Pub Date : 2019-11-18DOI: 10.1108/mabr-04-2019-0013
Chia-Hsun Chang, Jingjing Xu, Jingxin Dong, Zaili Yang
Purpose Container shipping companies face various risks with different consequences that are required to be mitigated. Limited empirical research has been done on identifying and evaluating risk management strategies in shipping operations with different risk consequences. This paper aims to identify the appropriate risk mitigation strategies and evaluate the relative importance of these strategies. Design/methodology/approach Literature review and interviews were used to identify and validate the appropriate risk mitigation strategies in container shipping operations. A questionnaire with a Likert five-point scale was then conducted to rank the identified risk mitigation strategies in terms of their overall effectiveness. Top six important strategies were selected to evaluate their relative importance under three risk consequences (i.e. financial, reputation and safety and security incident related loss) through using another questionnaire with paired-comparison. Fuzzy analytic hierarchy process (AHP) was then conducted to analyse the paired-comparison questionnaire. Findings After conducting a systematic literature review and interviews, 18 mitigation strategies were identified. The results from the first questionnaire show that among the 18 strategies, the top three are “form alliances with other shipping companies”, “use more advanced infrastructures (hardware and software)” and “choose partners very carefully”. After conducting fuzzy AHP, the results show that shipping companies emphasize more on reducing the risk consequence of financial loss; and “form alliance with other shipping companies” is the most important risk mitigation strategy. Originality/value This paper evaluates the risk mitigation strategies against three risk consequences. Managers can benefit from the systematic identification of mitigation strategies, which shipping companies can consider for adoption to reduce the operational risk impact.
{"title":"Selection of effective risk mitigation strategies in container shipping operations","authors":"Chia-Hsun Chang, Jingjing Xu, Jingxin Dong, Zaili Yang","doi":"10.1108/mabr-04-2019-0013","DOIUrl":"https://doi.org/10.1108/mabr-04-2019-0013","url":null,"abstract":"\u0000Purpose\u0000Container shipping companies face various risks with different consequences that are required to be mitigated. Limited empirical research has been done on identifying and evaluating risk management strategies in shipping operations with different risk consequences. This paper aims to identify the appropriate risk mitigation strategies and evaluate the relative importance of these strategies.\u0000\u0000\u0000Design/methodology/approach\u0000Literature review and interviews were used to identify and validate the appropriate risk mitigation strategies in container shipping operations. A questionnaire with a Likert five-point scale was then conducted to rank the identified risk mitigation strategies in terms of their overall effectiveness. Top six important strategies were selected to evaluate their relative importance under three risk consequences (i.e. financial, reputation and safety and security incident related loss) through using another questionnaire with paired-comparison. Fuzzy analytic hierarchy process (AHP) was then conducted to analyse the paired-comparison questionnaire.\u0000\u0000\u0000Findings\u0000After conducting a systematic literature review and interviews, 18 mitigation strategies were identified. The results from the first questionnaire show that among the 18 strategies, the top three are “form alliances with other shipping companies”, “use more advanced infrastructures (hardware and software)” and “choose partners very carefully”. After conducting fuzzy AHP, the results show that shipping companies emphasize more on reducing the risk consequence of financial loss; and “form alliance with other shipping companies” is the most important risk mitigation strategy.\u0000\u0000\u0000Originality/value\u0000This paper evaluates the risk mitigation strategies against three risk consequences. Managers can benefit from the systematic identification of mitigation strategies, which shipping companies can consider for adoption to reduce the operational risk impact.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-11-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/mabr-04-2019-0013","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48696890","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-11-18DOI: 10.1108/mabr-08-2019-0032
M. Kavoosi, M. Dulebenets, Olumide F. Abioye, J. Pasha, Oluwatosin Theophilus, Hui Wang, R. Kampmann, Marko Mikijeljević
