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The concept of ‘multi-port gateway region’ has been introduced by Notteboom (2010) and has been applied to important seaport markets such as Europe and Asia. However, the dynamics and port development patterns in secondary multi-port gateway regions, such as the Black Sea region, have received far less attention in academic literature. An empirical application of established spatial and functional development models to such secondary port regions might substantiate the external validity of these models as these ports operate in a different spatial, economic and institutional environment.

The aim of the paper is to characterize the spatial dynamics of container ports of the Black Sea multi-port gateway regions by testing the validity of established spatial models on port system development. Furthermore, the expected future evolution path for port hierarchy in the Black Sea basin is discussed. By doing so, the paper assesses to what extent the Black Sea port region is following an ‘expected’ development path as portrayed in a number of port system development models, or alternatively, can be characterized as an atypical port system following its own development logic.

Container shipping is generally considered a global business. This truth may not hold from a single-company perspective. The companies’ physical operation networks show that container carriers operate differently and follow different paths in their internationalisation development. Additionally, the degree of internationalisation, measured on the basis of sea-oriented operations, differs from that measured according to land-oriented front-end marketing and sales activities. The purpose of this study is to further examine the internationalisation patterns of shipping lines.

An examination of the front-end activities and the structures of leading container-shipping companies is conducted. The sales office networks of the sector’s 20 largest companies worldwide (by twenty-foot equivalent unit capacity) are analysed as key indicators. The numbers of sales offices are measured by analysing the websites of the sample (20 companies), as well as annual reports and other publicly available data sources.

The findings show that not all shipping companies are international, by virtue of the industry. While it is difficult to observe differences in the overall patterns of the sales networks at a macro level, some companies differ in their activities. The data set also shows that market share and total capacity are not necessarily good indicators of a carrier’s worldwide presence.

This research is based on secondary data. Other important transactional and market-oriented considerations should be examined before drawing conclusions about the internationalisation of container-shipping companies and of the industry.

This paper contributes to the relevant existing research, particularly by adding its view on the demand-oriented criteria as suggested by Dunning and Lundan (2008).

In the 1990s, following the challenges imposed by globalisation, the liner shipping industry experienced profound changes, leading major carriers to create ad-hoc logistics business-units. Nevertheless the vertical integration of shipping lines along the transport chain faced important entry barriers in various regions.This paper aims at analysing the impact of such barriers on carriers’ pathways of expansion in the logistics business. It mainly focuses on the East-Asian market, as a relevant empirical case in which important institutional and socio-political obstacles are still in force .Main results disclose sui-generis paths of expansion achieved by major carriers, in contrast with linear constructs of time and space proposed by classical TNC theories. In such respect, port operations reveal to be the most critical stage of the chain. The ‘sidestep’ of the port phase, leading to investments in other on-shore activities (warehousing, inland terminals, etc.) as well as the implementation of aggressive financial campaigns (acquisitions and takeovers), reveal the unfaltering will of top shipping lines: the quick achievement of a successful vertical and horizontal expansion despite environmental obstacles.

Port performance and port choice have been treated as separate streams of research. This hampers the efforts of ports to anticipate on and respond to possible future changes in port choice by shippers, freight forwarders and carriers. The purpose of this paper is to develop and demonstrate a port performance measurement methodology, extended from the perspective of port choice, which includes hinterland performance and a weighting of attributes from a port choice perspective.

A review of literature is used to extend the scope of port performance indicators. Multi-criteria decision analysis is used to operationalize the context of port choice, presenting a weighted approach using the Best-Worst Method (BWM). An empirical model is built based on an extensive port stakeholder survey.

Transport costs and times along the transport chain are the dominant factors for port competitiveness. Satisfaction, reputation and flexibility criteria are the other important decision criteria. The results also show how the availability of different modal alternatives impact on the position of a port. A ranking of routes for hinterland regions is done.

