This paper examines the use of big data and data analytics in international transport networks from the perspective of historical big data, focusing on shipping logs from the British, Dutch, Spanish and French fleets in between 1662 and 1855. Based on a large-scale database containing mainly meteorological data collected in the CLIWOC project (2003), we computed travel distances and analyzed historical global maritime networks. This paper focuses on route choice, and consequently the time, distance, speed and reliability of the ships, covering different time periods, seasonal patterns and trade flows. The results reveal a clear picture of the main routes per nationality that is also indicative of the linguistical, cultural and economic colonial heritage that remains in the ‘host’ countries up to this day. The average daily distances covered vary over the countries involved, over the seasons and over different time periods. Also the trip characteristics vary notably over the different countries. Zooming in on the main trade flows, the corridor from the Netherlands to Indonesia stands out, but also considerable differences in average speed and stopover times were found along this route. Related to the complexity of using big data in studying international transport networks, our conclusion is that the degree of permutations and interactions with the dataset is not necessarily less for analyzing historical shipping records. It seems that big data of the past still can inspire future explorations of our historical transport networks on the world's oceans.@en

Considerable scientific attention has been paid to inland port research and many of the papers are driven by an Outside-In perspective where the seaport is often regarded as leader and the inland port as follower. Increasingly, Inside-Out approaches where inland ports themselves are taking the initiative are receiving scientific attention. However, it is argued that both processes can be at play simultaneously within the same port and that these processes are reinforcing each other. The focus of this paper is therefore on defining powerful strategies for inland ports also from an Inside-Out and bi-directional perspective. We observe that not all developments connected to inland ports acting as extended gates for seaports are positive: for inland ports traffic conditions might worsen, and external effects increase (i.e. seaport problems are ‘exported’ inland). New powerful strategies for inland ports are amongst others: redefining their role versus seaports with a central role for the inland port, governments should give more attention to the inland port and seek the development of strategic plans and strategies for the inland port as to realize their own objectives. Seaports and container carriers increasingly seek partly ownership of inland ports and terminals and inland port themselves should analyze if these developments suit their ambitions. Inland ports could also develop network strategies that not solely focus on the closest seaports but also consider adjacent inland ports. Cooperation with other inland ports can also be developed into a strategy that strengthens the role of the inland port versus seaports.@en

Although terminal efficiency has been thoroughly studied for deep-sea container ports and terminals, up till now, there has been little scientific literature on the efficiency of inland waterway container terminals (IWTs). This paper therefore focuses on determining and analyzing terminal characteristics that influence efficiency. Our analysis led to a number of conclusions. First, there exist important differences between IWTs and maritime terminals in terms of design capacity and thus also in operations. Different combinations of inputs and output have been tested with the SFA and DEA methodologies. Important terminal inputs turned out to be yard and crane, but also terminal operating hours and terminal area are important. When capacity is excluded as an input it turns out that the importance of inputs becomes more diverse under SFA. Furthermore, when the inputs and output are varied it shows that this leads to a variation in best and worst performers (the efficiency depends on defined inputs and output). Finally, terminal operating hours are an important input for IWTs which is an important difference with maritime terminals which are open 24/7. In terms of how efficiency is defined, there arises a considerable difference between design efficiency (capacity) and the operational efficiency (terminal throughput).@en

Most scientific attention in freight transportation port studies centers on the characteristics of deep-sea ports, in particular container ports. In our paper, in contrast, we focus our attention on the performance of inland ports in a European context, which is up to now an overlooked part in the scientific literature on port development. Based on a large-scale quantitative dataset of Dutch inland ports we perform various statistical analyses to arrive at a more detailed understanding of the performance of inland ports. We try to explain the performance of inland ports in terms of transshipment level and growth in transshipment by several transport and economic factors. We test for differences in size and in volume growth and control for differences in diversity of transshipped goods and in availability of a container terminal in the inland port. Our findings contribute to the understanding of the performance of inland ports, as explained by general port characteristics. A better understanding of the characteristics and growth patterns of inland ports might also be beneficial to European practitioners and policy-makers in dealing with inland ports' development strategies in their daily practice.@en

