{"results":[{"id":"crossref_10.65232/xh5yav58","title":"The Influence of the Timeliness of Goods Delivery, The Speed of Goods Delivery Time, The Transparency of Goods Delivery Information on Customer Satisfaction and Company Performance Case Study at Posind Kendari Main Branch Office","authors":[{"name":"Adam Nugroho"},{"name":"Melia Lestiani"},{"name":"Saptono Waskito"}],"abstract":"This study aims to determine the effect of timeliness of goods delivery on customer satisfaction and company performance with a case study on PosIND KCU Kendari which in the current era of globalization, the development of businesses engaged in the goods delivery industry is increasing. So that consumers have many choices in using shipping services that can be trusted with good service quality. One way to increase competitiveness is to provide quality service in accordance with the interests of consumers by understanding the needs and desires of consumers (Tjiptono, 2012). There are several service considerations that can create customer satisfaction for goods delivery services, including speed of delivery time, timeliness of delivery, and transparency of delivery information. As one of the oldest logistics companies in Indonesia, Pos Indonesia has played an important role in supporting economic activity, both at the local and national levels. With an extensive distribution network covering urban areas to remote areas, Pos Indonesia has a competitive advantage in reaching all corners of the country. One of the main challenges faced by Pos Indonesia is competition with similar technology-based logistics companies, which offer faster and more flexible delivery services. In addition, changes in consumer behavior that are increasingly oriented towards digital platforms, such as e-commerce, require Pos Indonesia to continuously adapt to remain relevant in the market. Operational constraints, such as efficient route management, limited infrastructure in some areas, and high distribution costs, one of which is the imbalance between the increasing demand for distribution services and the limited availability of infrastructure in some areas, are also issues that require serious attention. However, the challenges of managing distribution channels in the digital era are increasingly complex. This research is a quantitative study that aims to determine the effect of on time delivery of goods on customer satisfaction and company performance. The population in this study were POSIND KCU Kendari service users. The study population was 150 customers with a sample size taken as many as 109 respondents determined by the Slovin formula, using the random sampling method. Data collection is done through the distribution of questionnaires. The analysis technique used is the PLS (Partial Least Square) analysis method with SmartPLS3.2 software. The results of this study indicate that the T-Statistic value for the variable speed of delivery time is 4.289 where the T-Statistic\u003e 1.96, p-value = 0.001. This means that there is a positive and significant influence on customer satisfaction. There is a positive and significant influence on the timeliness of delivery of 3.286 where the T-Statistic\u003e 1.96, p-value = 0.001. There is a positive and significant effect of information transparency of 2.896 where the T Statistic\u003e 1.96, p-value = 0.004. There is a positive and significant effect of customer satisfaction of 29.174 where the T-Statistic\u003e 1.96, p-value = 0.000.","source":"CrossRef","year":2025,"language":"en","subjects":null,"doi":"10.65232/xh5yav58","url":"https://doi.org/10.65232/xh5yav58","pdf_url":"https://apcoreonlinejournal.org/index.php/AOJ/article/download/44/29","is_open_access":true,"published_at":"","score":69},{"id":"doaj_10.4102/jtscm.v18i0.1099","title":"Acknowledgement to reviewers","authors":[{"name":"Editorial Office"}],"abstract":"No abstract available.","source":"DOAJ","year":2024,"language":"","subjects":["Shipment of goods. Delivery of goods","Transportation and communications"],"doi":"10.4102/jtscm.v18i0.1099","url":"https://jtscm.co.za/index.php/jtscm/article/view/1099","is_open_access":true,"published_at":"","score":68},{"id":"doaj_10.1186/s41072-024-00182-z","title":"Toward an efficient sea-rail intermodal transportation system: a systematic literature review","authors":[{"name":"Tareq Abu-Aisha"},{"name":"Jean-François Audy"},{"name":"Mustapha Ouhimmou"}],"abstract":"Abstract Effective ground transportation modes linkage with