Introduction In a few past decades, the importance of logistics in the modern global trade has drastically increased. Due to globalisation, the present-day logistics and transportation environment has transformed and became highly sophisticated and complex. Therefore, both maritime and inland transport industry are currently undergoing the process of restructuring. As a result, new trends leading to further consolidation of the market, greater integration and collaboration among diverse members of the logistics chain have appeared. Ports play a significant role in this change process because, nowadays, not only they function as maritime-inland interfaces but also perform many other value-added logistics services. The extent to which ports develop, integrate, and implement intermodal transport infrastructures in various operations may largely define their competitiveness. Regionalisation is one of such integration strategies aimed to increase the ability of ports to control and capture hinterlands. As observed by Monios and Wilmsmeier (2013), the word “region” in the concept of port regionalisation can be regarded as nothing but hinterland (p. 161). The port regionalisation concept also refers to “multi-port gateway region” − the term defining a “number of ports competing to serve an overlapping hinterland, and intermodal connections as well as suitable logistics structures…paramount to capture and control these areas” (Monios & Wilmsmeier, 2013, p. 161). In a broader sense, it is possible to say that each transport terminal has a hinterland represented as an aggregate of customers (manufacturing enterprises, trade networks, etc.) with which it interacts. The given operational interactions include the shipping of freight, which goes through the terminal transhipment after reaching a particular distribution point. All these transfer operations will always be limited by a certain territory that can be divided into the main hinterland and the competition margin. The main hinterland can be defined as a zone in which the terminal serves the predominant share of freight flows, while the term “competition margin” refers to a zone where the terminal competes with other terminals for cargo flows (Rodrigue & Notteboom, n.d.). Within the competition margin, the level of rivals’ competitiveness will be largely determined by spatial accessibility, quality, costs, and reliability of services. Port regionalisation is essential for capturing of the mentioned competitive advantages. In the given report, the focus will be made on such characteristics of regionalisation as inland terminal development, inland logistics, and collective action. The literature review findings will be applied to the analysis of ports of Sines and Cork. Literature Review Inland Terminal Development The increasing demand for inland freight distribution emphasises the need to improve the physical capacity of the transport systems from the intermodal perspective. As stated by Rodrigue and Notteboom (n.d.), to achieve this, ports should expand their physical capacity and find the sources of funding for this. Monios and Wilmsmeier (2013) note that terminal developments supported by the public sector “due to motivations of regional development” prevail in Europe, while “state i