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The development of Baro inland port is heavily reliant on the availability of robust transport infrastructure and accessibility, which is crucial for enhancing the socioeconomic wellbeing of Baro residents. This study investigates the effects of transport infrastructure development on the socioeconomic wellbeing of Baro residents. Primary data were collected through a questionnaire survey, with 394 questionnaires administered randomly to Baro residents. A total of 350 completed questionnaires were returned and analyzed using descriptive statistics (simple percentage) and chi-squared analysis. The findings reveal that transport infrastructure development has a significant positive impact on socioeconomic wellbeing, leading to improved access to education, healthcare, and employment opportunities. To build on this, prioritization of access road and rail network construction and rehabilitation is recommended to facilitate efficient passenger and goods movement. Furthermore, the involvement of Public-Private Partnerships (PPP) is suggested by this study to address the challenges facing Baro inland port and enhance the flow of passengers and goods. [ABSTRACT FROM AUTHOR]

Inland ports are gaining more and more attention as important hubs for inland cities to promote foreign trade. However, studies on the evaluation of inland ports are lacking. In this work, we aim to construct an index system and propose a multi-criteria group decision-making method to comprehensively evaluate the development of inland ports. Unlike previous studies, using pressure–state–response model as a reference, we built up a demand–risk–power–potential framework for the index system proposed in this study. To determine the different weights for each indicator, which is a typical multi-criteria decision-making problem, we innovatively combined the decision-making trial and evaluation laboratory (DEMATEL) and the Bayesian best–worst method (BBWM) based on their distinct advantages in dealing with data coupling and group decision-making. In addition, this work introduces a case study of inland ports in the Huaihai Economy Zone to validate the efficacy of the proposed evaluation model and method. After calculating and obtaining the comprehensive scores and rankings of each inland port in this case, we compared the evaluation results with those under the BBWM, TOPSIS, and CRITIC methodologies, and found that the results under the DEMATEL–BBWM methodology can provide better differentiation for inland port evaluation results. Moreover, based on the evaluation results, a performance–importance matrix is formulated to identify the areas requiring attention in the development process of each inland port. Subsequently, rational managerial insights are put forward to achieve the sustainable development of inland ports in the Huaihai Economy Zone. [ABSTRACT FROM AUTHOR]

Malaysia holds the position of being Thailand's primary trading partner within the ASEAN region and ranks as the fourth largest trading partner overall. The bilateral trade between these two nations in 2020 amounted to nearly RM80 billion. The seaport in Malaysia has emerged as a preferred hub for exporters from Thailand. Nevertheless, the current cross-border inland port, known as the Padang Besar Inland Port (PBCT), exhibits constraints in its operational capacity. The rapid expansion of the economy in southern Thailand, along with the increasing need for cross-border freight transportation to the nearby Penang seaport in Malaysia, makes the future building of more inland ports across the border an inevitable development. Despite its significance, there is a paucity of detailed studies on inland ports along the Malaysia-Southern Thailand border. Further investigation is necessary to address the recent challenges pertaining to external threats and internal limits faced by cross-border inland ports. This study seeks to explore the present issues faced by the Malaysian cross border inland port and to analyze potential solutions for future development via the application of SWOT and TOWS analysis. The methodology employed in this study encompasses interviews conducted with important stakeholders, on-site observations, and desktop research. A SWOT analysis is conducted on the current cross-border inland port, followed by a proposition of employing a TOWS analysis for future cross-border inland ports. The highlighted findings pertain to major outcomes derived from interviews, on-site observation, and secondary data analysis. The establishment of successful inland ports requires the availability of strong supporting infrastructures and information systems, according to key findings. The development of adequate infrastructure, including well-connected road networks and direct rail links, should be a top priority for the government through NCIA. To reduce competition in the future, it is essential to forge strategic agreements with Southern Thai government and logistical companies. Significant opportunities are presented by the emergence of new markets, namely in the area of halal products and halal logistics. The government should also conduct a thorough assessment of the taxation of transit cargo. Overall, it is intended that the research would provide up-to-date perspectives on the Malaysian cross-border inland port as well as the strategic directions for the relevant authorities and inland port operators. [ABSTRACT FROM AUTHOR]