the seaport plays a crucial role in facilitating smooth cargo movement from marine transportation mode to the inland areas and vice versa. Unlike road transportation, rail linkage is a cost-effective and environmentally friendly option. Inadequate sea rail connectivity within the seaport hampers cargo movement speed and impacts overall port capacity. This systematic review places emphasis on sea rail intermodal transportation at the seaport. The review categorizes and analyses previous research contributions to the sea-rail intermodal transportation system, and is organized into five categories: performance evaluation, problem-solving methodologies, planning issues, factors affecting sea rail intermodal transportation, and enhancement strategies within the context of sea rail intermodal transportation. The study discerns current research patterns and identifies gaps within the existing literature while also offering insights into potential future research avenues.","source":"DOAJ","year":2024,"language":"","subjects":["Shipment of goods. Delivery of goods","Transportation and communications"],"doi":"10.1186/s41072-024-00182-z","url":"https://doi.org/10.1186/s41072-024-00182-z","is_open_access":true,"published_at":"","score":68},{"id":"doaj_10.1016/j.martra.2024.100113","title":"Optimal scheduling of maintenance dredging in a maritime transportation system","authors":[{"name":"Michael Hanowsky"},{"name":"Kenneth Ned Mitchell"},{"name":"Keshav Kothari"},{"name":"William Jeff Lillycrop"},{"name":"Drew Loney"}],"abstract":"A maritime transportation system is a network of ports and commercial terminals connected by navigation channels and navigable inland rivers that enables international trade and the global supply chain. The channels and rivers are subject to recurring sedimentation, which reduces available depths, sailing drafts, and volumes of cargo that vessels can transport between ports. To maintain this network at sufficient depths and enable cost-effective maritime transportation, a specialized fleet of dredging vessels, or dredges, periodically remove accumulated sediment and restore capacity. Scheduling dredges to perform work requires simultaneous consideration of factors specific to the location, dredge, and underlying maritime network and, in practice, often results in significant inefficiencies and delays. Previous models proposed in the literature to optimize dredge scheduling are either intractable or consider only limited aspects of the problem. This paper defines the problem of tactical dredging portfolio scheduling, introduces the General Dredge Scheduling Model (GDSM) as a constraint programming model to solve this problem, and applies GDSM to a realistic problem composed of a portfolio of dredging jobs, fleet of dredges, and sets of seasonal and environmental restrictions.","source":"DOAJ","year":2024,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.martra.2024.100113","url":"http://www.sciencedirect.com/science/article/pii/S2666822X2400011X","is_open_access":true,"published_at":"","score":68},{"id":"doaj_10.1016/j.martra.2023.100085","title":"Carbon dioxide mitigation from public procurement with environmental conditions: The case of short-sea shipping in Norway","authors":[{"name":"Asbjørn Torvanger"},{"name":"Jostein Tvedt"},{"name":"Inger Beate Hovi"}],"abstract":"We investigate the potential for greenhouse gas (GHG) emission cuts for the Norwegian short-sea (domestic) maritime segments of express boats, offshore support vessels, and aquaculture support vessels in comparison to ferries in Norway. Public procurement conditional on climate-friendly operation is catalyzing a transition to battery-electric operation, where most ferries will be battery-electric or fueled by hydrogen by 2030. The comparison to ferries is performed with the help of a methodology inspired by the multi-attribute utility method, which contains 11 features related to technology, operation, and acceptance. This score is used to adjust the 70% CO2 emission reduction achieved by ferries. Based on this methodology, the CO2 emission reduction potential for express boats, offshore support vessels, and aquaculture support vessels is estimated to be 46%. Consequently, these short-sea shipping segments could reduce CO2 emissions by 0.8 million tonnes from 2017 to 2030, which is equivalent to 1.5% of Norwegian emissions in 2017. Norway's experience indicates that there is a sizable potential for reducing CO2 emissions for public procurement