ABSTRACT
Purpose This paper aims to explore the comparative analysis of marketing strategies between seaports and dry ports. Second, this paper proposes a recommendation to improve marketing approaches in both nodes.Design/methodology/approach This research analyzes current marketing approaches to improve the freight volume and enhance interrelation between them for a comprehensive collaboration in the freight supply chain. This research employed semi-structured interviews via an e-interview questionnaire.Findings The result shows that dry port and seaport practice a mixed marketing strategy. Some marketing elements that a seaport applies are also applied by a dry port, like focusing on the target customer, joining exhibitions and face-to-face meetings. Customized service to clients, frequent discussion on the effective marketing plans and increasing the facilities at the seaport and dry ports can improve the marketing strategies in dry port and seaports.Originality/value Seaports are the critical components in esteem-driven context, which add to supply chains by creating value-added services in the transport chain. Nonetheless, research between dry ports and seaports has increasingly drawn the attention of scholars during the last decade. Having said like that, there have not been any pragmatic studies undertaken in the Malaysian context that mainly discusses the marketing prospect of the dry ports and seaports especially during COVID-19 outbreak.
ABSTRACT
The maritime transportation network is a global system connected to most major cities. This network is relatively unexamined as a viral transmission route. An essential step in understanding the risk of maritime transmission is characterizing linkages between seaports. Records of ship arrivals in Florida were obtained for the first half of 2020, during the initial wave of the COVID-19 pandemic. Over 45,000 individual vessel calls to 17 Florida ports were recorded, including over 9,600 large ships capable of long-distance voyages. The prior port calls of all vessels were back-traced up to 2 months before they arrived in Florida. We identified 19,579 prior calls to countries on 6 continents and many island nations and territories. The most common (66%) previous port regions were in the Americas and the Caribbean, western Europe (8.5%), and eastern Asia (5.0%). Cargo class vessels had the largest number and most interconnected set of prior port visits compared to large Tanker, Passenger, and Personal craft. The history of incoming vessels varied between Florida ports, with some receiving a majority of vessels from U.S. prior ports, but most receiving a majority with non-US priors. Some implications of these findings for vessel tracking and the development of protection measures at ports are discussed.
ABSTRACT
The purpose of this study was to analyze the impetus that the pandemic caused by the new Covid-19 coronavirus will provide to the acceleration of the automation of the Port Logistics processes in the Port of Callao in Peru. The study was carried out from a qualitative approach, using the conceptual - inductive and phenomenological method as specific methods. Likewise, to collect the information, the in-depth interview technique applied to six specialists involved with the Port of Callao and its different operations was used. The information collected from the informants was developed through the synthesis and the Atlas.ti software. Regarding the investigative findings and conclusions, the pandemic has changed the way of conducting international business around the world, and a gap has opened in relation to the use of social networks, the internet and the tools that it brings with it. have become indispensable for this economic area, and also for the processes of exporting and importing goods and services, in the same way, to stop contagion and the spread of the virus, the governments of each country have adopted measures that have affected both producers as well as consumers.
ABSTRACT
Seaports are important infrastructures to support international trade. Therefore, it is vital that port efficiency and productivity are continuously evaluated and improved. In this context, the objective of this article is to evaluate both the technical efficiency and the change in productivity of the six most important Tunisian commercial seaports, Bizerte, Rades, Sousse, Sfax, Gabes, and Zarzis, over a period of twelve years from 2005 to 2016. To achieve this objective, the data envelopment analysis (DEA) method is applied. The first output-oriented DEA application is about efficiency evaluation, which, for each seaport, allows the estimation of overall technical efficiency, pure technical efficiency, and scale efficiency. The second application concerns the evolution of the productivity of Tunisian seaports during the study period using the Malmquist DEA-based productivity index. The productivity analysis is performed according to the year (period) and according to each studied seaport. The first output-oriented DEA method provides that the overall technical efficiency in the above-mentioned ports is 69.4% while the pure technical efficiency is 83.3%. Furthermore, the average scale efficiency is about 82.6%, which implies that the decreasing type of returns to scale dominates in this study. Regarding the second DEA application for productivity evolution, the obtained results from the data analysis revealed that it fell by 6.7%, mainly due to the degradation of the technological change (8.3%). The results obtained provide useful basic criteria for establishing efficiency improvement strategies for each studied seaport.
ABSTRACT
Purpose: The maritime port in Guadeloupe, a French island in the Lesser Antilles, is set to be transformed into a major logistics hub catering to the Greater Caribbean and the Lesser Antilles. The increase in shipping generated by expansion of the Panama Canal and the development of the cruise industry are the two main factors which contributed to the shift in the Island's policy that aims to capitalise on the increase in the expected shipping traffic in the region. This article examines various areas and policies which have been implemented so far by the Port of Guadeloupe and considers the innovative ways used to achieve its objectives and raises the question as to whether the Guadeloupian development in the logistics area is likely to be a force to be reckoned with in the Caribbean region. Design/methodology/approach: The approach employed involves the analysis of material extracted from published articles and information from periodic progress reports obtained from the Port of Guadeloupe. Findings: The study showed that the Port of Guadeloupe had implemented various changes to achieve its objectives of becoming a major logistics hub in the region and "the smart port" of the Caribbean, which is likely to represent a challenge to Jamaica's aspiration to be the major port in the Caribbean. Research limitations/implications: Much of the published information accessed on the Guadeloupian Port and elsewhere is written in French, which could limit access to English speakers in conducting related research. Practical implications: Rapid logistic port development is taking place in the shipping arena in the French-speaking Caribbean and the Guadeloupian logistic hub's aim to be the number one "smart port" in the region could be realised sooner than expected. Social implications: If the Port of Guadeloupe achieves its objectives, it could impact on jobs in the shipping industry in the English-speaking Caribbean and affect people's standard of living. Originality/value: The question as to whether the Port of Guadeloupe is a threat to other Caribbean ports has not yet been explored and the findings of this investigation would be useful to other port authorities.
ABSTRACT
This paper presents an analysis of the effect of SARS-CoV-2 coronavirus pandemic and related restrictive measures on the activity of the Italian fleet of trawlers, which represents one of the most important fisheries in the Mediterranean Sea. We integrated multiple sources of information including: 1) fleet activity data from Vessel Monitoring System, the most important satellite-based tracking device;2) vessel-specific landing data disaggregated by species;3) market and economic drivers affecting the effort variation during the lockdown and in the related fishing strategies;4) monthly landings of demersal species in the main Italian harbours. These data sources are combined to: 1) assess the absolute and relative changes of trawling effort in the geographical sub-areas surrounding the Italian coasts;2) integrate and compare these changes with the market and economic drivers in order to explain the observed changes in fishing effort and strategy;3) analyse the changes of the fishing effort on the Landing-per-unit-effort (LPUE) in order to further understand the strategy adopted by fishers during this crisis and to infer the potential consequence for the different stocks. The results provide an overview of the effects of the “COVID-19 shock”, in terms of fishing activity and socio-economic drivers, demonstrating that the consequences of the pandemic have been very varied. Although the COVID-19 shock has caused a marked overall reduction in activity in the first semester of 2020, in some cases the strategies adopted by fishermen and the commercial network linked to their activity have significantly reduced the impact of the emergency and taken back catch and effort to levels similar to those of previous years. These results could provide insights for management measures based on fleet reduction and temporal stops.