Source: Taxonomy adapted from Sheffi, Y. (2012) Logistics Clusters: Delivering Value and Driving Growth, Cambridge, MA: The MIT Press.
- Modal orientation. Relates to the main transportation mode to which they are accessible to. In the most optimal form, this accessibility involves a co-location where the logistics zone is directly adjacent to a terminal facility. Port-centric, airport-centric and rail-centric (e.g. inland port) zones are the main forms of co-location. An inland logistics cluster is usually connected to a port facility through a corridor, namely a rail or a barge link. Since road is considered to be a rather ubiquitous transportation mode, logistics zones are rarely defined according to roads. It is assumed that they have good road access.
- Geographical scope. Relates to the general market areas being served by the logistics cluster. This ranges from global supply chains to urban supply chains (city logistics). Port and airport-centric logistics zones are usually connected to global supply chains while rail-centric logistics zones are usually bound to a regional market. There are also logistics zones designed to mainly service urban markets.
- Function. Logistics zones can have a functional specialization with some oriented towards customs clearance as well as being a foreign trade zone. It is common for logistics zones to offer a wide array of functions to widen their customer base. Others may focus around a single commodity or a sector such as agribusiness or pharmaceuticals. The modal orientation of the logistics cluster is commonly related to its function. For instance, an airport centric logistics zone is very likely to be highly involved in customs clearance and high added-value logistics chains.