conditional on climate-friendly solutions for short-sea shipping in other shipping nations.","source":"DOAJ","year":2023,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.martra.2023.100085","url":"http://www.sciencedirect.com/science/article/pii/S2666822X23000047","is_open_access":true,"published_at":"","score":67},{"id":"doaj_10.1186/s41072-023-00151-y","title":"Drivers of railway container transports between China and Finland","authors":[{"name":"Olli-Pekka Hilmola"},{"name":"Weidong Li"}],"abstract":"Abstract On the China–Europe route, the sea used to dominate entirely continental transports, but in the last decade the railways started to gain some ground. However, it took number of years that railway volumes grew as significant, and finally coronavirus era (2020–2021) promoted much higher usage. This was the case not only on the main route Poland–China, but also on the more northern and lower-volume routes, such as Finland–China. This research uses regression analysis of the latter route to reveal factors that have an effect on rail container volumes. It is shown that Baltic Dry Index (BDI) and coronavirus related variables have influenced most container volumes on the Finland–China route. Oil price development has also played some sort of role. Interestingly, sea port handling of Finland does not play any significance in the model, nor does foreign trade between countries. Findings could be explained with the low starting ground of service, and dominance of sea transportation.","source":"DOAJ","year":2023,"language":"","subjects":["Shipment of goods. Delivery of goods","Transportation and communications"],"doi":"10.1186/s41072-023-00151-y","url":"https://doi.org/10.1186/s41072-023-00151-y","is_open_access":true,"published_at":"","score":67},{"id":"doaj_10.1016/j.ajsl.2022.08.001","title":"Operational performance model for Indian container terminals using qualitative comparative analysis","authors":[{"name":"VPS Nihar Nanyam"},{"name":"Kumar Neeraj Jha"}],"abstract":"Trend forecasting shows that Indian container terminals will handle 25 million twenty-foot equivalent units (TEUs) by 2025. However, improving operational performance is the best strategy to achieve this target. Many factors have adversely affected the Indian container terminal's operational performance despite the fact that the Indian government has undertaken several initiatives. This study identifies factors and interactive effects of the factors influencing the operational performance of Indian container terminals. A conceptual model is developed using fuzzy qualitative comparative analysis (QCA) encompassing the successful factors. The conceptual model developed through QCA includes the physical characteristics, driving factors, and challenges. This study reveals the combined and individual effects of the identified factors. The results show that the most common factors are the quay infrastructure, yard infrastructure, infrastructure up-gradation, system initiatives, reefer systems, and logistics advantage. This study adds to the existing literature regarding the Indian container terminals' performance and supports the decision-makers in improving the operational performance of container terminals.","source":"DOAJ","year":2022,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.ajsl.2022.08.001","url":"http://www.sciencedirect.com/science/article/pii/S2092521222000268","is_open_access":true,"published_at":"","score":66},{"id":"doaj_10.1186/s41072-022-00119-4","title":"Cold ironing: modelling the interdependence of terminals and vessels in their choice of suitable systems","authors":[{"name":"Jeroen Pruyn"},{"name":"Jelle Willeijns"}],"abstract":"Abstract Cold ironing has the potential to reduce the impact of ship exhausts in densely populated areas. However, especially for tankers, the implementation of this concept is almost non-existent. Still, these vessels have a relatively high port energy use, despite relatively short port visits, as they provide power to both pumps and inert gas systems during unloading and loading. A key factor in the reluctance, besides the fact that a sparkless connection is required, is the lack of a standard and the uncertainty from both tanker owners visiting a berth and terminal owners on which shore power systems to apply. This paper investigates the interdependency between ship and terminal owner choices for systems and establishes the overall most economical solution. Cold ironing was reviewed to identify existing