Introduction to Transport and Logistics Systems PDF

Introduction to Transport and Logistics Systems Transportation and Geography (Chapter 1) Topic 3  THE GEOGRAPHY OF TRANSPORT SYSTEMS Rodrigue, J....

Introduction to Transport and Logistics Systems Transportation and Geography (Chapter 1) Topic 3  THE GEOGRAPHY OF TRANSPORT SYSTEMS Rodrigue, J.P., Comtois, C. & Slack, B. 2017. THE GEOGRAPHY OF TRANSPORT SYSTEMS. 4th edition. New York: Routledge.  Transportation and Geography Concept 1: What is Transport Geography? Concept 2: Transportation Chapter 1 and Space Concept 3: Transportation and Commercial Geography Concept 4: The Geography of Transportation Networks  Utrecht Station Bicycle Parking Facilty Road to nowhere’ cost a cool R117m  Introduction Spatial networks Transport networks - Physical restrictions Non-Spatial Networks Social interactions, Corporate organization Biological systems  Concept 4: The Geography of Transportation Networks 1. Transport Networks Network refers to the framework of routes within a system of locations, identified as nodes. A route is a single link between two nodes that are part of a larger network that can refer to tangible routes such as roads and rails, or less tangible routes such as air and sea corridors.  Networks Network Node Route Infrastructure / Skilled Node services (public transport) – Tangible routes => Roads and tracks, – Less tangible routes => air and sea corridors. Harambee BRT network CT MiCiti network Schnellbahnnetzplaene Google images  Trans-African Highway Google images  Networks The relevance of a network is related to its connectivity Networks tend to have two major spatial effects on flows, which are centrifugal and centripetal. These effects depend on the structure of the network and its relationship with the distribution of origins and destinations. – Centrifugal networks have no specific centrality as no node is significantly more connected than the others. They typically have a grid-like pattern. – Centripetal networks have a strong centrality where one or several nodes are much more connected that the others. They typically have a radial pattern. o ("Hub-and-spoke")  Networks Centripetal Advantageously i.t.o network efficiency Disadvantages Disruption and delays at hubs, Lack of direct connections. https://people.hofstra.edu/geotrans/eng/ch1en/conc1en/centripetfug.html Centrifugal networks have no specific centrality as no node is significantly more connected than the others. They typically have a grid-like pattern. Centripetal networks have a strong centrality where one or several nodes are much more connected that the others. They typically have a radial pattern. ("Hub-and-spoke")  Centripetal networks!! Google images  Routes and Networks Google images  Transportation and Geography The setting of networks is the outcome of various strategies, such as providing access and mobility to a region, reinforcing a specific trade corridor (N4 From Pretoria to Maputo widened) – or technological developments making a specific mode and its network more advantageous over others. – E.g. Rail over road – Gautrain A transport network denotes either a permanent track (e.g. roads, rail and canals) or a scheduled service – (e.g. airline, public transit, train)  Transportation and Geography Transport Hub Hubs, as a network structure, allow a greater flexibility within the transport system, through a concentration of flows. Example: a point-to-point network involves 16 independent connections, each to be serviced by vehicles and infrastructures - replaced by a hub- and-spoke structure, with only 8 connections required. The main advantages of hubs are: – Economies of scale on connections by offering a high frequency of services. E.g. four services per day instead of 1 point-to-point. – Economies of scale at the hubs, enabling the potential development of an efficient distribution system since the hubs handle larger quantities of traffic. – Economies of scope in the use of shared transshipment facilities. Lower costs for the users as well as higher quality infrastructures. (Use of the terminal Cape Town, Belville, JHB Park Station by buses, trains and taxis) Many transportation services (air passenger and freight services) have adapted to include a hub-and-spoke structure. – parcel carriers such as UPS, FedEx and DHL. Disadvantages - additional transhipment as less point-to-point services are offered, which may involve delays and potential congestion  Transportation and Geography The main advantages of hubs are: – Economies of scale on connections by offering a high frequency of services. E.g. four services per day instead of 1 point-to-point. – Economies of scale at the hubs, enabling the potential development of an efficient distribution system since the hubs handle larger quantities of traffic. – Economies of scope in the use of shared transshipment facilities. Lower costs for the users as well as higher quality infrastructures. (Use of the terminal Cape Town, Belville, JHB Park Station by buses, trains and taxis) Many transportation services (air passenger and freight services) have adapted to include a hub-and-spoke structure. – parcel carriers such as UPS, FedEx and DHL. Disadvantages - – additional transhipment as fewer point-to-point services are offered, which may involve delays and potential congestion  Transport Network Cost Structure of Point-to-Point and Hub-and-Spoke Networks https://people.hofstra.edu/geotrans/eng/ch1en/conc1e n/coststructurehubandspoke.html Efficiency of network depends on layout of nodes and links BUT - must look at network and network costs – Tariffs influenced by structure of transport network – "Hub-and-spoke" - scale benefits - Dubai, Frankfurt, Port of Rotterdam (Ports)  Transportation and Geography 2. The Topology and Typology of Networks Topology relates to the arrangement of nodes and links (connectivity of a network), especially how each node is linked to the other Transportation networks – embodied as a set of locations and a set of links representing connections between those locations.  