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This paper analyses the changes on the maritime network before and after the Covid-19 outbreak. Using a large sample of vessel movements between ports, we show a decrease in the global maritime connectivity and significant differences between ports and inter-port links. Furthermore, we find that Covid-19 mitigation measures implemented by governments affected regional port hierarchies differently, with a reduction in port concentration in Europe and Africa and an increase in Asia and North America. Globally, very large ports and small but densely inter-connected ones resisted better to the crisis than the others, while small transshipment hubs and bridges appear to have been more negatively impacted. These findings have implications for the design of more resilient port strategies and transport policies by states and firms.

This paper analyses the changes on the maritime network before and after the Covid-19 outbreak. Using a large sample of vessel movements between ports, we show a decrease in the global maritime connectivity and significant differences between ports and inter-port links. Furthermore, we find that Covid-19 mitigation measures implemented by governments affected regional port hierarchies differently, with a reduction in port concentration in Europe and Africa and an increase in Asia and North America. Globally, very large ports and small but densely inter-connected ones resisted better to the crisis than the others, while small transshipment hubs and bridges appear to have been more negatively impacted. These findings have implications for the design of more resilient port strategies and transport policies by states and firms.

This paper analyses the changes on the maritime network before and after the Covid-19 outbreak. Using a large sample of vessel movements between ports, we show a decrease in the global maritime connectivity and significant differences between ports and inter-port links. Furthermore, we find that Covid-19 mitigation measures implemented by governments affected regional port hierarchies differently, with a reduction in port concentration in Europe and Africa and an increase in Asia and North America. Globally, very large ports and small but densely inter-connected ones resisted better to the crisis than the others, while small transshipment hubs and bridges appear to have been more negatively impacted. These findings have implications for the design of more resilient port strategies and transport policies by states and firms.

This paper analyses the changes on the maritime network before and after the Covid-19 outbreak. Using a large sample of vessel movements between ports, we show a decrease in the global maritime connectivity and significant differences between ports and inter-port links. Furthermore, we find that Covid-19 mitigation measures implemented by governments affected regional port hierarchies differently, with a reduction in port concentration in Europe and Africa and an increase in Asia and North America. Globally, very large ports and small but densely inter-connected ones resisted better to the crisis than the others, while small transshipment hubs and bridges appear to have been more negatively impacted. These findings have implications for the design of more resilient port strategies and transport policies by states and firms.

This paper analyses the changes on the maritime network before and after the Covid-19 outbreak. Using a large sample of vessel movements between ports, we show a decrease in the global maritime connectivity and significant differences between ports and inter-port links. Furthermore, we find that Covid-19 mitigation measures implemented by governments affected regional port hierarchies differently, with a reduction in port concentration in Europe and Africa and an increase in Asia and North America. Globally, very large ports and small but densely inter-connected ones resisted better to the crisis than the others, while small transshipment hubs and bridges appear to have been more negatively impacted. These findings have implications for the design of more resilient port strategies and transport policies by states and firms.

This paper analyses the changes on the maritime network before and after the Covid-19 outbreak. Using a large sample of vessel movements between ports, we show a decrease in the global maritime connectivity and significant differences between ports and inter-port links. Furthermore, we find that Covid-19 mitigation measures implemented by governments affected regional port hierarchies differently, with a reduction in port concentration in Europe and Africa and an increase in Asia and North America. Globally, very large ports and small but densely inter-connected ones resisted better to the crisis than the others, while small transshipment hubs and bridges appear to have been more negatively impacted. These findings have implications for the design of more resilient port strategies and transport policies by states and firms.

This paper analyses the changes on the maritime network before and after the Covid-19 outbreak. Using a large sample of vessel movements between ports, we show a decrease in the global maritime connectivity and significant differences between ports and inter-port links. Furthermore, we find that Covid-19 mitigation measures implemented by governments affected regional port hierarchies differently, with a reduction in port concentration in Europe and Africa and an increase in Asia and North America. Globally, very large ports and small but densely inter-connected ones resisted better to the crisis than the others, while small transshipment hubs and bridges appear to have been more negatively impacted. These findings have implications for the design of more resilient port strategies and transport policies by states and firms.

El segmento de las aerolíneas de carga, como demandante y usuario de servicios aeroportuarios, ha crecido en las dos últimas décadas hasta convertirse en parte fundamental de la red global de suministro en España. El objetivo de este artículo es analizar la evolución de la conectividad de este modo logístico, en el período 2004-2014, utilizando la base de datos del Observatorio para el Transporte y la Logística de España sobre posiciones aeroportuarias de carga de origen y destino. Los resultados indican que, en los mayores aeropuertos españoles (Madrid, Barcelona, Zaragoza y Vitoria), ha existido una recuperación del volumen de carga operado en los niveles pre-crisis, que no ha ido acompañada, no obstante, de una recuperación en términos de centralidad, con la excepción de Zaragoza, que es la infraestructura que muestra, actualmente, mayor resiliencia y mejores perspectivas en este aspecto.

