systematically."br/""br/"The first study shows that different coordination problems exist in transport by road, rail, and waterway. These coordination problems occur due to the imbalance between the costs and benefits of coordination, a lack of willingness to invest, the strategic considerations of the actors involved, and risk-averse behaviour. Based on literature review, desk research, interviews, and cases of coordination arrangements from the port of Rotterdam, we introduce a typology of four main categories of coordination arrangements. The categories are inspired by Transaction Cost Economics, theory on Property Rights, and Collective Action theory, and include: introduction of incentives, creation of interfirm alliances, changing scope of the organisation, and creating collective action. In the empirical part, coordination arrangements from container bargingin the port of Rotterdam are discussed and linked with the relevant coordination problem."br/""br/"The second study further explores coordination arrangements in the port of Rotterdam taking the typology from the first article as a starting point. Key characteristics related to the complexity of the transaction (number of actors involved, group character, and coordination problems to be solved) and of the coordination arrangements (type of coordination arrangement, function of actors involved, function of the initiator, power base of the initiator, transport mode and use of ICT) are defined. The analysis shows that transport companies are the most important initiator of coordination arrangements. The Rotterdam Port Authority and terminal operators also play an important role. This article assumes a relationship between the chosen coordination arrangement and the complexity of the transaction. More actors involved leads to more complexity, resulting in more hierarchical coordination arrangements; the involvement of public actors or the port authority reduces transaction costs. When the group size is large, initiators of coordination arrangements do not enforce coordination, but act mainly as a stimulator or enabler (leader firms). The analysis shows that ICT is usually applied to solve the lack of operational coordination, and when the group size is large."br/""br/"The third article further explores one main category of coordination arrangements, namely ‘changing scope’, thereby focussing on two actors, namely shipping lines and terminal operating companies. By making use of insights from Transaction Cost Economics and the Resource-based View, the paper helps to understand why and how shipping lines and terminal operating companies vertically integrate into intermodal transport and in inland terminals. The paper discusses a number of cases from the Hamburg–Le Havre range, where shipping lines and terminal operating companies have changed their scope. After the theoretical and empirical analysis, the papers draws conclusions on the explanatory power of the theories. From a theoretical point of view, and based on empirical observations, the study shows that three other aspects are relevant to take into account: the geographical scale of vertical integration strategies, the elements of power and culture of the firms, and the role of the formal institutional environment."br/""br/"In the fourth study, the focus is on including the role of the institutional environment and dynamics in the analysis of coordination in hinterland chains. Based on an in-depth study into coordination in liberalised railway market in the Port of Rotterdam, empirical illustrations are used to adjust the Transaction Cost Economics approach towards a dynamic model influenced by Douglas North's theory on economic and institutional change. The study states that such a framework is relevant to study port-related railway chains that changed from a single and homogenous actor constellation to a multiple and heterogeneous actor constellation. In the adapted framework, the institutional environment is not only a constraint but also an instrument creating possibilities for improving coordinating behaviour, and allowing interaction between the coordination arrangements and the institutional environment."br/""br/"The last article deepened the insights on causes of coordination problems focussing on container barging in the port of Rotterdam. A multidisciplinary analysis is performed, analysing possible institutional reasons that cause coordination problems. The study shows that container barging has a large track record of coordination arrangements. The sector is embedded in a history with many vertical and horizontal alliances. Although the Inland Waterway Transport sector can be characterised as conservative and individualistic, container barge operators act with an entrepreneurial, adaptive and future-oriented spirit. The degree of organisation among barge operators and inland terminal operators, active in organising barge transport, is relatively high, reflecting an ability to work improve coordination in the future. The present division of property and decision rights forms a bad condition for future improvement. This includes the missing contract between the barge operator and the deep-sea terminal operator, and between the barge operator or skipper and the infrastructure manager. This is difficult to change in the short term.