Transportation and Geography The Topology and Typology of Networks The physical grounding of a network varies in relevance depending on the transport mode considered. Roads and railways - composed of track infrastructure Maritime and air transports remain vaguely defined due to their higher spatial flexibility except for the terminals Maritime networks remain more constrained than airline networks  Therefore, there are three types of physical spaces on which transport networks are set and where each represents a specific mode of territorial occupation: – Clearly defined and delimited. The space occupied by the transport network is strictly reserved for its exclusive usage and can be identified on a map. o Major examples include road, canal and railway networks. – Vaguely defined and delimited. The space of these networks may be shared with other modes and is not the object of any particular ownership, only of rights of way. o Examples include air and maritime transportation networks. – Without definition. The space has no tangible meaning, except for the distance it imposes with nodes being the core structure. – Little control and ownership are possible, but agreements must be reached for common usage. o Examples are radio, television, WiFi and cellular networks, which rely on the use of specific frequencies granted by regulatory agencies.  Transportation and Geography path dependence means that past decisions about transportation The Topology and Typology of Networks infrastructure have lasting impacts on Investigating the interdependencies among different transport economic development trajectories, often making it difficult to alter or reverse these networks, is challenging. established patterns. even if newer, potentially more efficient alternatives Some crucial aspects and problems related with inter-network become available. relations: – Coevolution. Different transport networks might follow similar or different paths based on spatial proximity and path-dependence of economic development. (Rail and Road) – Complementarity. Some locations may be central in one network but peripheral in another. (JHB has all modes except Sea transport) – Interoperability. Typically, cargo flows from one mode on a network to another mode. difficulty combining and integrating technically air and sea networks physically at the same locations. – Vulnerability. How do changes in one network affect the other network, on a global level (entire network) or local level (single node or region)? – aviation – This is particularly important for two networks sharing common nodes, such as global cities, logistics platforms, and multilayered hubs in the case of abrupt conjunctures (e.g. natural disasters, targeted attacks, labor disputes, security and geopolitical tensions)  Transportation and Geography 3. Networks and Space The relationships transportation networks establish with space are related to their – continuity, – topographic space and – the spatial cohesion they establish.  Transportation and Geography In order to have such a spatial continuity in a transport network, three conditions are necessary: – Ubiquity. The possibility to reach any location from any other location on the network thus providing a general access. o Some networks are continuous (roads) - can be accessed at any location they service. o Other networks (Rail, maritime and rail networks) are discrete - can only be accessed at specific locations (terminals) – Fractionalization. The possibility for a traveller or a unit of freight to be transported without depending on a group. balance between the price advantages of economies of scale and the convenience of a dedicated service – Instantaneity. The possibility to undertake transportation at the desired or most convenient moment. o E.g. e-hailing - Uber  Transportation and Geography These three conditions are never perfectly met as some transport modes fulfil them better than others. For instance, the automobile is the most flexible and ubiquitous (ever-present) mode for passenger transportation, – but has important constraints such as low capacity and high levels of space and energy consumption. Public transit (Buses, trains) is more limited in the spatial coverage of its service, implies batch movements (bus loads, train loads, etc.) and follow specific schedules (limited instantaneity), – but is more cost and energy efficient. Freight transportation also varies in its spatial continuity, ranging from massive loads of raw materials (oil and ores) that can be handled only in a limited number of ports to highly flexible parcels movements. Containerization permits intermodal movements, fractionalization (each container is a load unit) and instantaneity (units can be loaded by trucks at any time of the day and containerships make frequent port calls).  Transportation and Geography An important cause of discontinuity is linked to the spatial distribution of economic activities, notably industrial and urban, which tend to agglomerate. Congestion may also alter these conditions. Road congestion in a metropolitan area may impair ubiquity as some locations may be very difficult to reach since their accessibility is reduced. Fractionalization may also be reduced under such circumstances as people would consider public transit and carpooling and would thus move as batches. Further, as commuters cope with increasing congestion, several trips may be delayed or cancelled altogether reducing instantaneity.