The significance of the cross-border inland port linking southern Thailand and northern Malaysia has experienced notable expansion over time, mostly driven by economic development and the substantial increase in export demand from the far east market. Currently, there are ongoing development activities for the establishment of two additional inland ports at the Malaysian border. The current capacity of the Padang Besar Cargo Terminal (PBCT), an inland port, is insufficient to satisfy the demand. The Thai government has recently unveiled a series of new projects and enhancements to logistical infrastructures in the southern part of Thailand, which are indicative of the potential for economic growth in the area. The necessity to perform this study arises from the current advancements and the absence of empirical investigation into the parameters associated with the sustainability of a cross-border inland port. This study aims to examine the various difficulties and aspects that can potentially affect the long-term sustainability of a transnational inland port. It will explore the challenges, critical success factors, and impacts associated with cross-border inland ports. Upon the culmination of the investigation, a conceptual framework for cross-border inland ports is put out, alongside a comprehensive evaluation of its potential effects. This study takes a mixed methodology approach, utilizing interviews, on-site observations, desk research, and the Analytical Hierarchy Process (AHP) for data collecting and analysis. The findings of the study brought attention to the three fundamental elements of the framework, namely challenges, critical success factors, and impacts. Additionally, the responsibilities played by stakeholders were identified, along with a proposed strategy for establishing a sustainable cross-border inland port. This paper also provides an analysis of the impact assessment of a cross-border inland port, focusing on the three pillars of sustainability: people, planet, and profit. The research is expected to offer significant insights that can be utilized for strategic planning and decision-making by the relevant governing body and operators of inland ports. [ABSTRACT FROM AUTHOR]

Inland ports have become elements of the modern transport and logistics infrastructure hub and play an important role in shaping urban spatial texture. However, the spatial dimensions of their development have received little attention in the existing literature. This paper explores the spatial value concept for inland ports, i.e., the node and place values, by using a node-place model that was adopted for passenger terminals such as metro stations or train terminals. After measuring the node and place values, our research further evaluates the efficiency of node value's impact in improving place value, which indicates the effects of node value on regional development. This paper examines the impact of inland port activities on regional development, studying 12 Chinese inland ports with various models. The results show that half of the inland ports are balanced in terms of node value and place value. Only 50% of the inland ports are efficient, in terms of the contribution of node value to place value, in promoting the regional economy. Inland ports in a balanced position are usually more efficient. This study provides new evidence of inland ports promoting regional development, as well as a basis for policy-making for future inland ports. [ABSTRACT FROM AUTHOR]

The proposal of a national strategy for the "New Western Land Sea Corridor" will affect the reconstruction of the overall freight distribution pattern in western China. As the most important hub node for cargo distribution and transshipment in inland areas, the inland port (or dry port) is of great significance to regional economic development, logistics systems, and the construction of a new regional development pattern. Therefore, 111 papers on inland port research in international core journals have been selected in this study to systematically review the research status of inland ports and put forward the key directions and development trends for future research to serve the theoretical research and construction planning practice of inland ports in China, and globally. In this study, the literature metrology method is adopted to divide inland port research and development into three stages: the first stage is the initial stage (before 2005); the second stage is the slow fluctuating growth stage (2006-2017); the third stage is the rapid increase stage (2018-present). Scholars are interested in inland port research mainly from mainland China, the Netherlands, Hong Kong, the United Kingdom, the United States, and other countries (regions). Related research topics on inland ports are mostly combined with transportation, logistics, and other fields, which indicates that inland ports have become an important part of transportation systems and supply chain transportation networks. Among specific related research topics, the concept of inland ports is an important research topic, mainly focusing on the differences in naming and function, facilities of inland ports under different geographical backgrounds, and additional functions extended with economic development; however, its concept has not yet been unified. Research on the spatial layout system of inland ports shows that the inland port site selection and layout can be roughly summed up as a supply chain-oriented pattern, and industrial cluster-oriented pattern; the former often near port cargo distribution of traffic nodes, while the latter is on the border between the end of the supply chain. The location and layout of inland ports are influenced by economic foundation, transportation infrastructure, and local policy factors. Inland ports have a profound impact on the region. In terms of spatial effects, they have an impact on urban spatial planning and land use; in terms of economic effects, they can promote regional economic development and employment; in terms of environmental effects, they can reduce energy consumption and emissions, and promote the realization of regional sustainable development. In the operation and control of inland ports, special attention should be paid to the relationship between port planning and each manager, as well as to the management system, to realize the efficient, sustainable, and healthy development of inland ports. Finally, based on the new trends of global inland port logistics research and the realistic demand of China, we put forward several suggestions for future research, including the redefinition of dry ports, spatial layout and planning of inland ports, their regional influence, the port-city relationship, risk of investment, and potential benefits of inland ports.

