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Edited by
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Hironori Kato
Cesar Ducruet
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ISBN: 978-0-12-814060-4
Contributors ix
Preface: Globalisation and global logistics xi
8 Data [1] maritime container shipping and land transport network 135
Ryuichi Shibasaki
Ports: Intersection between MCS and LT networks 135
Global MCS network 138
Regional LT network 145
Conclusion 149
Appendices 149
References 164
Contentsvii
9 Data [2] container shipping demand for the present and future 165
Ryuichi Shibasaki
Present demand 165
Future demand 169
Conclusion 170
Appendix 171
References 176
16 Belt and Road Initiative: How does China’s BRI encourage the
use of international rail transport across the Eurasian continent? 321
Ryuichi Shibasaki, Kentaro Nishimura, Satoshi Tanabe,
and Hironori Kato
Introduction 321
International container railway services to/from China 322
Data 325
Calculation results 328
Policy simulations 331
Conclusion 334
References 334
Conclusion 337
Author Index 341
Subject Index 345
Contributors
Takashi Shimada The Overseas Coastal Area Development Institute of Japan (OCDI)
In our daily lives, we are surrounded by many goods from all over the world. My shirt,
for example, is from Vietnam, my trousers are made in China, and my jacket comes
from Italy. My watch is Swiss made, and my glasses are imported from the United
States. The coffee cup on my desk is produced in France, and the coffee in it is made
from blended beans from Brazil and Guatemala. Perhaps my laptop is assembled in
my own country, but its parts are imported. In the same way, many goods are produced
in various regions, transported across locations, and finally consumed at other places.
This complicated production–consumption system has been facilitated by the global-
ised logistics system wherein products are transported internationally, in addition to
the international movements of people, currency, and information.
The establishment of the global logistics system is the result of three major fac-
tors: technological innovation, infrastructure investment, and evolution of the insti-
tutional system. Containerisation was an epoch-making event that transformed the
logistics industry from a labour-intensive to a capital-intensive industry (Levinson,
2006). Containerisation has facilitated complex cargo-handling tasks such as load-
ing/discharging and trans-shipment of cargo to and from vessels at ports, upgraded
safety standards, reduced damage to cargos, and also enabled an intermodal transport
network connecting ships, railways, and trucks. Vessel design technology has also
evolved, resulting in larger vessels over time (Rodrigue, 2017). The upward trend in
the sizes of containerships is mainly motivated by economies of scale, which has led
to a significant reduction in average cargo transport costs. International cargo traffic
flows are also supported by sophisticated transactions of commercial information and
currency. Notably, recent revolutions in information and communication technology
(ICT) have enhanced the efficiency and safety of global logistics operations. These
developments include sophisticatedly digitalised operating systems such as electronic
data interchange (EDI) processing, radio-frequency identification (RFID) processing,
and optimisation of cargo handling at automated container terminals (Saragiotis, 2019;
Al-Fuqaha et al., 2015; Steenken et al., 2004). Regarding the institutional framework,
trade obstacles due to traditional manual transactions at cross-border points have been
gradually removed under the guidance of regional strategies. The liberalisation of inter-
national trade can be realised by trade facilitation and implementation of cross-border
paperless trade, which includes simplifying required paperwork, modernising proce-
dures, harmonising customs requirements, and introducing a single-window system
(Tijan et al., 2019). Reductions in time and costs of cross-border point transactions
xii Preface: Globalisation and global logistics
enable nations to seamlessly connect with others, which can facilitate the process of
evolution into an integrated global production chain.
Rapid globalisation with reduced transport costs has motivated global firms to op-
timise their manufacturing clusters located in regions with the cheapest labour and
material costs. This significantly diminishes production and operating costs. This
trend is further accelerated by a business model of horizontal specialisation at a global
scale (Bloch, 1995). Firms that specialise horizontally identify a specific market to
which it can offer a complete business solution, which may involve offering a wide
range of components, products, and services to a narrow range of customer types
(Williams and Aaron, 2018). Additionally, this business model has promoted the rapid
development of manufacturing industries located in the markets of emerging econo-
mies. To keep updated, major logistics industry players have adapted to rapid global-
isation. Shipping liner companies have established a global hub-and-spoke shipping
network (Farahani et al., 2013). Tough competition amongst shipping companies has
also encouraged mergers and acquisitions under horizontal integration since the 1990s
(Notteboom et al., 2017). This has led to the establishment of giant shipping liners and
promoted global strategic alliances amongst shipping companies (Crotti et al., 2019).
Furthermore, the increased sizes of vessels require massive investment in port and/or
canal facilities. Many governments have participated in the global competition (Parola
et al., 2017) to construct large-scale hub ports to lead the global supply chain and earn
benefits from saved transport costs by facilitating the movement of direct shipping
services to and from hub ports. An interregional intermodal transport network has
been formulated (Reis et al., 2013) under the international development strategies of
regional bodies. Such efforts to improve efficiency in the global logistics system have
accelerated international business activities.