Purpose Marine transportation has been faced with an increasing demand for containerized cargo during the past decade. Marine container terminals (MCTs), as the facilities for connecting seaborne and inland transportation, are expected to handle the increasing amount of containers, delivered by vessels. Berth scheduling plays an important role for the total throughput of MCTs as well as the overall effectiveness of the MCT operations. This study aims to propose a novel island-based metaheuristic algorithm to solve the berth scheduling problem and minimize the total cost of serving the arriving vessels at the MCT. Design/methodology/approach A universal island-based metaheuristic algorithm (UIMA) was proposed in this study, aiming to solve the spatially constrained berth scheduling problem. The UIMA population was divided into four sub-populations (i.e. islands). Unlike the canonical island-based algorithms that execute the same metaheuristic on each island, four different population-based metaheuristics are adopted within the developed algorithm to search the islands, including the following: evolutionary algorithm (EA), particle swarm optimization (PSO), estimation of distribution algorithm (EDA) and differential evolution (DE). The adopted population-based metaheuristic algorithms rely on different operators, which facilitate the search process for superior solutions on the UIMA islands. Findings The conducted numerical experiments demonstrated that the developed UIMA algorithm returned near-optimal solutions for the small-size problem instances. As for the large-size problem instances, UIMA was found to be superior to the EA, PSO, EDA and DE algorithms, which were executed in isolation, in terms of the obtained objective function values at termination. Furthermore, the developed UIMA algorithm outperformed various single-solution-based metaheuristic algorithms (including variable neighborhood search, tabu search and simulated annealing) in terms of the solution quality. The maximum UIMA computational time did not exceed 306 s. Research limitations/implications Some of the previous berth scheduling studies modeled uncertain vessel arrival times and/or handling times, while this study assumed the vessel arrival and handling times to be deterministic. Practical implications The developed UIMA algorithm can be used by the MCT operators as an efficient decision support tool and assist with a cost-effective design of berth schedules within an acceptable computational time. Originality/value A novel island-based metaheuristic algorithm is designed to solve the spatially constrained berth scheduling problem. The proposed island-based algorithm adopts several types of metaheuristic algorithms to cover different areas of the search space. The considered metaheuristic algorithms rely on different operators. Such feature is expected to facilitate the search process for superior solutions.
{"title":"Berth scheduling at marine container terminals","authors":"M. Kavoosi, M. Dulebenets, Olumide F. Abioye, J. Pasha, Oluwatosin Theophilus, Hui Wang, R. Kampmann, Marko Mikijeljević","doi":"10.1108/mabr-08-2019-0032","DOIUrl":"https://doi.org/10.1108/mabr-08-2019-0032","url":null,"abstract":"\u0000Purpose\u0000Marine transportation has been faced with an increasing demand for containerized cargo during the past decade. Marine container terminals (MCTs), as the facilities for connecting seaborne and inland transportation, are expected to handle the increasing amount of containers, delivered by vessels. Berth scheduling plays an important role for the total throughput of MCTs as well as the overall effectiveness of the MCT operations. This study aims to propose a novel island-based metaheuristic algorithm to solve the berth scheduling problem and minimize the total cost of serving the arriving vessels at the MCT.\u0000\u0000\u0000Design/methodology/approach\u0000A universal island-based metaheuristic algorithm (UIMA) was proposed in this study, aiming to solve the spatially constrained berth scheduling problem. The UIMA population was divided into four sub-populations (i.e. islands). Unlike the canonical island-based algorithms that execute the same metaheuristic on each island, four different population-based metaheuristics are adopted within the developed algorithm to search the islands, including the following: evolutionary algorithm (EA), particle swarm optimization (PSO), estimation of distribution algorithm (EDA) and differential evolution (DE). The adopted population-based metaheuristic algorithms rely on different operators, which facilitate the search process for superior solutions on the UIMA islands.\u0000\u0000\u0000Findings\u0000The conducted numerical experiments demonstrated that the developed UIMA algorithm returned near-optimal solutions for the small-size problem instances. As for the large-size problem instances, UIMA was found to be superior to the EA, PSO, EDA and DE algorithms, which were executed in isolation, in terms of the obtained objective function values at termination. Furthermore, the developed UIMA algorithm outperformed various single-solution-based metaheuristic algorithms (including variable neighborhood search, tabu search and simulated annealing) in terms of the solution quality. The maximum UIMA computational time did not exceed 306 s.\u0000\u0000\u0000Research limitations/implications\u0000Some of the previous berth scheduling studies modeled uncertain vessel arrival times and/or handling times, while this study assumed the vessel arrival and handling times to be deterministic.\u0000\u0000\u0000Practical implications\u0000The developed UIMA algorithm can be used by the MCT operators as an efficient decision support tool and assist with a cost-effective design of berth schedules within an acceptable computational time.\u0000\u0000\u0000Originality/value\u0000A novel island-based metaheuristic algorithm is designed to solve the spatially constrained berth scheduling problem. The proposed island-based algorithm adopts several types of metaheuristic algorithms to cover different areas of the search space. The considered metaheuristic algorithms rely on different operators. Such feature is expected to facilitate the search process for superior solutions.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":"1 1","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-11-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/mabr-08-2019-0032","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41374495","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-11-17DOI: 10.1108/mabr-09-2019-0035