The paper focuses on two extensions of port performance measurement. So far, not all factors that determine port choice have been included in port performance studies. Here, first, factors related to hinterland services are included. Second, a weighting of port performance measures is proposed. The importance of factors is assessed using BWM. The approach is demonstrated empirically for a case of the European contestable hinterland regions, which so far have lacked quantitative analysis.

This research investigates consumer intention to follow online community advice. Applying the technology acceptance model (TAM) to the context of online restaurant communities, the study empirically examines the effects of perceived usefulness, perceived ease of use, attitude and trust on the intention to follow online advice.

The data were collected from 360 members of online restaurant communities on Facebook and analyzed using structural equation modeling (SEM).

The findings revealed that trust, perceived usefulness and attitude are key predictors of the intention to follow online restaurant community advice.

Extant research on the influence of online reviews on consumer behavior in the restaurant industry has largely focused on the characteristics of the review, reviewers or readers. Moreover, other studies have investigated consumers' motivations to write online restaurant reviews. This study, however, takes a different approach and examines what drives consumers to follow the advice from online restaurant communities.

When port authorities or terminal operators set the free time or increase storage density, the decision is often made without a clear understanding of their effects on throughput and rehandling productivity. This is partly because practical methods that deal specifically with the effect of dwell time on throughput and productivity are limited in the literature; hence the motivation for this work. This paper introduces simple methods to evaluate the effect of container dwell time and storage policies on import throughput, storage density, and rehandling productivity. The analysis considers two import storage strategies 1) non-mixed - no stacking of new import containers on top of old ones, and 2) mixed - stacking of new import containers on top of old ones. The results highlight the effect dwell time has on throughput and rehandling productivity. For the non-mixed storage policy, the increasing container dwell time lowers throughput and average stack height - resulting in an increase in rehandling productivity. On the other hand, for the mixed storage policy, the increasing container dwell time raises throughput and average stack height - resulting in a decrease in rehandling productivity. Using the presented methods, port authorities and terminal operators are able to assess and quantify the benefits of their decisions regarding container free time and subsequently make an informed decision.

This study aims to develop a competitive dynamics model of container shipping liners, one which examines how inter-firm network embeddedness would affect inter-firm rivalry such as the likelihood of a competitive action of a focal firm and the likelihood of its rivals’ response and how the inter-firm rivalry then has an influence on the market share of the focal firm. Structural and relational network embeddedness between a focal firm and its competitors would be investigated as drivers of the likelihood of the competitive action and response. The theoretical framework on the relationship between network embeddedness, inter-firm rivalry and market share in the liner shipping industry will be developed and relevant propositions are then suggested in relation to the model. This attempt may provide meaningful insights for managers and academic researchers into the key factors which affect the inter-firm rivalry between shipping liners and may also detail the impact of inter-firm rivalry on the focal firm’s market share. This research would therefore contribute to the development of the competitive strategy of container shipping companies so as to help them strategically manage their rivals’ competitive behaviors and maximize their market share.

This study aims to address the question of what coordination mechanism can be used for cultural production and, in particular, for the governance of music culture production. The authors locate their reflection within the specific institutional innovations introduced in Italy in 2017, focusing on the idea of shared administration and the public–private collaboration instituted in Trentino (a province located in northern Italy) in support of its cultural policy.

This study focusses on the Trentino’s music school system. This includes 13 organisations (musicians’ cooperatives as well as associations of musicians and students, plus one municipal school which do not overlap with the public school system). To analyse shared administration features, the authors rely on selected information from 50 interviews with Trentino Music Schools (TMS) teachers and administrators, and on the proceedings of the 1994 music school conference organised by the schools at the time when this novel educational system was created.

To offer an innovative educational service, the public actor (Provincia Autonoma di Trento [PAT]) and the schools (TMS) have developed a strong interdependence at the different levels of decision-making: PAT needs organisations that are sufficiently structured and organised to respect requirements of transparency and accountability, as well as educational standards, whereas TMS need public funding to maintain their service accessible for users, good labour conditions and be financially sustainable. Likewise, the success of TMS in educating thousands of students every year, including additional teaching programmes funded by PAT within general public schools, has contributed to decrease the exclusion from music education, raise interest in young people for music and fed enrolment in TMS as well as in the public schools related to the conservatoire filière. Conclusions emphasise the existence of a polycentric system of music culture production which needs to acknowledge the risk of being trapped in a static disequilibrium, while recognising change and the need to support and promote a culture of cooperation among schools and across layered institutional levels over time.