In summary, the globalisation of the supply chain, in line with innovation in logis-
tics and institutional systems and massive investment in freight transport infrastruc-
ture, has enabled many firms to diversify their procurement sources, which has led to
lower supply costs. End users now have more options in consumption goods, whilst
prices have also significantly reduced. This has improved the quality of life for people
whilst increasing tax revenues for governments through the revitalisation of economic
activities. The above-mentioned causality is supported by much empirical evidence,
particularly on the significant associations between international trade and global GDP
growth (Alcalá and Ciccone, 2004; Frankel and Romer, 1999) and positive impacts of
the liberalisation of international trade on economic efficiency (Pavcnik, 2002; Bloom
et al., 2016). Many studies have indicated that even in the least-developed countries,
export growth could stimulate economic growth (e.g. Ghirmay et al., 2001) following
two paths: increasing investments (capital accumulation) and enhancing efficiency.
This has contributed to addressing poverty and other global issues, which are targeted
by the sustainable development goals. The rapid development of the global logistics
network has upgraded accessibility to and from landlocked regions where no sea-
port is available as well as remote areas located far from major markets (Faye et al.,
2004). These improvements in accessibility have encouraged global firms to invest
in such landlocked and remote areas whilst also promoting exports from those areas
that could create more jobs, generate better salaries, and improve the quality of life of
Preface: Globalisation and global logisticsxiii
customised and applied to seven regions across the world. They highlight the logistics
network in developing countries since the major problems in logistics systems are
observed in less-developed regions. These case studies are expected to contribute to
the policy debates in each region.
The unique contribution of this book is in providing a useful tool and verifying
its application in various regions for the decision-making of stakeholders in logistics
industries, related government authorities, and international donors concerned with
global issues. We hope that our modelling approach can assist various individuals,
such as supply chain and logistics professionals, university students interested in lo-
gistics and freight transport, and experts in logistics and transport planning/policy in
exploring novel directions in logistics research.
References
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things: a survey on enabling technologies, protocols, and applications. IEEE Commun.
Surv. Tutor. 17 (4), 2347–2376.
Bloch, B., 1995. Specialization and its critical role in business. Manag. Decis. 33 (6), 51–58.
Bloom, N., Draca, M., Van Reenen, J., 2016. Trade induced technical change? The impact of
Chinese imports on innovation, IT and productivity. Rev. Econ. Stud. 83 (1), 87–117.
Crotti, D., Ferrari, C., Tei, A., 2019. Merger waves and alliance stability in container shipping.
Marit. Econ. Log. https://doi.org/10.1057/s41278-019-00118-6.
Elleuch, H., Dafaoui, E., Elmhamedi, A., Chabchoub, H., 2016. Resilience and vulnerability in
supply chain: literature review. IFAC-PapersOnLine 49-12, 1448–1453.
Farahani, R.Z., Hekmatfar, M., Arabano, A.B., Nikbakhsh, E., 2013. Hub location problems: a
review of models, classification, solution techniques, and applications. Comput. Ind. Eng.
64 (4), 1096–1109.
Faye, M.L., McArthur, J.W., Sachs, J.D., Snow, T., 2004. The challenges facing landlocked
developing countries. J. Hum. Dev. 5 (1), 31–68.
Frankel, J.A., Romer, D.H., 1999. Does trade cause growth? Am. Econ. Rev. 89 (3), 379–399.
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growth in LDC: an empirical investigation. Appl. Econ. 33 (6), 689–700.
Hartmann, D., Bezerra, M., Lodolo, B., Pinheiro, F.L., 2019. International trade, develop-
ment traps, and the core-periphery structure of income inequality. Economia. https://doi.
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critical review. Transp. Rev. 37 (1), 116–138.
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Part One
General introduction
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"Netsukes" and other ornaments, however, the coral branches are
represented as the booty of dark-skinned, curly-headed fishermen,
"kurombo," and never of Japanese fishermen. The coral used in this
art-work can hardly be distinguished from Mediterranean coral, and
there are some grounds for believing that Japan imported coral from
the far West in very early times. But this does not account for the
"kurombo." The only coast-dwelling people of the type that is so
clearly carved on these ornaments within the area of the Pacific
Ocean at the present time are the Melanesians and Papuans, and
the suggestion occurs that a coral fishery existed at one time in the
Southern Pacific, which has since been lost.[363]
Sub-Class I. Alcyonaria.