P. Legato, R. M. Mazza
Purpose The use of queueing network models was stimulated by the appearance (1975) of the exact product form solution of a class of open, closed and mixed queueing networks obeying the local balance principle and solved, a few years later, by the popular mean value analysis algorithm (1980). Since then, research efforts have been produced to approximate solutions for non-exponential services and non-pure random mechanisms in customer processing and routing. The purpose of this paper is to examine the suitability of modeling choices and solution approaches consolidated in other domains with respect to two key logistic processes in container terminals. Design/methodology/approach In particular, the analytical solution of queueing networks is assessed for the vessel arrival-departure process and the container internal transfer process with respect to a real terminal of pure transshipment. Findings Numerical experiments show the extent to which a decomposition-based approximation, under fixed or state-dependent arrival rates, may be suitable for the approximate analysis of the queueing network models. Research limitations/implications The limitation of adopting exponential service time distributions and Poisson flows is highlighted. Practical implications Comparisons with a simulation-based solution deliver numerical evidence on the companion use of simulation in the daily practice of managing operations in a finite-time horizon under complex policies. Originality/value Discussion of some open modeling issues and encouraging results provide some guidelines on future research efforts and/or suitable adaption to container terminal logistics of the large body of techniques and algorithms available nowadays for supporting long-run decisions.
{"title":"Queueing analysis for operations modeling in port logistics","authors":"P. Legato, R. M. Mazza","doi":"10.1108/mabr-09-2019-0035","DOIUrl":"https://doi.org/10.1108/mabr-09-2019-0035","url":null,"abstract":"\u0000Purpose\u0000The use of queueing network models was stimulated by the appearance (1975) of the exact product form solution of a class of open, closed and mixed queueing networks obeying the local balance principle and solved, a few years later, by the popular mean value analysis algorithm (1980). Since then, research efforts have been produced to approximate solutions for non-exponential services and non-pure random mechanisms in customer processing and routing. The purpose of this paper is to examine the suitability of modeling choices and solution approaches consolidated in other domains with respect to two key logistic processes in container terminals.\u0000\u0000\u0000Design/methodology/approach\u0000In particular, the analytical solution of queueing networks is assessed for the vessel arrival-departure process and the container internal transfer process with respect to a real terminal of pure transshipment.\u0000\u0000\u0000Findings\u0000Numerical experiments show the extent to which a decomposition-based approximation, under fixed or state-dependent arrival rates, may be suitable for the approximate analysis of the queueing network models.\u0000\u0000\u0000Research limitations/implications\u0000The limitation of adopting exponential service time distributions and Poisson flows is highlighted.\u0000\u0000\u0000Practical implications\u0000Comparisons with a simulation-based solution deliver numerical evidence on the companion use of simulation in the daily practice of managing operations in a finite-time horizon under complex policies.\u0000\u0000\u0000Originality/value\u0000Discussion of some open modeling issues and encouraging results provide some guidelines on future research efforts and/or suitable adaption to container terminal logistics of the large body of techniques and algorithms available nowadays for supporting long-run decisions.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-11-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/mabr-09-2019-0035","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47048522","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-09-16DOI: 10.1108/mabr-04-2019-0016
Said El Noshokaty
Purpose This paper aims to study the implication of the stochastic gross-profit-per-day objective on the ship profitability and the ship capacity and speed. Design/methodology/approach The paper has used the mathematical model and the solution methodology given by El Noshokaty, 2013, 2014, 2017a, 2017b, and SOS, 2019. Findings The paper finds that if the ship owner follows the rate concept and the cargo demand forecast, he can improve the profitability of his company and be able to select the proper capacities and speeds for the ships used. Research limitations/implications The findings are not only useful for the shipping or other cargo transport companies but also for businesses like gas reservoir development, car assembly lines in the industry, cooperative farming and crop harvesting in agriculture, port cargo handling in trade and road paving in construction. Originality/value The contribution of this paper lies in notifying the ship owners of the possible profitability improvement and the consequences of building ships of larger capacities and slower speeds.