The port economics literature is extensive, but does not address well the economic effects of inland ports development. This paper explores the extent to which spatial proximity of inland ports vis-a-vis each other influences agglomeration externalities. Spatially lagged regression models are employed to analyse whether spatial dependence between proximate inland ports can be observed or, alternatively, whether the density of the inland port network in the Netherlands is leading to diseconomies of scale because of overproximity. The conclusions indicate that especially in the context of the dense fluvial network of the Netherlands inland ports development involves much competition among inland ports; being proximite to strong neighbouring inland ports is not necessarily beneficial to the growth prospects of an inland port. This indication of overproximity highlights a need for reflection on the possibility of an integrated and coordinated regional governance approach towards inland port development in the Netherlands and North-West Europe. The relationship between inland ports and regional development is obviously present, but ambiguous since it involves a multiplicity of interactions among a diversity of actors.@en

The port economics literature is extensive, but does not address well the economic effects of inland ports development. This paper explores the extent to which spatial proximity of inland ports vis-a-vis each other influences agglomeration externalities. Spatially lagged regression models are employed to analyse whether spatial dependence between proximate inland ports can be observed or, alternatively, whether the density of the inland port network in the Netherlands is leading to diseconomies of scale because of overproximity. The conclusions indicate that especially in the context of the dense fluvial network of the Netherlands inland ports development involves much competition among inland ports; being proximite to strong neighbouring inland ports is not necessarily beneficial to the growth prospects of an inland port. This indication of overproximity highlights a need for reflection on the possibility of an integrated and coordinated regional governance approach towards inland port development in the Netherlands and North-West Europe. The relationship between inland ports and regional development is obviously present, but ambiguous since it involves a multiplicity of interactions among a diversity of actors.@en

Facilitating start-ups located in the port-city interface is one of the current policy strategies of municipalities in many port-cities worldwide to encourage innovations in constantly evolving port areas. This could help the re-development of vacant ex-port land, while also offering new economic orientations for the city and the port. The aim of the paper is therefore to explore what conditions are needed to facilitate and encourage start-ups in innovation ecosystems in the port-city interface. The analysis is based on two in-depth case studies of the port-cities of Montreal (Canada) and Rotterdam (the Netherlands). The results indicate that government initiatives to actively facilitate start-ups in formerly industrialized port areas are quite successful. However, the functional linkages between start-ups and port activities remains rather limited, if not entirely absent, and the impact on the functioning of the innovation ecosystem at large is not substantial. Other factors such as capital, collaboration and proximity are valued more than the physical location of the start-up. In this, other actors in the ecosystem besides the municipality and the port authority also play a key role. Furthermore, start-ups often feel limited in their innovative capacity because of stringent regulations and institutional rigidness. Governments and port authorities could facilitate in this respect by working more demand-driven in terms of unburdening and creating more institutional support, instead of imposing top-down rules and regulations to try to govern the ecosystem, which in itself can be considered a contradiction in terms.@en

Facilitating start-ups located in the port-city interface is one of the current policy strategies of municipalities in many port-cities worldwide to encourage innovations in constantly evolving port areas. This could help the re-development of vacant ex-port land, while also offering new economic orientations for the city and the port. The aim of the paper is therefore to explore what conditions are needed to facilitate and encourage start-ups in innovation ecosystems in the port-city interface. The analysis is based on two in-depth case studies of the port-cities of Montreal (Canada) and Rotterdam (the Netherlands). The results indicate that government initiatives to actively facilitate start-ups in formerly industrialized port areas are quite successful. However, the functional linkages between start-ups and port activities remains rather limited, if not entirely absent, and the impact on the functioning of the innovation ecosystem at large is not substantial. Other factors such as capital, collaboration and proximity are valued more than the physical location of the start-up. In this, other actors in the ecosystem besides the municipality and the port authority also play a key role. Furthermore, start-ups often feel limited in their innovative capacity because of stringent regulations and institutional rigidness. Governments and port authorities could facilitate in this respect by working more demand-driven in terms of unburdening and creating more institutional support, instead of imposing top-down rules and regulations to try to govern the ecosystem, which in itself can be considered a contradiction in terms.@en

