THE GEOGRAPHY OF TRANSPORT SYSTEMS THIRD EDITION Copyright © 1998-2015, Jean-Paul Rodrigue, Dept....

THE GEOGRAPHY OF

TRANSPORT SYSTEMS

THIRD EDITION

Copyright © 1998-2015, Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University, Hempstead, NY, 11549 [email protected] may use the figures within for educational purposes only. No modification or redistribution permitted.For more information: http://people.hofstra.edu/geotrans

Chapter 3 – Transportation Modes

APPLICATIONS

http://people.hofstra.edu/geotrans


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• Information cited from this document should be referred as: Rodrigue, J-P et al. (2013) The Geography of Transport Systems, Hofstra University, Department of Global Studies & Geography, http://people.hofstra.edu/geotrans.

Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.






THE GEOGRAPHY OF

TRANSPORT SYSTEMS

THIRD EDITION

Application 1

High Speed Trains


World High Speed Rail Systems, 2012


Travel Times before and after the Introduction of a High Speed Rail Service (hours)

Firenze - Rome

Hannover - Wurzburg

Berlin - Hannover

Paris - Bruxelles

London - Paris

Madrid - Seville

Paris - Marseille

Tokyo - Osaka

Seoul - Busan

Taipei - Kaohsiung

Wuhan - Guangzhou

0 1 2 3 4 5 6 7 8 9 10 11

1.6

2.0

1.5

1.4

3.0

2.2

3.0

2.5

2.6

1.5

3.0

3.0

3.7

3.7

2.5

5.3

6.0

6.6

6.0

5.0

4.5

10.5

BeforeAfter


Evolution of the French TGV, 1981-2005

NameTGV Paris Sud-Est

TGV Atlantique

AVETGV Reseau

EurostarTGV Duplex

TGV Thalys

TGV NG

Introduction

1981 1989 1991 1993 1994 1996 1996 2005

Operating Speed

168 mph (270 km/h)

186 mph (300 km/h)

186 mph (300 km/h)

186 mph 300km/h

186 mph (300 km/h)

186 mph (300 km/h)

186 mph (300 km/h)

225 mph (360 km/h)

Design Speed

168 mph (270 km/h)

186 mph (300 km/h)

186 mph (300 km/h)

200 mph (320 km/h)

200 mph (320 km/h)

200 mph (320 km/h)

200 mph (320 km/h)

225 mph (360 km/hr)

Speed Record

236 mph (380 km/h)

320 mph (515 km/h)

N/A N/A N/A N/A N/A N/A

Maximum speed on normal railways

138 mph (220 km/h)

138 mph (220 km/h)

No running138 mph (220 km/h)

100 mph (160 km/h)

No running unknown156 mph (250 km/h)

CommentsFamous Orange TGV

Rail Speed Record

TGV for Spain

Pressure Sealed

Strictly not a TGV

Double decker

International TGV

Next Generation


The Shinkansen High Speed Rail Network


Modal Share Madrid-Seville before and after the Introduction of High Speed Rail (AVE)

1991

2000

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

67.0

16.4

33.0

83.6

AirTrainAVE


Modal Share Paris-Brussels before and after the Introduction of High Speed Rail

1994

1998

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

TrainCarBusAir


THE GEOGRAPHY OF

TRANSPORT SYSTEMS

THIRD EDITION

Application 2

The Containerization of Commodities


Growth Factors behind the Containerization of Commodities

Factor Outcome

Growing availability of containers

More containers available on freight markets.Ubiquitous transport product.

Rising demand and commodity prices

More commodities in circulation (usage of containerization to accommodate growth).New producers and consumers (marginal markets penetration).

Fluctuations and rises in bulk shipping rates

Decrease in the ratio cargo value per ton shipping rate for commodities.Volatility (rates) and risk (hedging). Search for options to bulk shipping.

Low container shipping rates

Increase in the ratio cargo value per TEU shipping rate for commodities.Relative rate stability.Containerization more attractive as an option.

Imbalances in container shipping rates

Export subsidy for return cargo.

Empty containers repositioning

Pools of containers available for backhauls.Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.

Continuous Commodity Index and Baltic Dry Index, 2000-2012 (2000=100)

Jan-

00

Jul-0

0

Jan-

01

Jul-0

1

Jan-

02

Jul-0

2

Jan-

03

Jul-0

3

Jan-

04

Jul-0

4

Jan-

05

Jul-0

5

Jan-

06

Jul-0

6

Jan-

07

Jul-0

7

Jan-

08

Jul-0

8

Jan-

09

Jul-0

9

Jan-

10

Jul-1

0

Jan-

11

Jul-1

1

Jan-

12

Jul-1

20

100

200

300

400

500

600

700

800

900

Continuous Commodity Index (CCI) Baltic Dry Index (BDI)Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.