{"title":"The implication of the stochastic gross-profit-per-day objective on the cargo ship profitability, capacity, and speed","authors":"Said El Noshokaty","doi":"10.1108/mabr-04-2019-0016","DOIUrl":"https://doi.org/10.1108/mabr-04-2019-0016","url":null,"abstract":"\u0000Purpose\u0000This paper aims to study the implication of the stochastic gross-profit-per-day objective on the ship profitability and the ship capacity and speed.\u0000\u0000\u0000Design/methodology/approach\u0000The paper has used the mathematical model and the solution methodology given by El Noshokaty, 2013, 2014, 2017a, 2017b, and SOS, 2019.\u0000\u0000\u0000Findings\u0000The paper finds that if the ship owner follows the rate concept and the cargo demand forecast, he can improve the profitability of his company and be able to select the proper capacities and speeds for the ships used.\u0000\u0000\u0000Research limitations/implications\u0000The findings are not only useful for the shipping or other cargo transport companies but also for businesses like gas reservoir development, car assembly lines in the industry, cooperative farming and crop harvesting in agriculture, port cargo handling in trade and road paving in construction.\u0000\u0000\u0000Originality/value\u0000The contribution of this paper lies in notifying the ship owners of the possible profitability improvement and the consequences of building ships of larger capacities and slower speeds.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-09-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/mabr-04-2019-0016","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46992648","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-09-16DOI: 10.1108/MABR-04-2019-0018
C. Chu, Hsiu-Li Hsu
Purpose In this paper, the authors introduced a real world new problem, the multi-trip vehicle routing problem with time windows and the possible use of a less-than-truckload carrier to satisfy customer demands. The purpose of this paper is to develop a heuristic algorithm to route the private trucks with time windows and to make a selection between truckload and less-than-truckload carriers by minimizing a total cost function. Design/methodology/approach Both mathematical model and heuristic algorithm are developed for routing the private trucks with time windows and for selecting of less-than-truckload carriers by minimizing the total cost function. Findings In all, 40 test problems were examined with the heuristics. Computational results show that the algorithm obtains the optimal or near-optimal solutions efficiently in terms of time and accuracy. Originality/value The research described in this paper differs from the previous one on fleet planning or vehicle routing, in that it modifies the Clarke and Wright method by shifting the performance measure from a distance to cost and also incorporates the fixed cost of different types of trucks into the model. In addition, the authors simultaneously consider the multiple trip vehicle routing problems with time windows and the selection of less-than-truckload carriers that is an integrated scenario of real-world application. To the best of the authors’ knowledge, this scenario has not been considered in the literature.
