Leader Firms in the Dutch Maritime Cluster

The cluster-concept is often-used to analyse a country's key industries. The maritime industry is one of the most well-defined clusters in the Netherlands. Although the competitiveness of a cluster depends on the interaction in a cluster, research on cluster dynamics is limited. This paper discusses the presence and impact of 'leader-firms' in the Dutch Maritime Cluster. Leader firms are firms with the ability and incentive to make investments with benefits for other companies in the cluster. Benefits are created in three ways; encouraging innovation, enabling internationalisation and enhancing labour pool quality. The structure of the paper is as follows. First, we briefly discuss the Dutch maritime cluster. Second, we provide a theoretic framework to analyse leader firm behaviour in clusters. Third, we identify the leader firms in the Dutch maritime cluster and analyse their behaviour. In this section the results of surveys among 18 leader firms and the results of 25 case studies of maritime leader firms in the Netherlands are presented. We finalise the paper with conclusions and implications for government policy.

ANALYSIS OF THE BENEFITS OF INTRA-PORT COMPETITION

Intra-port competition is widely regarded as beneficial, for the competitiveness of ports, for local and national economies and for consumers and exporting industries. The aim of the paper is to analyse the benefits resulting from the presence of intra-port competition. Even though this issue has been addressed before, a thorough and complete overview of the effects of intra-port competition, enabling conditions for intra-port competition and policies in case of lacking intra-port competition are absent. The paper presents first a short overview of previous studies dealing with intra-port competition. Second, it discusses the two main arguments underlying the benefits of intra-port competition. In this context, attention is given to the relation between intra-port and inter-port competition. Third, the paper examines the conditions under which these arguments are valid and intra-port competition can be introduced. Possible policy responses to limited or absent intra-port competition are discussed in this section as well. Fourth, the need to introduce effects of intra-port competition in port modelling is briefly. Finally, the paper presents empirical evidence of the effects of intra-port competition.ports, intra-port competition, regulation, port policies

Port competition and selection in contestable hinterlands; the case of Austria

This paper deals with port competition and port selection for cargo to/from Austria. Austria is located centrally in Europe and seaports in at least five countries are used for imports and exports. Changes of market shares over time of different ports serving Austria are analysed. Switching of cargo between ports does take place, but friction prevents instantaneous switching. Consequently, it took a decade for the new potential of inland shipping to Austria, resulting from the opening of the Rhine-Main-Donau canal, was fully realised. A survey was held to analyse port choice decisions of two types of decision makers: shippers and forwarders. These results show shippers and forwarders have similar views on port selection, but shippers have a less price-elastic demand

Hinterland Access Regimes in Seaports

Seaports serve hinterlands. Various inland modes such as road, rail, inland waterways and pipeline are used to access the hinterland. The quality of the access to and from the hinterland differs between seaports and affects their competitiveness. The quality of the hinterland access depends among others on the behaviour of a large variety of actors, such as shipping lines, terminal operators, forwarders, the port authority and the national/regional government. Therefore, effective hinterland access is at least partially an organisational challenge. Together these actors create a ‘hinterland access regime’. The analysis of this regime is central in this paper. First, the relevance of hinterland access for seaports is briefly discussed. Second, the term ‘hinterland access regime’ is defined and the theoretical framework presented in De Langen (2004) is used to analyse the quality of the hinterland access regime. Third, survey results on the quality of the hinterland access regime in three seaport clusters, Rotterdam, Durban and the Lower Mississippi Port Cluster (LMPC) are discussed. This analysis shows major differences between hinterland access regimes. Fourth, opportunities to improve the hinterland access regime in these three ports are discussed

Port connectivity indices: an application to European RoRo shipping

In recent years, there has been significant interest in the development of connectivity indicators for ports. For short sea shipping, especially in Europe, Roll-on Roll-off (RoRo) shipping is almost equally important as container shipping. In contrast with container shipping, RoRo shipments are primarily direct, thus the measurement of its connectivity requires a different methodology. In this paper, we present a methodology for measuring the RoRo connectivity of ports and illustrate its use through an application to European RoRo shipping. We apply the methodology on data collected from 23 different RoRo shipping service providers concerning 620 unique routes connecting 148 ports. We characterize the connectivity of the ports in our sample and analyze the results. We show that in terms of RoRo connectivity, neither the number of links nor the link quality (frequency, number of competing providers, minimum number of indirect stops) strictly dominate the results of our proposed indicator. The highest ranking ports combine link quality and number. Finally, we highlight promising areas for future research based on the insights obtained.</p

Relationship between freight accessibility and logistics employment in US counties

