Asian Journal of Shipping and Logistics最新文献

Cyberattacks on worldwide port facilities have highlighted the urgent need for port facility security officers (PFSOs) to upgrade their cybersecurity knowledge and skills. This study used the survey data from all international container ports in Thailand and analyzed the results from two perspectives, i.e., IT and security officers. Based on 73 responses, cybersecurity knowledge and skill would become essential for PFSOs than ever before because the port digitalization and automation would shape the PFSOs career to a technically-oriented specialist rather than a multi-skilled generalist. Furthermore, the responsibilities of PFSOs would extend to cover cyber risk management, which enables them to prevent the digital port facilities from emerging cyber threats. Therefore, they should learn how to incorporate the existing risk management process with cyber risk management and cybersecurity knowledge because these would be the foundation for PFSOs to practice cybersecurity skills. At the end of the learning process, PFSOs could also gain cybersecurity competence once they have mature knowledge and skill, which would be the vital element of port security hygiene.

This study aims to contribute to the stable growth of the logistics industry by analyzing the differences in the financial structures within the Korean logistics industry and the impact of these financial structures on management performance.

This result shows that there are differences in financial factors that affect return on assets (ROA) and return on equity (ROE) by business types in the logistics industry, they require more management improvement efforts to enhance the soundness of their financial structure. Therefore, they need to recognize differences in major financial factors that affect performance according to the type of business it owns and push forward pre-emptive measures such as management efficiency and improvement of profits accordingly and the diversification of its continuous business portfolio.

The Northern Sea Route (NSR) has gradually become viable because of sea ice melting in the Artic. There is a large and diverse body of research on the NSR, investigating aspects such as weather, the environment, legal security, infrastructure and technologies, shipping transportation, and economic issues. However, there has been scant research carried out from a macroscopic perspective on NSR research trends. The purpose of this study is to analyze the trends in research about the NSR by applying a social network analysis. By collecting keywords from academic papers on the NSR, a network of keywords and two indexes (degree centrality and betweenness centrality) are accessed and analyzed. The results show that the trends can be divided into three periods (1899–1999, 2000–2009, 2010–2019). Throughout all periods, the issue of climate change causing the ice in the Arctic to melt has been a consideration for many scholars. In addition, “national security” and “oil exploitation” were important keywords in the first period. In the second period (2000–2010), in addition to words related to the environment, such as “sea ice” and “climate change,” the term “ocean transport” appears and becomes a central topic of research. This is because when the NSR has a non-icy period, ocean transport through the NSR can be deployed. The research trends become obvious in the third period (2011–2019) with two primary research areas: climate change and shipping area, which accurately measure the benefit and cost. This paper shows the importance of the NSR, reviews the main research topics involving the NSR, and informs researchers and authorities as to the trends in academic research on the NSR.

This paper fills the gap in the literature of applying an exponential smoothing model in the oil shipping market forecasting. The author refines the adaptive combined model with B-criterion based on Brown's model with modification by Trigg and Leach. Forecasting the values of the average time-charter equivalent of a tanker along 6 different routes of oil transportation in the world ocean during the crisis period 2015–2019. The accuracy of the proposed method is superior to naive, autoregression methods and machine learning models in all used error metrics. The obtained accuracy in 71% of cases is available for commercial use by operators and charterers of the tanker fleet.