{"title":"A heuristic algorithm for multiple trip vehicle routing problems with time window constraint and outside carrier selection","authors":"C. Chu, Hsiu-Li Hsu","doi":"10.1108/MABR-04-2019-0018","DOIUrl":"https://doi.org/10.1108/MABR-04-2019-0018","url":null,"abstract":"\u0000Purpose\u0000In this paper, the authors introduced a real world new problem, the multi-trip vehicle routing problem with time windows and the possible use of a less-than-truckload carrier to satisfy customer demands. The purpose of this paper is to develop a heuristic algorithm to route the private trucks with time windows and to make a selection between truckload and less-than-truckload carriers by minimizing a total cost function.\u0000\u0000\u0000Design/methodology/approach\u0000Both mathematical model and heuristic algorithm are developed for routing the private trucks with time windows and for selecting of less-than-truckload carriers by minimizing the total cost function.\u0000\u0000\u0000Findings\u0000In all, 40 test problems were examined with the heuristics. Computational results show that the algorithm obtains the optimal or near-optimal solutions efficiently in terms of time and accuracy.\u0000\u0000\u0000Originality/value\u0000The research described in this paper differs from the previous one on fleet planning or vehicle routing, in that it modifies the Clarke and Wright method by shifting the performance measure from a distance to cost and also incorporates the fixed cost of different types of trucks into the model. In addition, the authors simultaneously consider the multiple trip vehicle routing problems with time windows and the selection of less-than-truckload carriers that is an integrated scenario of real-world application. To the best of the authors’ knowledge, this scenario has not been considered in the literature.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-09-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/MABR-04-2019-0018","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49334889","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-09-16DOI: 10.1108/MABR-03-2019-0011
Ahmet Selcuk Basarici, T. Satır
Purpose The purpose of this study is to reveal the magnitude of empty container movements (ECM) arising from cargo seasonality by means of long-term datasets of Turkish terminals. Trade imbalance is one of the well-known major reasons of ECM. Cargo seasonality apart from some other operational drivers and market effect, i.e. commercial decisions of the ship operators, is the major operational driver in Turkish terminals effecting ECM. Furthermore, this study highlights the significance of market effect, leading to take measures for more effective empty container operations in terms of decision makers leading the ship operators. Design/methodology/approach Time series analysis of full container datasets was performed through X-13ARIMA-SEATS methodology, implementing seasonal adjustment. Findings The results indicate that 17 of 112 time series in hand, based on a terminal/hinterland, container type and “in and out” foreign trade, exhibit cargo seasonality. Roughly, the amount of ECM originating from cargo seasonality in Turkish terminals represents 10 per cent of total ECM except trade imbalance in those terminals where seasonality is present. This reveals that ECM arising from market effect should not be underestimated. Research limitations/implications Reefer container traffic could not be sorted from the datasets. Originality/value This paper focuses on one of the major reasons of ECM, cargo seasonality. It brings a novel point of view and interpretations which were not suggested previously about ECM, motivating to overcome inefficiency in container operations.
{"title":"Empty container movements arising from cargo seasonality: Turkish terminals","authors":"Ahmet Selcuk Basarici, T. Satır","doi":"10.1108/MABR-03-2019-0011","DOIUrl":"https://doi.org/10.1108/MABR-03-2019-0011","url":null,"abstract":"\u0000Purpose\u0000The purpose of this study is to reveal the magnitude of empty container movements (ECM) arising from cargo seasonality by means of long-term datasets of Turkish terminals. Trade imbalance is one of the well-known major reasons of ECM. Cargo seasonality apart from some other operational drivers and market effect, i.e. commercial decisions of the ship operators, is the major operational driver in Turkish terminals effecting ECM. Furthermore, this study highlights the significance of market effect, leading to take measures for more effective empty container operations in terms of decision makers leading the ship operators.\u0000\u0000\u0000Design/methodology/approach\u0000Time series analysis of full container datasets was performed through X-13ARIMA-SEATS methodology, implementing seasonal adjustment.\u0000\u0000\u0000Findings\u0000The results indicate that 17 of 112 time series in hand, based on a terminal/hinterland, container type and “in and out” foreign trade, exhibit cargo seasonality. Roughly, the amount of ECM originating from cargo seasonality in Turkish terminals represents 10 per cent of total ECM except trade imbalance in those terminals where seasonality is present. This reveals that ECM arising from market effect should not be underestimated.\u0000\u0000\u0000Research limitations/implications\u0000Reefer container traffic could not be sorted from the datasets.\u0000\u0000\u0000Originality/value\u0000This paper focuses on one of the major reasons of ECM, cargo seasonality. It brings a novel point of view and interpretations which were not suggested previously about ECM, motivating to overcome inefficiency in container operations.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-09-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/MABR-03-2019-0011","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42798720","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-09-16DOI: 10.1108/mabr-12-2018-0049