The importance of inland ports in promoting current cross-border trade is increasingly recognized. In this work, we aim to design the entire network for the cross-border multimodal container transport system based on inland ports. Unlike previous studies, we consider strong uncertainty in cross-border transportation demand to be caused by a variety of realistic factors such as the global economic situation, trade policies among countries, and global epidemics, etc. To handle the demand uncertainty, we develop an uncertain programming model for the considered cross-border multimodal container transportation network design problem to minimize the expectation of the total costs, including carbon emissions, by imposing two types of chance constraints for capacity limitations. Under mild assumptions, we further convert the proposed uncertain model into its equivalent deterministic one, which can be solved by off-the-shelf solvers such as CPLEX, Gurobi, and Lingo. Finally, we illustrate the applicability of the proposed model by taking the Huaihai Economic Zone-Europe multimodal container transport system as a real-world case study. The computational results provide valuable suggestions and policy guidance regarding four issues: the inland port locations, the transportation route choices, the strategies for reducing the total cost, and the schemes for improving network performance against uncertain demand. [ABSTRACT FROM AUTHOR]

Developing the engineering design standard of wind speed is a key aspect of the climate research in the Yangtze River Inland Waterway (YRIW), which is highly sensitive to extreme weather and climate processes. An engineering design wind speed projection model was established to evaluate the distribution of extreme wind speeds in the YRIW region at spatiotemporal scales from 1979 to 2100, integrating the Weibull distribution and generalized extreme value (GEV) distribution characteristics. We also used high-precision climate model products and integrated analysis methods to predict the evolution of engineering design wind speeds in the study area in the future. The results show that: (1) The maximum wind speed in the study area shows a decline—recovery trend in the historical period in general and a weak increase in Wuhan and Shanghai. (2) The maximum wind speed does not follow the Weibull distribution, and the extracted extreme wind speed types include type I, II, and III GEV distributions. (3) The updated inland port project design wind speed can meet the climatic and topographic characteristics of the YRIW. (4) The model of CNRM-CM6-1-HR product accurately captures the spatial and temporal characteristics of the maximum wind speed. (5) In the future, the design wind speed shows a slight decrease in Shanghai, Jiujiang and Yueyang. These findings provide a scientific theoretical reference and engineering reference for the development of design wind speeds for inland port projects at various cross-sections in the YRIW. [ABSTRACT FROM AUTHOR]

State and local authorities in Utah, the United States, have initiated a new inland port project in Salt Lake City amidst unresolved controversies and disagreements. While a proper social impact assessment (SIA) can help address the manifold concerns of the community, there is currently no indication authorities of the new inland port are considering such an assessment. To help ameliorate this situation, at least in part, we conduct an independent limited scope SIA of the project. Our efforts are twofold: 1) examining whether project-related actions taken so far comport with SIA protocols and principles; and 2) anticipating potential impacts of the project on crime, housing cost, and unemployment. We find that some actions undertaken by project officials comport with SIA principles, although they fall short of what is needed to fully address residents' concerns. The project may also generate positive consequences, exemplified by long-term reduction in unemployment, and negative ones, exemplified by a modest increase in crime. As part of our conclusion, we recommend that port authorities should conduct a full-scale SIA, given the potential benefits of such an endeavor [ABSTRACT FROM AUTHOR]

Copyright of Tropical Geography is the property of Tropical Geography Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This paper examines the development modes of inland ports based on the economic models and the Chinese empirical cases. After reviewing the recent policies in China, four modes, i.e., the government-driven mode, the seaport-driven, the market-driven mode and the corridor-effect mode, are established to describe the development of Chinese inland ports from the perspective of the driving forces. Moreover, we setup an economic model to compare them and conclude that (1) the seaport-driven mode promotes the larger inland port than the corridor-effect mode and the market-driven mode; (2) if the marginal capacity investment cost is low or the efficiency of the inland port is high enough, the corridor-effect mode leads to higher social welfare than the market-driven mode and the seaport-driven mode; (3) whether the government-driven mode promotes the larger inland port and higher social welfare than the other modes depends on the positive externality from the inland port to the social welfare; (4) The 'Go west' policy and the Belt and Road Initiative (B&R) promote the inland port capacity under all modes. Whether the Free Trade Zone (FTZ) and the port integration promote the inland port capacity depends on the port efficiency improvement after the implementation of these policies. [ABSTRACT FROM AUTHOR]