Abstract

This thesis addresses how a new method for the evaluation of policies with a very long term impact on the Dutch Inland Waterway Transport (IWT) system can be developed. It proposes an outline for a very long term transport model, prepares a number of very long term scenarios, and indicates that a different perspective on economic growth and future discounting is required to obtain realistic projections and develop sensible policies for issues with a very long term impact. Extended summary report: http://resolver.tudelft.nl/uuid:ef349716-b484-4820-a02a-d1cd13bc51b8

Abstract

Climate change may affect inland waterway transport through disturbances in waterway hydrology: longer periods with strong water swells and drops. To allow fully loaded barges, the water level must be neither too high (limited air draught) nor too low (limited draught). Therefore, the water level impacts the load factor of barges and thus the transportation costs. Moreover, in winter, ice jams can paralyze inland waterway traffic on the river. In this paper, the effect of various climatological changes on the capacity of inland waterway in terms of barge transport is examined. The paper focusses on the development of a methodology for assessing the sensitivity of inland waterway systems to climatological changes and takes into account an experts' opinion survey that provides insight into the perceived likelihood of the different scenarios that are investigated. The analysis focusses on the inland waterway systems in Belgium, which has the second highest density of European inland waterways. It enables the integration of inland waterway transport in the intermodal supply chain. The results are related to investment planning and management in inland waterways transport. They are intended to be interesting to researchers and to inland waterways actors developing intermodal transport as well. Peer reviewed

Abstract

In the present turbulent environment highlighted by energy transition, disruptive technology, and climate change impacts, adaptability and robustness are essential in long-term planning of infrastructures. This also applies to inland ports, which play an important role in the Dutch transport system. Inland ports have three major functions, i.e., transfer of goods, storage of goods, and eventually, facilitating (industrial) production of goods. A well-functioning inland port can contribute to efficient supply chains by offering multi-modal capabilities and value-added services, and importantly, contribute to a modal shift from road to environmentally friendly inland shipping.

Abstract

Central European inland waterways are presently utilized way below their theoretical carrying capacity. The economic situation of companies operating inland waterway fleets is, amongst other factors, characterized by an over aged fleet, eroding profit margins, a high dependency on fuel costs, and/or infrastructural bottlenecks causing delays in running-times. To support an increase of transport flows on inland waterways (especially container transport on the Danube) and to contribute to a significant modal shift, shipping companies and owner-operators have to be enabled to improve their economic position. There are several ways to meet this challenge, of course: One is to develop an innovative inland container vessel and logistics system which allows to meet operator's targeted costs, optimize time-management (reliability), answer to inland shipping-specific bottlenecks (e.g. low bridges, shallow waters), improve carbon footprints and thus successfully interact with road and railway transport.

Abstract

Waterways are one of the oldest systems for the transportation of cargo and continue to play a vital role in the economies of some countries. Due to societal change, climate change and the ageing of assets, the conditions influencing the effective functioning of these systems seem to be changing. These changing conditions require measures to renew, adapt or renovate these waterway systems. However, measures with the sole aim of improving navigation conditions have encountered resistance, as the general public, and stakeholders in particular, value these waters in many more ways than navigation alone. Therefore, a more inclusive, integrated approach is required, rather than a sectoral one. Addressing these contemporary challenges requires a shift in the traditional waterway authorities' regimes. The aim of this study is to identify elements in the institutional setting where obstacles and opportunities for a more inclusive approach can be found. Two major waterway systems, the American and the Dutch, have been analyzed using the Institutional Analysis and Development framework to reveal those obstacles and opportunities. The results show that horizontal coordination and a low pay-off for an inclusive approach is particularly problematic. The American case also reveals a promising aspect - mandatory local co-funding for federal navigation projects acts as a stimulus for broad stakeholder involvement. Improving horizontal coordination and seizing opportunities for multifunctional development can open pathways to optimize the value of waterway systems for society. (C) 2015 Elsevier Ltd. All rights reserved.