J. Jeevan, M. R. Othman, Z. Hasan, T. Pham, Gyei-Kark Park
Purpose The purpose of this paper is to explore the prospects of Malaysian seaports as hubs for seaport tourism. This symbiosis nexus between seaports and tourism needs to be explored to provide a luxury economic growth. Combinations of these two segments are expected to explore a new market in Malaysian tourism industry. Design/methodology/approach A thorough case study consists of five major seaports in Malaysia including Penang Port, Port Klang, Port of Tanjung Pelepas, Kuantan Port, Bintulu Port and Kota Kinabalu; these seaports have been selected to reveal their opportunities for the prospect of Malaysian seaport tourism via spatial interaction model. Findings Four main components including cruise activities, support from intra-region and inter-region economic corridors and the seaport regionalisation can be integrated to reveal the capacity of Malaysian seaport to be hub for seaport tourism. Originality/value This paper incorporates tourism sector as one of the streams in the fifth-generation seaports. Seaports and tourism are two economic generators in Malaysia and infusion of these components is expected to enhance the economic prospect, diversify the function of seaports and reduce the over-dependence on conventional tourism activities.
{"title":"Exploring the development of Malaysian seaports as a hub for tourism activities","authors":"J. Jeevan, M. R. Othman, Z. Hasan, T. Pham, Gyei-Kark Park","doi":"10.1108/mabr-12-2018-0049","DOIUrl":"https://doi.org/10.1108/mabr-12-2018-0049","url":null,"abstract":"\u0000Purpose\u0000The purpose of this paper is to explore the prospects of Malaysian seaports as hubs for seaport tourism. This symbiosis nexus between seaports and tourism needs to be explored to provide a luxury economic growth. Combinations of these two segments are expected to explore a new market in Malaysian tourism industry.\u0000\u0000\u0000Design/methodology/approach\u0000A thorough case study consists of five major seaports in Malaysia including Penang Port, Port Klang, Port of Tanjung Pelepas, Kuantan Port, Bintulu Port and Kota Kinabalu; these seaports have been selected to reveal their opportunities for the prospect of Malaysian seaport tourism via spatial interaction model.\u0000\u0000\u0000Findings\u0000Four main components including cruise activities, support from intra-region and inter-region economic corridors and the seaport regionalisation can be integrated to reveal the capacity of Malaysian seaport to be hub for seaport tourism.\u0000\u0000\u0000Originality/value\u0000This paper incorporates tourism sector as one of the streams in the fifth-generation seaports. Seaports and tourism are two economic generators in Malaysia and infusion of these components is expected to enhance the economic prospect, diversify the function of seaports and reduce the over-dependence on conventional tourism activities.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-09-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/mabr-12-2018-0049","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48964508","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-09-16DOI: 10.1108/mabr-03-2019-0012
Shuaian Wang, C. Peng
Purpose The purpose of this study is to analyze the effect of China’s potential domestic emission control area (DECA) with 0.1 per cent sulphur limit on sulphur emission reduction. Design/methodology/approach The authors calculate the fuel cost of a direct path within the DECA and a path that bypasses the DECA for ships that sail between two Chinese ports in view of the DECA. Ships adopt the path with the lower cost and the resulting sulphur dioxide (SO2) emissions can be calculated. They then conduct sensitivity analysis of the SO2 emissions with different values of the parameters related to sailing distance, fuel price and ships. Findings The results show that ships tend to detour to bypass the DECA when the distance between the two ports is long, the ratio of the price of low sulphur fuel and that of high sulphur fuel is high and the required time for fuel switching is long. If the time required for fuel switching is less than 12 h or even 24 h, it can be anticipated that a large number of ships will bypass the DECA, undermining the SO2 reduction effect of the DECA. Originality/value This study points out the size and shape difference between the emission control areas in Europe and North America and China’s DECA affects ships’ path choice and SO2 emissions.