Wei, H., 2021. Optimal design of an integrated cross-border logistics network for China's inland regions. Journal of Coastal Research, 37(3), 644–655. Coconut Creek (Florida), ISSN 0749-0208. As the Belt and Road Initiative is initiated, a strong demand for the development of an inland cross-border logistics occurs. The inland port begins to play an important role in the establishment of the inland cross-border logistics network that functions to link sea and land transportation. From the perspective of the hub connection function of inland ports to the cross-border logistics network, this paper studies the optimal design of the integrated inland cross-border logistics network by a multi-objective mixed-integer program, which is built based on factors, e.g., logistics costs, freight time value, environmental costs, and governmental fiscal subsidy policy for cross-border travels. In addition, the influence of different target preferences, different cost structures, and different financial subsidy policies on the network especially on the proportion of different transportation modes are discussed to provide insights for the decision made to establish an efficient and environmental cross-border logistics network inland in the context of the Belt and Road Initiative. [ABSTRACT FROM AUTHOR]

• Shippers' preferences are considered in the port competition. • Upper and lower bound are obtained for competing ports' pricing mechanisms. • Incentives are examined for higher performance of a port-oriented transport chain. • The feasibility of the proposed one-stop transport service strategy is discussed. A significant bottleneck in port regionalization through multimodal transport chains is expensive and time-consuming inland transport. To be competitive, it is crucial for a port authority to build an effective transport system and develop collection-distribution abilities. Considering shipper preferences, this study proposes a pricing model to describe the markets of competing seaports and discusses several incentive strategies that may or may not bring mutual benefits for shippers and port authorities in the multimodal transport chain, such as the corridor investment strategy, subsidy strategy, and combinational strategy. Based on two adjacent ports in China, a comparative analysis is carried out for evaluating the effects of different strategies. The results show that the corridor investment strategy depends on unit investment capital for improving transport convenience. It is necessary to adopt a differentiated subsidy strategy based on transport distance when considering the subsidy strategy; however, there is a constraint on the subsidy level. In the combinational strategy, shippers' preferences for transport convenience and low inland transport cost have a significant impact on a port authority's total revenue. [ABSTRACT FROM AUTHOR]

Copyright of Sustainability in Debate / Sustentabilidade em Debate is the property of University of Brasilia, Center for Sustainable Development and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Sustainability in Debate / Sustentabilidade em Debate is the property of University of Brasilia, Center for Sustainable Development and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In this paper, a novel type of intelligent cable lifting device for shore-to-ship power connection systems is proposed. By analyzing the shortcomings of the commonly used lifting methods in inland ports, the structure and control circuit of the new cable lifting device are designed based on collaborative motor control. The reliability and effectiveness of the proposed control strategy are verified by establishing a mathematical model of the motor and through Simulink software simulation analysis. The cable lifting device can adjust the cable delivery position in inland ports. It can, at the same time, significantly reduce manual operation and improve the efficiency of shore-to-ship power connection operation at the port terminal.

Inland ports in Europe, having undergone transformation for several decades, have become multifunctional economic spaces. Currently, these are not only transport nodes in land-water traditional transport chains but today also supply the locations of intermodal terminals, distribution centers, service and production companies, or technology parks. Multifunctional inland ports also form part of the economic systems of cities and regions, contributing to their development. The aim of this article is to present the best practices in managing inland ports in Europe. In the article, using the results of research on inland waterway transport, it is pointed out what practices in managing inland ports have led, in many cases, to their increased importance in both multi-branch transport systems and the economic development of cities and regions. The study used literature on the subject, specific information on selected European inland ports, and development strategies for selected regions in Europe, including inland waterway transport. On the basis of the above, best practices leading to the long-term development of inland ports and maximizing the added value arising in their areas were determined. [ABSTRACT FROM AUTHOR]