IMF All Commodity Index and Baltic Dry Index, 2000-2010 (2000=100)

Jan-

00

Jul-0

0

Jan-

01

Jul-0

1

Jan-

02

Jul-0

2

Jan-

03

Jul-0

3

Jan-

04

Jul-0

4

Jan-

05

Jul-0

5

Jan-

06

Jul-0

6

Jan-

07

Jul-0

7

Jan-

08

Jul-0

8

Jan-

09

Jul-0

9

Jan-

10

Jul-1

0

Jan-

110

100

200

300

400

500

600

700

800

900

Baltic Dry Index IMF All Commodity Index


Continuous Commodity Index and Average Container Shipping Rates, 1994-2012 (1994=100)

Jan-

94

Nov-9

4

Aug-9

5

May

-96

Feb-

97

Nov-9

7

Aug-9

8

May

-99

Feb-

00

Nov-0

0

Aug-0

1

May

-02

Feb-

03

Nov-0

3

Aug-0

4

May

-05

Feb-

06

Nov-0

6

Aug-0

7

May

-08

Feb-

09

Nov-0

9

Aug-1

0

May

-11

Feb-

1250

100

150

200

250

300

Continuous Commodity Index Container Shipping RatesCopyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.

IMF All Commodity Index and Average Container Shipping Rates, 2000-2010 (2000=100)

Jan-

00

Jul-0

0

Jan-

01

Jul-0

1

Jan-

02

Jul-0

2

Jan-

03

Jul-0

3

Jan-

04

Jul-0

4

Jan-

05

Jul-0

5

Jan-

06

Jul-0

6

Jan-

07

Jul-0

7

Jan-

08

Jul-0

8

Jan-

09

Jul-0

9

Jan-

10

Jul-1

050

100

150

200

250

300

350

400

IMF All Commodity Index Container Shipping Rates


Retail Price of Coffee, 1990-2012

Jan-

90

Oct-9

0

Jul-9

1

Apr-9

2

Jan-

93

Oct-9

3

Jul-9

4

Apr-9

5

Jan-

96

Oct-9

6

Jul-9

7

Apr-9

8

Jan-

99

Oct-9

9

Jul-0

0

Apr-0

1

Jan-

02

Oct-0

2

Jul-0

3

Apr-0

4

Jan-

05

Oct-0

5

Jul-0

6

Apr-0

7

Jan-

08

Oct-0

8

Jul-0

9

Apr-1

0

Jan-

11

Oct-1

1

Jul-1

20

50

100

150

200

250


Retail Price of Coffee, 1977-2005

1977/011979/051981/091984/011986/051988/091991/011993/051995/091998/012000/052002/092005/011.5

2

2.5

3

3.5

4

4.5

5

Pri

ce (

USD

) Per

Pound


Comparison Between Bulk and Containerized Commodity Transportation

Bulk (Grain, Minerals, Oil)

Containerized

Sectors Primary / Transformation Manufacturing / Retailing

Driving force Cost / Volume Time / Flexibility

Mode of shipment

Large batches Small shipments

Frequency Low High

Flows One way More balanced

Terminals Dedicated by commodity General container

Seasonality From low (energy) to high (agriculture)

Low (retail cycles)

Exchange Markets

Mass (futures / forward) Niche (spot)


From Bulk to Containers: Breaking Economies of Scale

Entry Barriers

• Container as an independent load unit.

• Minimal load unit; one TEU container.

Required Volumes

• Limited differences in scale economies for a producer.

• Incremental / linear cost-volume function.

Market Potential

• New producers (smaller).• Product differentiation (more

variety).


Bulk and Containerized Commodity Chains


Bulk Commodity Chain

Containerized Commodity Chain

Consolidationcenter

PortSupplier Customer

Intermodalterminal

Containerport

PendulumServices

Point-to-Point

Complementarity

Commodity Group and Containerization Potential

Category (SITC) ExamplesContainerization (Existing or Potential)

Food & Live Animals

Meat, Fish, Wheat, Rice, Corn, Sugar, Coffee, Cocoa, Tea

Low (grains) to high (cold chain products)

Beverages & Tobacco

Wine, Beer, Tobacco High

Raw Materials Rubber, Cotton, Iron ore Commodity specificFuels & Lubricants Coal, Crude oil, Kerosene, Natural gas Very limitedAnimal & Vegetable Oils