{"title":"Model and analysis of the effect of China’s potential domestic emission control area with 0.1% sulphur limit","authors":"Shuaian Wang, C. Peng","doi":"10.1108/mabr-03-2019-0012","DOIUrl":"https://doi.org/10.1108/mabr-03-2019-0012","url":null,"abstract":"\u0000Purpose\u0000The purpose of this study is to analyze the effect of China’s potential domestic emission control area (DECA) with 0.1 per cent sulphur limit on sulphur emission reduction.\u0000\u0000\u0000Design/methodology/approach\u0000The authors calculate the fuel cost of a direct path within the DECA and a path that bypasses the DECA for ships that sail between two Chinese ports in view of the DECA. Ships adopt the path with the lower cost and the resulting sulphur dioxide (SO2) emissions can be calculated. They then conduct sensitivity analysis of the SO2 emissions with different values of the parameters related to sailing distance, fuel price and ships.\u0000\u0000\u0000Findings\u0000The results show that ships tend to detour to bypass the DECA when the distance between the two ports is long, the ratio of the price of low sulphur fuel and that of high sulphur fuel is high and the required time for fuel switching is long. If the time required for fuel switching is less than 12 h or even 24 h, it can be anticipated that a large number of ships will bypass the DECA, undermining the SO2 reduction effect of the DECA.\u0000\u0000\u0000Originality/value\u0000This study points out the size and shape difference between the emission control areas in Europe and North America and China’s DECA affects ships’ path choice and SO2 emissions.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-09-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/mabr-03-2019-0012","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44604127","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-06-11DOI: 10.1108/MABR-11-2018-0046
G. Gujar, Sik Kwan Tai
Purpose It is commonly known that numerous incidents of container security failure are detected on a daily basis for which nobody is held legally liable. This state of affairs is essentially due to the shippers providing erroneous information, either inadvertently or by design. However, none of the stakeholders such as the carrier, the port operator, the inland transporter or the dry port operator are saddled with the legal responsibility of verifying the correctness of the information provided by the shippers or moving against them legally for misrepresentation of facts. Design/methodology/approach This paper discusses the issue of container security from a legal perspective with a specific focus on the liability for security failure. While discussing the reasons for non-development of a globally standardized legal regime for container security, this paper also endeavors to suggest possible solutions for the abysmal state of affairs. Findings This state of affairs persists despite the shipper being saddled with the additional responsibility of providing documentary evidence of verified gross mass of the cargo stuffed in the container by International Maritime Organization. Originality/value There is apparently no visible legal action that appears to have been taken against the culprit responsible for the security failure. Thus, the loopholes in the existing legal regime are exploited by all concerned for commercial reasons.