The transportation sector is one of the largest fuel consumers and pollutant contributors worldwide. The International Maritime Organization predicts that the greenhouse gas (GHG) emissions from transportation will be increasing significantly until 2050, driven by the growth in global maritime trade. Managing logistics distribution routes is considered a possible approach for controlling GHG emissions. This study aims to implement a green logistics concept in the logistics distribution of petroleum products—gasoline, kerosene, and diesel—in eastern Indonesia, whose supply sources are refineries located in Balikpapan and Kasim. A multi-objective approach is used to implement the green logistics concept. Multi-objective optimization is conducted using the AIMMS software to optimize a logistics system consisting of a multi-depot, multi-product, and heterogeneous fleet. The optimization is performed to determine the best logistics route and the amount of products delivered using certain types of fleets to minimize transportation cost and GHG emissions using constant speed. In addition, this study also investigates the effect of variable speed on cost and CO₂ emissions. For the constant speed case, the distribution routes obtained for the minimizing cost scenario tends to maximize the utilization of transit terminals while in the minimizing emissions scenario tends to deliver directly to the distribution centers, so the route decision in multi-objective optimization scenario is combination of the two. The multi-objective optimization results an 11% cost reduction and a 17% GHG emission reduction compared with the current values. The comparison between constant and variable speed reveals that the variable speed is preferred to constant speed as it gives lower emissions with slight changes in cost.

This paper develops conceptual value chain alliance models through literature review and case studies. And it analyzes economic, industrial and logistics environments of Vietnam, Indonesia, Thailand, Myanmar and Ghana. Then the structure, flow and partnership of VC and SC and willingness to participate in the alliance of manufacturers, distributors and logistics firms in those countries are analyzed, through literature review, questionnaire analysis, site visits, interviews and case studies. Based on such analyses, the business models and strategies for global alliance among VC participants including manufacturers, distributors, LLPs and logistics SMEs are developed.

This study attempts to take a close look on corporate governance, board practices and performance of shipping firms in Bangladesh. The study has conducted a survey on 24- shipping firms operated in Bangladesh and collected perceptional data from top tier executives and factual data from firms balance sheet and income statement. The results of descriptive statistics show that most of the firms’ managers are not aware about the corporate governance and board practices of the firm. Moreover, there is significant lack of transparency in the board practices documented among the shipping firms in this study. The results of regression analysis confirm that board ownership, board leadership, board size, and firm size have significant impact on firm performance. Moreover, factual analysis results show that board leadership has significant impact on firm performance. However, this study also confirmed that board composition has no significant impact on firm performance in the context of Bangladeshi shipping firms. Thus, this is of the essence to spotlight on corporate governance policies in the shipping firms to make legal aspects of board practices to escalate the growth of shipping industry in Bangladesh.

Reasonable layout of logistics centers in the ASEAN countries has important practical significance for improving logistics network efficiency and reducing logistics transportation costs. This paper based on the current status of the ASEAN logistics network and the characteristics of the hub-and-spoke network, taking the minimum total cost as the optimization goal, establishing the central location model, and the design self-adaptive genetic algorithms to solve it. Therefore, the number of central nodes in the ASEAN logistics network has been determined, the radiation range between nodes, and route allocation. The results indicate that the ASEAN network layout model is a hub-and-spoke logistics network. With Singapore as the logistic center hub node. Jakarta logistics development belt will form the main radiating logistics demand cities of Kuching and Ho Chi Minh city. Kuala Lumpur logistics development belt’s main radiating logistics demand cities will be East Kalimantan and Da Nang city. Chon Buri logistics development belt mainly radiates the cities of Phnom Penh and Riau city. Bangkok logistics development belt mainly radiates the cities of Hanoi, Vientiane, and Yangon city.

Maritime transportation is preferred over other transportation forms for trade and has seen a significant increase worldwide. One of the problems that often occur in maritime transportation is the high cost because vessels' availability and capacity will always be the same while the demand tends to increase and erratic for each period. A mathematical model was developed in this study to determine the optimal value of container cargo and shipping frequency simultaneously to minimise the shipping cost for each voyage. To solve the container cargo optimisation problem, we presented an integer linear program, while for the scheduling, we used the greedy algorithm. Microsoft Excel Solver and LINDO software were used to solve the problem in this study. We provided computational calculations to simulate our mathematical model. The results show that the developed model produces feasible solutions for all scenarios due to the objective function and the constraints. Overall, our scheduling results can reduce the shipping frequency. The optimal solution value of container cargo and the scheduling results for each scenario are different because the total number of transported containers for each scenario is different.