This study analyse the factors influencing the choice of port in Spanish port system, which allows an evaluation of the capture of traffic capacity in Spanish port system. In light of the conclusions, extracted via Exploratory Factor Analysis, it is possible to indicate potential priorities for logistical and commercial port policies. The conclusions confirm that there are important statistically significant differences between the way in which the Northern and South-eastern ports manage port choice factors. Additionally there are important differences with respect to what should be the operational procedure of the central government's port coordination entity (State Ports Authority) and each individual Port Authority. Further, there are differences in terms of choice factors for maritime companies and the employees working in each port. ; Este estudio resaltará los factores que influencian la selección de un puerto en el sistema español de Puertos de Interés General, lo que determina con mucha fidelidad la capacidad de captación de tráficos y de atractividad del sistema portuario español. En función de las conclusiones, extraídas a través de un Análisis Factorial Exploratorio, será posible indicar potenciales prioridades para la intervención logística y comercial, con el objetivo de hacer que los puertos comerciales sean más eficientes. Las conclusiones confirman que hay diferencias significativas entre el modo en que las funciones portuarias en el área Norte y en el Sureste son gestionadas. Adicionalmente también se detectan diferencias entre lo que debería de ser el procedimiento operativo de la entidad gubernamental de control (Puertos del Estado) y cada Autoridad Portuaria individual. Se detectan también diferencias en términos de factores de selección para las compañías marítimas y los empleados que trabajan en cada puerto.This study analyse the factors influencing the choice of port in Spanish port system, which allows an evaluation of the capture of traffic capacity in Spanish port system. In light of the conclusions, extracted via Exploratory Factor Analysis, it is possible to indicate potential priorities for logistical and commercial port policies. The conclusions confirm that there are important statistically significant differences between the way in which the Northern and South-eastern ports manage port choice factors. Additionally there are important differences with respect to what should be the operational procedure of the central government's port coordination entity (State Ports Authority) and each individual Port Authority. Further, there are differences in terms of choice factors for maritime companies and the employees working in each port.

This paper investigates the relationship between containerized transport supply, measured by the number of weekly services, and inland accessibility at subnational revel. It employs Automatic Identification System (AIS) vessel tracking data to estimate the number of maritime services to main overseas markets, and Ordinary Least Square (OLS) regression analysis to investigate its relationship with inland accessibility. The results show that maritime services with East and South Asia are particularly concentrated at ports with higher levels of inland accessibility. Other variations in maritime services, which are not related to inland accessibility, are attributable to transhipment strategies of shipping companies, economic niches of peripheral regions, and to competition with other modes of transport.

This paper investigates the relationship between containerized transport supply, measured by the number of weekly services, and inland accessibility at subnational revel. It employs Automatic Identification System (AIS) vessel tracking data to estimate the number of maritime services to main overseas markets, and Ordinary Least Square (OLS) regression analysis to investigate its relationship with inland accessibility. The results show that maritime services with East and South Asia are particularly concentrated at ports with higher levels of inland accessibility. Other variations in maritime services, which are not related to inland accessibility, are attributable to transhipment strategies of shipping companies, economic niches of peripheral regions, and to competition with other modes of transport.

La globalización ha generado cambios importantes en los esquemas del transporte marítimo internacional. Por lo cual, con el objetivo de constatar las evidencias sobre los cambios de la estructura de conectividad del sistema portuario en el Océano Atlántico, durante el periodo de 2006 a 2011, en este artículo se utiliza una metodología de análisis de redes complejas. La hipótesis a contrastar es si ha existido un cambio significativo en el desplazamiento de la demanda de servicios marítimo, y por tanto, un desplazamiento de los flujos comerciales internacionales hacia las regiones situadas en el Atlántico Sur (costas de Brasil-Uruguay-Argentina y Golfo de Guinea) en este periodo. En base a la topología de red obtenida, todo parece indicar que a lo largo del período analizado, e inmediatamente posterior al inicio de la Gran Recesión, el transporte contenerizado atlántico influyente, ha basculado hacia las economías de la Costa Oeste de África de la Costa Este de Suramérica, manteniendo estos países una mayor resiliencia ante la crisis, que las economías de la ribera norte del Océano Atlántico. En conclusión, se pueden detectar importantes cambios en la estructura del tráfico transatlántico de carga marítima, y por tanto, del comercio internacional de mercancías.

In this research, an analysis is made to test whether the characteristics of Ports 4.0 are determining factors of efficiency. The European Union considers maritime transport as an important axis in its policy, both foreign and domestic, and that is why it is regulated and in the process of establishing a more extensive regulatory framework, through the Integrated Maritime Policy (IMP). Among the objectives of this policy is to maximize the sustainable use of the oceans and seas to enable the growth of maritime regions and coastal regions, thus,different regional strategies have been developed, through the maritime basins, where the fundamental axis so far it is sustainability. This research analyses 35 ports of containerized goods from member countries of the European Union and Turkey, due to its strategic geolocation that connects Asia with Europe.