Source: Adapted from B. Slack et C. Comtois (2010) "Identification des modeles de gouvernance d'un pole logistique en
lien avec la realite quebecoise", Amenagement d'un pole logistique
au Quebec: cadre d'analyse de l'etude de faisabilite, Etude 1.2.
Main Governance Models for Inland Ports and Logistic Zones
Inland ports and their associated logistic zones have a wider range of options than ports in terms of
their governance model, where the landlord model prevails. The
ownership and the management of an inland port can be public,
private or a combination of both.
Since a logistics zone or an inland port is a long
term project that is unlikely to be profitable in its initial phase,
it represents a high risk for private investors. It is not
surprising to realize that one of the largest private actors in North
America, CenterPoint Properties, is financially backed by a pension
plan (CalPERS) where the time horizon for returns on investment is
more long term. Since among the benefits of inland ports and
logistics zones are job
creation and a better usage of regional transport infrastructures,
they tend to be perceived as projects of public benefit.
Single Ownership. The logistics or inland port project is
spearheaded by a single public or private actor. Although this
governance model provides a clear purpose for the project, it is
also potentially of high risk since only one actor is involved.
Public-Private Partnership. A model where both the public and
private sectors share the development of a logistics zone or
inland port through the setting of an entity, commonly with a
public charter. Usually, the public sector is responsible for the
development of infrastructures, while the private sector usually
develop the real estate.
Landlord Model. A form of PPP with the public
sector owning the real estate and developing the basic
infrastructure. However, concessions are offered where private
actors develop their own projects, namely warehouses and