Further research can observe this system of cultural production over time, to appreciate changes and organisational tranformations, while introducing comparative analysis with other systems in different regions.

The relationship between the public and private sectors to design, organise and manage activities of collective interest (in the social, cultural, sporting and other fields) can increasingly become an effective and efficient alternative to the traditional bureaucratic as well as to the competitive method. For this to happen, however, all actors involved must be aware not only of areas of efficiency but also of inefficiency. To remedy the latter, corrective measures will have to be introduced. For example, fostering and improving “co-programmazione” and “co-progettazione” means giving all stakeholders involved the opportunity to actively participate. Should the number of participants increase, more discussion fora could be set up because one alone may not be sufficient to foster maximum involvement, to enhance different points of view, to allow for intersectoral and multidisciplinary interpretations and responses.

The system governance based on co-programming and co-design has allowed – despite limitations – to pursue educational purposes and thus well-being for the users, as well as for the teachers and the community as a whole. The continuity of this educational and cultural action has been guaranteed by the economic and financial sustainability of the schools, which is highly dependent on the public actor funding personnel costs, and in turn tied to the number of students (demand) attending each school. Actors embedded in the system need to build awareness of industry and cultural changes and knowledge of how to introduce more adaptive capacity. This points towards the need for strengthening networking capacity and collaboration among schools and other relevant stakeholders.

The case presented is a unique system of music culture production in Italy, and its governance has never been addressed by previous studies. It provides an application of shared administration to which public administrations and communities can learn to improve access to music culture and education. For public and private organisations to take advantage of the method of “co-programmazione” and “co-progettazione”, to make the production of a meritorious good more efficient and to favour its maximum accessibility, this study considers the strengths and weaknesses of this approach, or the areas of efficiency and inefficiency, for which new measures will have to be introduced.

The aim of this research paper is to design a motor holder in order to minimize the weight of the motor and to reduce its vibrations causing noise pollution.

To meet the requirements of the purpose the use of cellular lattice structures is ideal. Lattice structures ensure both low mass and high strength. Moreover, their absorption properties are relatively interesting concerning the attenuation of vibrations.

The result of this paper shows that lattice structure can answer to the need of different fields such as aeronautics in the design of lightweight structures which are strong with a low mass. Indeed, the weight of the final structure of the holder is 0.92 g and its safety factor is 5.1 which met the requirements.

The limitations of the research paper were the RAM capacity of the computer.

To minimize the weight of the holder in a patroller or a plane is to reduce the consumption of fuel. Moreover one of the reasons of optimizing the vibrations is to reduce noise pollution.

This paper is directed to students, designers who want to know more about the use of lattice structure and more precisely honeycomb sandwich structure.

This paper investigates the performance assessment of liner shipping industry and presents a multi-dimensional evaluation framework to ensure both financial and non-financial monitoring. The traditional performance assessment approach is based on the financial indicators such as ratio analysis, but it is limited to the fiscal perspective. The meaning of performance has dramatically changed and non-financial (and intangible) assets increased their importance in recent years. Under these circumstances, the multi-attribute performance assessment methods play a critical role to combine many aspects of the business. Balanced Scorecard (BSC) is originally developed for the multi-attribute performance assessment and its philosophy on business process evaluation pioneered the importance of key performance indicators and the quality management issues including the internal customer. Service quality and the business performance assessment are some of the hot issues in the liner shipping industry and the long term competitiveness is a critical concern in the recent liner shipping business. The BSC method is utilized to ensure a cumulative analysis of the short/long and tangible/intangible indicators of performance and computes the weight of each criterion by using Fuzzy-AHP method in the liner shipping industry.