Large urban regions are the main logistics markets. They concentrate warehouses, distribution centres and terminals in numerous logistics zones; they polarize thus regional, national and international flows. Some of these logistics facilities correspond to inland ports directly connected to seaport(s) with high capacity transport mean(s) either via rail, road or inland waterways. Their development results from the dynamic of port regionalization, which is characterised by seaports becoming integral parts of extensive hinterland networks, intermodal transport corridors and inland ports. Therefore, in city-regions, inland ports are part of larger logistics systems associating diverse logistics facilities and zones. The ways inland ports are governed, planned and owned must thus be understood in connection with the governance of the diverse logistics spaces at the metropolitan scale, including transport infrastructure and land use planning. Research has documented the very fragmented politics of logistics zones and the limited scope of spatial planning dedicated to logistics facilities and activities. The specific role and importance of the governance of inland ports within urban and regional governance arrangements framing and supporting logistics development is still unclear. In order to contribute to a systematic urban and regional approach of the connection between the governance of logistics development and the governance of inland ports in urban regions, the paper empirically analyses the inclusion of inland port spaces and institutions within Parisian metropolitan logistics strategies. Based on a qualitative methodology (policy documents and semi-structured interviews), it shows that inland port spaces and institutions take part in every metropolitan logistics policies. They constitute one of the few policy tools for both implementing regional planning and developing urban logistics sites in order to spatially (re)organize logistics facilities and activities. At the same time, inland port infrastructures are identified as strategic assets for a metropolitan agenda of economic competiveness, aiming at increasing port regionalization. In this perspective, inland port institutions contribute to the metropolitan governability vis-à-vis logistics issues but, finally, do not permit to regulate logistics sprawl. [ABSTRACT FROM AUTHOR]

While the corridor as a spatial arrangement is familiar to transportation geographers, I argue that it has not been thoroughly explored as a type of space comparable to networks, territories, or scales. Drawing on river geomorphology and its four-dimensional conceptualization of the corridor, I use the Will County Inland Port—the largest inland port in North America—to demonstrate how a deeper theorization of the space of the corridor can inform our understanding of the relationship between transportation infrastructure and its surroundings. By considering a corridor as not only one-dimensional, along which goods and people flow back and forth, but incorporating the vertical, anisotropic, and temporal dimensions as well, we can better understand the impacts of infrastructure on its surroundings and the broader relationship between mobility and space. [ABSTRACT FROM AUTHOR]

Inland terminals are becoming an increasingly important factor for disburdening port storage capacities and the expansion of the port gravitational areas. The above defines inland terminals as facilities with prolonged activities of seaports, or an integral part of the port. Due to increased interest in the development of inland terminals, the literature in the field of inland terminals since the beginning of its research (1980) to the latest research in 2015 has been analysed and revised. The review will summarize the literature related to development, classification, technological processes and location of inland terminals. In the end, the paper identifies a new proposition for further research based on the current trends and developments in inland terminals as an important factor of intermodal transport.

This study aims to present a decision-making process of selecting the most efficient technology for dry bulk cargo handling at an inland port. The objective of port service users is to keep vessels engaged as short as possible, while the objective of the port operator is to achieve the highest possible efficiency of cargo handling services. Proposed combinations of major and auxiliary handling equipment, inland transfer vehicles, and corresponding labor, together with dry bulk cargo packing options are systematized into 16 designed variants, defined by a survey from experts in the field, in collaboration with the employees in the Planning and Development Sector of the Serbian Port "Danube" Pancevo. We propose an approach to select the most efficient among them. Initially, we used simulation to obtain performance indicators for each designed variant. Later, the Analytic Hierarchy Process is used to quantify qualitative data. Finally, the Data Envelopment Analysis models are used to identify the most efficient variant. [ABSTRACT FROM AUTHOR]

The port of Baltimore, which used to be one of most active in the United States, has seen his relative importance shrink in the last decades. Even if his location has the advantage of a closer proximity with inland markets of the industrial Middle West, its position upstream in Cheapeake Bay appears quite disadvantageous in comparison with Norfolk/Hampton News, a port complex which, on the contrary, has immediate access to oceanic waters. The decline of Baltimore can be explained by the strategies of shipping companies, which tend to concentrate traffic on major load centers, and the difficult access to a port far from the Atlantic, but also by the effects of American railroad and trucking deregulations in the early 1980s. Access from the West is limited by tunnels, hindering the development in Baltimore of continental double-stack container landbridge traffic from West coast ports. In view of the high growth of Western and Southeastern ports, Baltimore has specialized on two main markets : Appalachian coal exports, and international ro-ro for the export/import of automobiles. Abandoned port facilities have been converted into touristic areas with an emphasis on the heritage of an industrial port. But the image projected is more and more disconnected from the realities of the Maryland harbor. This case study illustrates the general phenomenon of the increasing port hierarchy within maritime ranges.