This sub-class includes a large number of genera living in shallow
sea-water and a few genera that extend down into deep water. With
a few doubtful exceptions (Protoalcyonacea) they all form colonies
composed of a large number of zooids. These zooids may be
connected together by basal plates or a network of basal strands
(stolons), or by stolons with additional connecting bars (Clavularia
viridis, Syringopora) or by plates (Tubipora). In the majority of the
genera the individual zooids are for the greater part of their length,
from the base upwards, united together to form a continuous spongy,
colonial mass, which determines the shape of the colony as a whole.
In all the Alcyonaria the nematocysts are very minute, and although
they can undoubtedly paralyse minute organisms they are unable to
penetrate the human skin. None of the Alcyonaria have been
described as stinging-corals except the Pennatulid Virgularia
rumphii.
Attention has already been drawn to the fact (p. 330) that two
regions of the zooids of the colonial Alcyonaria can be recognised.
At the oral end there is a region, which in the fully expanded
condition consists of a crown of eight tentacles surrounding the
mouth, and a body-wall free from its immediate neighbours. This
region is called the "anthocodia." The anthocodia is continuous with
a region which forms a part of the common colonial mass. Some
genera seem to have very little power of contracting the tentacles or
of withdrawing the anthocodiae. The zooids of Stereosoma, of Xenia,
of Umbellula, and of a few other genera may be described as non-
retractile. In many cases, however, the tentacles can be considerably
contracted, bent over the mouth, and withdrawn into the shelter of
the subjacent body-wall. In such a condition the surface of the colony
exhibits a number of tubular, conical, or convex protuberances,
called "verrucae," and the colony is said to be partially retractile. In
many genera, however, the whole of the anthocodiae can be
withdrawn below the general surface of the coenenchym, so that the
position of the zooids in the colony is indicated only by star-like
holes, or simple key-hole slits in the superficial coenenchym. Such
colonies are said to be completely retractile (Fig. 147).
The skeleton of the genus Heliopora differs from that of all the other
Alcyonaria in its development, structure, and form. In the words of
Dr. G. C. Bourne,[365] "the calcareous skeleton of Heliopora is not
formed from spicules developed within cells but is a crystalline
structure formed by crystallisation of carbonate of lime, probably in
the form of aragonite, in an organic matrix produced by the
disintegration of cells which I have described as calicoblasts." It is
further characterised by its blue colour. A peculiar form of the axial
skeleton (Fig. 155), consisting of alternate nodes mainly composed
of keratin, and internodes mainly composed of calcium carbonate, is
seen in the families Isidae and Melitodidae. In the Melitodidae the
nodes contain a considerable number of loose spicules, and the
internodes are mainly composed of spicules in close contact but
firmly cemented together by a sparse horny matrix. In the Isidae the
scanty calcareous substance of the nodes, and the bulk of the
substance of the internodes, is formed of amorphous crystalline
limestone.
It is not known for certain when the fertilisation of the ova is effected,
but in Alcyonium digitatum, and in the majority of the Alcyonarians, it
probably takes place after the discharge of the ova from the zooids.
A few forms are, however, certainly viviparous, the larvae of
Gorgonia capensis being retained within the coelenteric cavity of the
parent zooid until they have grown to a considerable size. The other
viviparous Alcyonarians are Corallium nobile (de Lacaze Duthiers),
the "Clavulaires petricoles," and Sympodium coralloides (Marion and
Kowalevsky), and three species of Nephthya found at depths of 269
to 761 fathoms (Koren and Danielssen). The general features of the
development are very similar in all Alcyonarians that have been
investigated. The egg contains a considerable amount of yolk, and
undergoes a modified form of segmentation. The free-swimming
larva is called a "sterrula." It consists of an outer layer of clear
ciliated ectoderm cells, surrounding a solid endodermic plasmodium
containing the yolk. As the yolk is consumed a cavity appears in the
endoderm, and the larva is then called a "planula" (Fig. 150). The
mouth is subsequently formed by an invagination of the ectoderm at
the anterior pole. The development of the mesenteries has not yet
been fully described.
Grade A. Protoalcyonacea.
This Grade includes those genera which, like many sea-anemones,
do not reproduce by continuous gemmation to form colonies.
Several genera have been described, and they have been placed
together in one family called the Haimeidae.
Grade B. Synalcyonacea.
The sub-division of the Synalcyonacea into orders presents many
difficulties, and several different classifications have been proposed.
Only two orders of the five that are here recognised are clearly
defined, namely, the Coenothecalia, containing the single living
genus Heliopora, and the Pennatulacea or Sea-pens; the others are
connected by so many genera of intermediate characters that the
determination of their limits is a matter of no little difficulty.
Order I. Stolonifera.
These are colonial Alcyonaria springing from a membranous or
ribbon-like stolon fixed to a stone or some other foreign object. The
body-walls of the individual zooids may be free or connected by a
series of horizontal bars or platforms (autothecalous); never
continuously fused as they are in other orders (coenothecalous).