Olive oil , Corn oil High

Chemicals Salt, Fertilizers, Plastics Low to averageManufactured Goods

Paper, Textiles, Cement, Iron & Steel, Copper

Commodity specific

Machinery & Transport Equipment

Computer equipment, Televisions, Cars Very high (already containerized)

Miscellaneous Manufactures

Furniture, Clothes, Footwear, Cameras, Books, Toys

Very high (already containerized)


Containerized Weight for Selected Commodities

Commodity Pounds per cubic foot

Weight in a 20 foot container

Wheat 48 28 tons

Corn 45 26 tons

Dry peas, beans and lentils

37 22 tons

Vegetable oil (e.g. canola)

60 30 tons (35 tons)

Coffee (fresh beans) 35 21 tons

Lumber (2x4s) 45 26 tons

Hay (e.g. alfalfa) 14 8 tons

Potash 80 30 tons (46 tons)

Coal (Anthracite) 70 30 tons (41 tons)

Paper or wood pulp 75 30 tons (44 tons)


American Containerized Trade, 2003

Total Imports Exports0

5,000,000

10,000,000

15,000,000

20,000,000

25,000,000

FoodConsumer productsTechnology productsCapital equipmentRaw materials

TE

U


Share of Main American International Trade Commodities Transported by Containership, 2000

Waste Paper

Manufactured Goods

Paper Products

Metal Products

Animal Feed

Furniture

Beverages

Refregirated Meat/Fish/Dairy

Motor Vehicle Parts

Food

Iron and Steel

Refrigerated Produce

Organic Chemicals

Pulp

Wood

0 10 20 30 40 50 60 70 80 90 100


Shipping Time between Bulk Handling and Containerization (Canadian Wheat)

Bulk Handling System

Days Container System Days

Farm storage Start Farm storage Start

Local delivery 1 Local delivery 1

Primary elevator 40 Intermodal terminal 2

Rail hopper cars 11 Double stack train 2

Export terminal 19 Container port 2

Bulk ship 15 Containership 11

Import terminal 10 Container port 2

Local delivery 1 Local delivery 1

Final customer End Final customer End

Total 97 Total 21


Challenges for the Containerization of Commodities

Challenge Issues

Container availability Locational and load unit availability.

Weight Limitations to about 30 tons (40 footer).20 footer the preferable load unit (26-28 tons).

Container preparation Pre-use and post-use cleaning (avoid contamination).Dedicated containers?

Container loading, unloading and transloading

Bulks difficult to load horizontally.Vertical loading / unloading (equipment).Transloading issues.Source loading.

Weight distribution Containership load (10-14 tons per TEU).Trade imbalances create mitigation strategies.

Land consumption at port terminals

Space consumption (4 times more than bulk) mitigated by velocity.

Existing distribution channels

Considerable accumulated investments (modes & terminals).Established distribution practices.Modal shift inertia.Copyright © 1998-2015, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be

published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.

Monthly Softwood Lumber Shipments to China, 2007-2014


Jan-

07

Apr-0

7

Jul-0

7

Oct-0

7

Jan-

08

Apr-0

8

Jul-0

8

Oct-0

8

Jan-

09

Apr-0

9

Jul-0

9

Oct-0

9

Jan-

10

Apr-1

0

Jul-1

0

Oct-1

0

Jan-

11

Apr-1

1

Jul-1

1

Oct-1

1

Jan-

12

Apr-1

2

Jul-1

2

Oct-1

2

Jan-

13

Apr-1

30

50

100

150

200

250

300

350

400

United States Canada

Mill

ions

of

board

feet

THE GEOGRAPHY OF

TRANSPORT SYSTEMS

THIRD EDITION

Application 3

Maersk Shipping Line


Port Terminal Assets of APMT by Equity-Based Capacity


THE GEOGRAPHY OF

TRANSPORT SYSTEMS

THIRD EDITION

Application 4

Transcontinental Bridges


Types of Landbridges


The North American Landbridge


Intermodal Rail Flows, 2006


Circum-Hemispheric Rings of Circulation


The Eurasian Landbridge


The Northern East-West Freight Corridor


Distance to New York from Eastern China (in km)

Eurasian Landbridge

Panama Suez US Landbridge Black Sea0

5,000

10,000

15,000

20,000

25,000

30,000 Chart Title


THE GEOGRAPHY OF TRANSPORT SYSTEMS THIRD EDITION Copyright © 1998-2015, Jean-Paul Rodrigue, Dept....

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