Port systems' regionalization is driven by inland port construction and shipping logistics. Among them, riverports are unique inland ports that are connected by seaport systems and contribute to a river-sea container transportation (RSCT) organization. Through a case study of the Yangtze River, this study conceptualizes RSCT based on the "spatial-network" perspective, and the driving forces pertaining to globalization, informatization, marketization, and greenization are examined. Further, we explore the trajectory of port regionalization and supply chain terminalization between coastal and inland areas, and analyze the multiscale mechanism of transportation and service development among ports considering spatial effects. The results suggest that a significant temporal gradient exists in port regionalization between the coast and inland regions. Logistics supply chain terminalization, a component of regionalization, forms and develops only during the growing stage of regionalization. Currently, the Yangtze River port system is regionalizing and being terminalized, contributing to spatial variation between the size and capacity of different types of seaports and inland ports in providing container transportation and logistics-derived services. The framework is validated by a quantitative empirical analysis based on container barge route data and shipping service enterprise data, thus confirming the evolution process from coastal concentration to inland decentralization for both. The study findings indicate that transportation's decentralization is more significant at the macro level, and that the service cannot narrow the gap between coastal and inland areas significantly with the current development of port systems in the Yangtze River. The interaction between "spatial" and "network" has only improved in seaports, and the nexus of the transportation and logistics supply chains has not yet been formed at the macro level. This study contributes to the literature on port regionalization from the spatial network perspective and provides insight into the relationship between seaports and inland ports in a complex port system. [ABSTRACT FROM AUTHOR]

Urban development projects involve some complex relationships between institutional public agents, who govern local territories, and economic agents, who make urban economies. These relationships between the stakeholders of the economic sectors (transport, water, housing, energy, industry…) and the territories shaped by public action thus define the type of urban governance which results from interactions. In this paper, we develop the hypothesis that the relation between these stakeholders has a major impact on the mechanisms that produce the city. In this perspective, we apply an analytical framework (sector/territory dialogues) to two river cities in order to understand how the interplay between the stakeholders modifies urban geography. Analysing the relationship between the city, the river and the port in Venlo (The Netherlands) and Strasbourg (France) provides examples of project-based urban planning that is founded on negotiation between the river stakeholders (port authorities, inland waterway managers, transport and logistics firms) and the different levels of public policies (municipal, intermunicipal, regional, national levels). Eventually, this approach allows us to consider the forms taken by the above sector-territory dialogue within the urban space in terms of tools and scales. Finally, the paper ends with a discussion about the value of a contribution from geography to an understanding of these governance issues. [ABSTRACT FROM AUTHOR]

The paper investigates the dynamics between institutions and the governance of transport infrastructure projects, focusing on the planning and construction process of the CentrePort Canada Way (CCW) project. The CCW is regarded as a pivotal project in helping CentrePort Canada, the major inland port in Winnipeg and the province of Manitoba, to become a major inland transport and logistics hub in catalyzing and promoting international trade between Manitoba, Canada and the world. It focuses on how institutions have caused paradigm shifts in the planning culture of infrastructure projects in Manitoba, notably the Manitoba Infrastructure and Transportation (MIT)—how such shifts have transformed its initial idea, financial support, planning and construction of the CCW project. We hypothesize that institutions have influenced in an important manner on the direction of planning and development the CCW project, in both positive and negative ways. The paper offers insight to the roles of institutions on the planning and development process on large-scale transport infrastructure projects. [ABSTRACT FROM AUTHOR]

Serving as a potential solution for seaport congestion and capacity limitation, dry port development is increasingly popular in the freight transport industry. This paper pioneers the research on dry port operations by modelling the storage pricing problem for outbound containers. The interaction between a dry port and multiple shippers is modelled as a bilevel program. The optimal properties of the proposed model under certain conditions are derived analytically, from which a closed-form solution is obtained. Contrary to intuition, the increase of container delivery frequency from shippers may lead to the reduction of dry port’s profit according to model outcomes. [ABSTRACT FROM AUTHOR]

Highlights: [•] Inland port challenges involve trade-offs between positive and negative effects. [•] Different port governance strategies exist to cope with these trade-offs. [•] Proactive zoning contributes to efficiently accommodating inland ports. [•] Facing inland port challenges is relevant for European corridor development. [•] Governing bodies should address multi-dimensional inland port challenges. [Copyright &y& Elsevier]