{"title":"Legal liability for container security","authors":"G. Gujar, Sik Kwan Tai","doi":"10.1108/MABR-11-2018-0046","DOIUrl":"https://doi.org/10.1108/MABR-11-2018-0046","url":null,"abstract":"Purpose It is commonly known that numerous incidents of container security failure are detected on a daily basis for which nobody is held legally liable. This state of affairs is essentially due to the shippers providing erroneous information, either inadvertently or by design. However, none of the stakeholders such as the carrier, the port operator, the inland transporter or the dry port operator are saddled with the legal responsibility of verifying the correctness of the information provided by the shippers or moving against them legally for misrepresentation of facts. Design/methodology/approach This paper discusses the issue of container security from a legal perspective with a specific focus on the liability for security failure. While discussing the reasons for non-development of a globally standardized legal regime for container security, this paper also endeavors to suggest possible solutions for the abysmal state of affairs. Findings This state of affairs persists despite the shipper being saddled with the additional responsibility of providing documentary evidence of verified gross mass of the cargo stuffed in the container by International Maritime Organization. Originality/value There is apparently no visible legal action that appears to have been taken against the culprit responsible for the security failure. Thus, the loopholes in the existing legal regime are exploited by all concerned for commercial reasons.","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-06-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/MABR-11-2018-0046","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41591803","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-06-03DOI: 10.1108/MABR-08-2018-0024
George K. Vaggelas
Purpose Going beyond the usual approach of measuring port performance – focusing on the efficiency of port operations – this paper aims to look into shipping lines and other port users’ perceptions on port performance. Design/methodology/approach The paper develops a framework measuring the perceptions of port users (i.e. shipping companies, shippers, etc.) on port performance. A typology of elements that shape port users’ perceptions has been developed with an eye on capturing the peculiarities of different port markets. Based on this typology, a tool to assess users’ perspectives, and subsequently evaluate, any given port has been developed. The tool provides port authorities the flexibility they need for customized approaches. The developed evaluation mechanism has been tested on a group of European seaports, and the results are presented by this study. Findings The framework and its pilot application unveil the key parameters that port users take into consideration when evaluating the effectiveness component of port performance. Moreover, the importance and evaluation ratings of specific performance parameters allow for a GAP analysis of the collected data. Research limitations/implications The paper advances scholarly and practical discussion on how of port users’ perceptions can be a valuable tool for port performance measurement. Practical implications The proposed tool can be a valuable add-on for port authorities to evaluate their performance from the port users’ point of view and take the necessary actions to improve it. Also, the tool can be used for the evaluation of a new process, infrastructure. The evaluation of port users’ perception of port performance can and must be part of a European ports observatory, as it is a set of indicators that clearly reflects the satisfaction of port users by engaging their view on port performance issues, instead of relying almost exclusively on port-generated data. Originality/value The paper develops a framework for measuring port user’s perception on port performance, which is flexible and can be applied in any port.
{"title":"Measurement of port performance from users’ perspective","authors":"George K. Vaggelas","doi":"10.1108/MABR-08-2018-0024","DOIUrl":"https://doi.org/10.1108/MABR-08-2018-0024","url":null,"abstract":"\u0000Purpose\u0000Going beyond the usual approach of measuring port performance – focusing on the efficiency of port operations – this paper aims to look into shipping lines and other port users’ perceptions on port performance.\u0000\u0000\u0000Design/methodology/approach\u0000The paper develops a framework measuring the perceptions of port users (i.e. shipping companies, shippers, etc.) on port performance. A typology of elements that shape port users’ perceptions has been developed with an eye on capturing the peculiarities of different port markets. Based on this typology, a tool to assess users’ perspectives, and subsequently evaluate, any given port has been developed. The tool provides port authorities the flexibility they need for customized approaches. The developed evaluation mechanism has been tested on a group of European seaports, and the results are presented by this study.\u0000\u0000\u0000Findings\u0000The framework and its pilot application unveil the key parameters that port users take into consideration when evaluating the effectiveness component of port performance. Moreover, the importance and evaluation ratings of specific performance parameters allow for a GAP analysis of the collected data.\u0000\u0000\u0000Research limitations/implications\u0000The paper advances scholarly and practical discussion on how of port users’ perceptions can be a valuable tool for port performance measurement.\u0000\u0000\u0000Practical implications\u0000The proposed tool can be a valuable add-on for port authorities to evaluate their performance from the port users’ point of view and take the necessary actions to improve it. Also, the tool can be used for the evaluation of a new process, infrastructure. The evaluation of port users’ perception of port performance can and must be part of a European ports observatory, as it is a set of indicators that clearly reflects the satisfaction of port users by engaging their view on port performance issues, instead of relying almost exclusively on port-generated data.\u0000\u0000\u0000Originality/value\u0000The paper develops a framework for measuring port user’s perception on port performance, which is flexible and can be applied in any port.\u0000","PeriodicalId":43865,"journal":{"name":"Maritime Business Review","volume":" ","pages":""},"PeriodicalIF":3.0,"publicationDate":"2019-06-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1108/MABR-08-2018-0024","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46511412","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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