systems and solutions and analyse the tanker fleet and terminals. The insights were combined in an integrated economic model consisting of two sub-models; one relating terminal decisions to a cold ironing price and one establishing the vessel side costs and savings. By using fuel price as an input and acceptance rates (for both terminals and vessels) for cold ironing systems as key variables to determine. The models have been used to identify the potential of cold ironing for shortsea and parcel tankers against different fuel prices and % of fleet and terminals that have shore power equipment. In all cases, shore power was not economical, which was caused by the high costs of the fixed costs of electricity, due to the high powers required. Interesting avenues for further research would be to increase the individuality of the model using e.g. an agent based model. Also extending the model with a battery pack on the terminal to allow for peak-shaving could lead to much lower costs and higher economic potential.","source":"DOAJ","year":2022,"language":"","subjects":["Shipment of goods. Delivery of goods","Transportation and communications"],"doi":"10.1186/s41072-022-00119-4","url":"https://doi.org/10.1186/s41072-022-00119-4","is_open_access":true,"published_at":"","score":66},{"id":"doaj_10.56258/issn.2763-8197.v2n2.p37-58","title":"AS FSRUS E A ANTAQ: A REGULAÇÃO DE EMBARCAÇÕES ESTRANGEIRAS FUNDEADAS NO BRASIL","authors":[{"name":"Livia Resende Lara"}],"abstract":"\nO presente trabalho tem por objetivo identificar o tratamento regulatório concedido às embarcações do tipo FSRU (floating storage regasification unit) pela Agência Nacional de Transportes Aquaviários (ANTAQ) enquanto instância administrativa especializada. O estudo se justifica pela inovação trazida pela embarcação, que, embora autopropulsada e apta a atuar no transporte de GNL, tem sido utilizada em território nacional como unidade estacionária em projetos do setor de óleo e gás. A pesquisa realizada se caracteriza como qualitativa, realizada a partir de coleta de dados primários (CRESWELL, 2007) e de acesso público. As decisões analisadas foram definidas a partir da busca pelas palavras-chave “FSRU” e “regaseificação” entre os anos 2016 e 2021 na base de dados pública da própria instituição. Do conteúdo dos atos decisórios, concluiu-se que as decisões adotadas pela Diretoria Colegiada da ANTAQ não versaram sobre o processo de afretamento de embarcações deste tipo para fins de transporte e apoio marítimo, e são de cunho deliberativo em requerimentos de registro de embarcações FSRU como instalações portuárias ou de caráter interpretativo acerca das normas sobre o uso de tais embarcações em áreas portuárias operacionais.\n","source":"DOAJ","year":2022,"language":"","subjects":["Commerce","Shipment of goods. Delivery of goods","Private international law. Conflict of laws","Naval Science"],"doi":"10.56258/issn.2763-8197.v2n2.p37-58","url":"https://mlawreview.emnuvens.com.br/mlaw/article/view/61","is_open_access":true,"published_at":"","score":66},{"id":"doaj_10.4102/jtscm.v16i0.771","title":"Measuring customer satisfaction with the Gautrain during the COVID-19 pandemic using the service quality model","authors":[{"name":"Douglas N. Raza"},{"name":"Tshepiso Koele"},{"name":"Morongoa G. Makhafola"},{"name":"Mpho M. Monyemangene"}],"abstract":"Background: The Gautrain was created with the sole purpose of availing efficient transportation between the three metropolitan municipalities, namely the City of Tshwane, the City of Johannesburg and the City of Ekurhuleni. The Gautrain has been transporting more than five million passengers annually. However, ridership decreased drastically because of COVID-19. Poor ridership has resulted in less revenue income and the halting of expansion. In prior years, the Gautrain Management Agency (GMA) measured customer satisfaction levels; however, it has not undertaken such a study since the start of COVID-19 pandemic.\n\nObjectives: The study measured service quality experienced by Gautrain users amidst the COVID-19 pandemic through the service quality (SERVQUAL) model. Unknown customer satisfaction levels with the Gautrain services during the COVID-19 pandemic posed a problem for the agency.\n\nMethod: This study followed a descriptive and quantitative path. A cross-sectional survey via online platforms was used to collect the data. The study had a sample size of 84 Gautrain commuters.