The main research problem has been analyzing and comparing the efficiencies of road and rail freight transport networks in different geographical contexts and derive policy suggestions from the results based on a dataset that spans multiple continents, covers multiple countries and covers a longer time period. For Europe, the benchmarking results for rail indicate that the efficiency of rail freight companies must be encouraged, however, the efficiency of the rail freight system should be treated on a single European level. In the SFA road model for the whole period (2000−2012), it shows that many countries are already quite efficient which suggest that policy should aim for keeping the efficiency high. In addition, a relatively lower population density leads to relatively more infrastructure needs and less efficiency which might lead certain countries to accept a lower efficiency. In Europe, rail efficiency shows that liberalization of rail freight transport does not have much impact in the sense that marked improvements in efficiency for individual countries can be observed. In the end, freight transport efficiencies in different geographical contexts have been analyzed and improvements in governance decisions have been suggested.@en

Over the past twenty-five years a considerable amount of literature has emerged that addresses inland port development in a variety of ways and in different institutional contexts. A recurring issue throughout most papers focusing on inland ports is the wide diversity of definitions, actors, functions, levels and geographies that are of relevance. Therefore, a literature review on inland port development contributes to defining the most important streams in inland port research. Recent studies show that the concept of inland ports is clearly much richer and more diversified than merely an extension of deep-sea ports or port logistics. However, as much of the literature is still largely based on individual case studies and anecdotal evidences, the conceptualization of inland ports has proven to be particularly difficult. Therefore, this review paper presents a systematic and integrated review of inland port studies, covering 80 international peer-reviewed academic journal papers on inland port development between 1992 and 2017. The results show that much attention is paid on inland ports as components of the ‘transport/logistics/supply chain’ systems (follower), while their roles as components of the ‘regional’ systems (leader) are largely overlooked. Such a tweaked focus is likely to pose significant impacts on planning, management, and governance of inland ports.@en

Much of the success of containerisation is due to time economies, particularly the reduction in the duration of port calls. Although vessels now spend a small amount of time in port compared with the time at sea, it is still a cost factor. The focus of this study is the amount of time container vessels spend in port. The average vessel turnaround times (ATTs) involving 70 ports of call involved in four major trade routes are examined. The principal research questions addressed are: how do ATTs vary among ports and how is this time metric related to port performance? ATTs are compared with traffic volumes measures of port efficiency. The results are weak and lead to a hypothesis that ATTs are differentiated regionally and functionally, rather than globally. Evidence is presented for this hypothesis. Several theoretical issues are considered arising from the results and questions for further research are presented.@en

Much of the success of containerisation is due to time economies, particularly the reduction in the duration of port calls. Although vessels now spend a small amount of time in port compared with the time at sea, it is still a cost factor. The focus of this study is the amount of time container vessels spend in port. The average vessel turnaround times (ATTs) involving 70 ports of call involved in four major trade routes are examined. The principal research questions addressed are: how do ATTs vary among ports and how is this time metric related to port performance? ATTs are compared with traffic volumes measures of port efficiency. The results are weak and lead to a hypothesis that ATTs are differentiated regionally and functionally, rather than globally. Evidence is presented for this hypothesis. Several theoretical issues are considered arising from the results and questions for further research are presented.@en

Inland ports are becoming more important in enhancing hinterland accessibility of deep-sea ports. Their increasing size and number can however also pose a threat to quality of life in adjacent urban regions, for spatial conflicts between port and urban functions may arise. Therefore, inland port governance strategies are needed. The aim of this paper is to reflect on the findings of an international comparison of municipal governance strategies for inland port development in four different countries along the Rhine-Alpine Corridor. Our findings reflect the difficult position of inland ports relative to urban functions within a densely populated corridor. Sufficient capacity is needed to prevent the occurrence of bottlenecks on links and in nodes, which could limit flows on other parts of the corridor. Increasing inland port capacity should however also be aligned with policy measures in urban regions, to avoid the overlapping of inland port and urban functions which could lead to mutually exclusive land-uses. This poses challenges in terms of inland port governance. We observe that cases in which the port and urban administrations open up the policy process to relevant private stakeholders and the civil society, integrated governance strategies for inland port development are more likely to emerge.@en