This paper analyzes the relationship between freight accessibility and logistics employment in the US. It develops an accessibility measure relevant for logistics companies based on a gravity model. This allows for an analysis of the accessibility of US counties focusing on four different modes of transportation: road, rail, air, and maritime. Using a Partial Least Squares model, these four different freight accessibility measures are combined into two constructs, continental and intercontinental freight accessibility, and related to logistics employment. Results show that highly accessible counties attract more logistics employment than other counties. The analyses show that it is very important to control for the effect of the county population on both freight accessibility and logistics employment. While county population explains the most variation in the logistics employment per county, there is a significant relationship between freight accessibility and logistics employment, when controlling for this effect

Direct measurements of meltwater runoff on the Greenland ice sheet surface

Meltwater runoff from the Greenland ice sheet surface influences surface mass balance (SMB), ice dynamics, and global sea level rise, but is estimated with climate models and thus difficult to validate. We present a way to measure ice surface runoff directly, from hourly in situ supraglacial river discharge measurements and simultaneous high-resolution satellite/drone remote sensing of upstream fluvial catchment area. A first 72-h trial for a 63.1-km2 moulin-terminating internally drained catchment (IDC) on Greenland?s midelevation (1,207?1,381 m above sea level) ablation zone is compared with melt and runoff simulations from HIRHAM5, MAR3.6, RACMO2.3, MERRA-2, and SEB climate/SMB models. Current models cannot reproduce peak discharges or timing of runoff entering moulins but are improved using synthetic unit hydrograph (SUH) theory. Retroactive SUH applications to two older field studies reproduce their findings, signifying that remotely sensed IDC area, shape, and supraglacial river length are useful for predicting delays in peak runoff delivery to moulins. Applying SUH to HIRHAM5, MAR3.6, and RACMO2.3 gridded melt products for 799 surrounding IDCs suggests their terminal moulins receive lower peak discharges, less diurnal variability, and asynchronous runoff timing relative to climate/SMB model output alone. Conversely, large IDCs produce high moulin discharges, even at high elevations where melt rates are low. During this particular field experiment, models overestimated runoff by +21 to +58%, linked to overestimated surface ablation and possible meltwater retention in bare, porous, low-density ice. Direct measurements of ice surface runoff will improve climate/SMB models, and incorporating remotely sensed IDCs will aid coupling of SMB with ice dynamics and subglacial systemspublishersversionPeer reviewe

Mass balance of the Greenland Ice Sheet from 1992 to 2018

In recent decades, the Greenland Ice Sheet has been a major contributor to global sea-level rise1,2, and it is expected to be so in the future3. Although increases in glacier flow4–6 and surface melting7–9 have been driven by oceanic10–12 and atmospheric13,14 warming, the degree and trajectory of today’s imbalance remain uncertain. Here we compare and combine 26 individual satellite measurements of changes in the ice sheet’s volume, flow and gravitational potential to produce a reconciled estimate of its mass balance. Although the ice sheet was close to a state of balance in the 1990s, annual losses have risen since then, peaking at 335 ± 62 billion tonnes per year in 2011. In all, Greenland lost 3,800 ± 339 billion tonnes of ice between 1992 and 2018, causing the mean sea level to rise by 10.6 ± 0.9 millimetres. Using three regional climate models, we show that reduced surface mass balance has driven 1,971 ± 555 billion tonnes (52%) of the ice loss owing to increased meltwater runoff. The remaining 1,827 ± 538 billion tonnes (48%) of ice loss was due to increased glacier discharge, which rose from 41 ± 37 billion tonnes per year in the 1990s to 87 ± 25 billion tonnes per year since then. Between 2013 and 2017, the total rate of ice loss slowed to 217 ± 32 billion tonnes per year, on average, as atmospheric circulation favoured cooler conditions15 and as ocean temperatures fell at the terminus of Jakobshavn Isbræ16. Cumulative ice losses from Greenland as a whole have been close to the IPCC’s predicted rates for their high-end climate warming scenario17, which forecast an additional 50 to 120 millimetres of global sea-level rise by 2100 when compared to their central estimate

Detection and localization of early- and late-stage cancers using platelet RNA

Cancer patients benefit from early tumor detection since treatment outcomes are more favorable for less advanced cancers. Platelets are involved in cancer progression and are considered a promising biosource for cancer detection, as they alter their RNA content upon local and systemic cues. We show that tumor-educated platelet (TEP) RNA-based blood tests enable the detection of 18 cancer types. With 99% specificity in asymptomatic controls, thromboSeq correctly detected the presence of cancer in two-thirds of 1,096 blood samples from stage I–IV cancer patients and in half of 352 stage I–III tumors. Symptomatic controls, including inflammatory and cardiovascular diseases, and benign tumors had increased false-positive test results with an average specificity of 78%. Moreover, thromboSeq determined the tumor site of origin in five different tumor types correctly in over 80% of the cancer patients. These results highlight the potential properties of TEP-derived RNA panels to supplement current approaches for blood-based cancer screening