\n\nResults: The findings revealed that users experienced a negative service quality in terms of SERVQUAL dimensions, namely assurance, tangibles, empathy and responsiveness.\n\nConclusion: The study concluded that COVID-19 had a negative impact on some of the Gautrain service factors; however, users were still satisfied with some of the service factors. It is recommended that the Gautrain can improve services by understanding what customers expect in terms of service factors during the pandemic.","source":"DOAJ","year":2022,"language":"","subjects":["Shipment of goods. Delivery of goods","Transportation and communications"],"doi":"10.4102/jtscm.v16i0.771","url":"https://jtscm.co.za/index.php/jtscm/article/view/771","is_open_access":true,"published_at":"","score":66},{"id":"doaj_10.56258/issn.2763-8197.v2n2.p124-145","title":"MÉTODOS DE SOLUÇÃO DE CONTROVÉRSIAS NO DIREITO TRIBUTÁRIO INTERNACIONAL","authors":[{"name":"Tatiana Scaranello Carreira"}],"abstract":"\nO presente artigo aborda a importância da adoção de métodos de solução de controvérsias em matéria tributária, com o intuito de pacificar entendimentos dos Estados Contratantes da Convenção Modelo da OCDE acerca de assuntos tão sensíveis que afetam consideravelmente os investimentos. A partir da análise do art. 25 da Convenção Modelo da OCDE, o qual prevê expressamente a possibilidade da adoção do procedimento amigável e da arbitragem tributária pelos Estados Contratantes nos tratados internacionais sobre bitributação celebrados, conclui-se sobre a necessidade de o Brasil avançar nessa seara. Além da análise aprofundada quanto ao previsto na norma da OCDE, no que tange ao Direito Tributário Internacional é indispensável conhecer a posição estadunidense, através de seu órgão, o IRS, analisando como a arbitragem tributária foi adotada pelos Estados Unidos da América em Convenções sobre Dupla Tributação, em especial a firmada com a Alemanha. Por fim, destaca-se Portugal, cujo modelo de adoção da arbitragem tributária por sua legislação interna é objeto de estudo por diversos tributaristas brasileiros que afirmam ser um modelo a ser seguido pelo Brasil.\n","source":"DOAJ","year":2022,"language":"","subjects":["Commerce","Shipment of goods. Delivery of goods","Private international law. Conflict of laws","Naval Science"],"doi":"10.56258/issn.2763-8197.v2n2.p124-145","url":"https://mlawreview.emnuvens.com.br/mlaw/article/view/72","is_open_access":true,"published_at":"","score":66},{"id":"doaj_10.1016/j.ajsl.2020.06.002","title":"Extension of the seaport life cycle (SLC) by utilising existing inland capacity for current and future trade preparation","authors":[{"name":"J. Jeevan"},{"name":"C.K. Yeng"},{"name":"M.R. Othman"}],"abstract":"This paper explores the structure of the seaport life cycle (SLC) of Malaysian container seaports to restructure the seaport development plan. Quadratic regression analysis is proposed to stratify the life cycle stages of seaports through the quantification of throughput volume, and forecast future growth patterns of seaports. The findings show that Port Klang, Penang Port, PTP and Kuantan Port are experiencing the growth stage in their seaport life cycles, while Johor Port is standing at the decline stage of the seaport life cycle. Penang Port and Port Klang are expected to continue growing until 2050. Meanwhile, PTP, Johor Port and Kuantan Port have entered the maturity stage in 2018 and are expected to move into the declining stage by 2050. This paper provides significant evidence about the need to establish a link between seaports and dry ports, and develop a symbiotic strategy to prolong the life cycle of seaports. Academically, this paper provides significant literature on Malaysian seaport cycles, which may be utilised for seaport development plans to cater to the demands of the domestic and global market.","source":"DOAJ","year":2021,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.ajsl.2020.06.002","url":"http://www.sciencedirect.com/science/article/pii/S2092521220300419","is_open_access":true,"published_at":"","score":65},{"id":"doaj_10.1016/j.martra.2021.100009","title":"Support of the speed decision in liner operation by evaluating the trade-off between bunker fuel consumption and reliability","authors":[{"name":"A. Graf von Westarp"},{"name":"C. Brabänder"}],"abstract":"In liner container shipping, the optimization of bunker fuel costs and reliability can theoretically be achieved by steaming the distance in the available time at average, constant speed. However, in reality bunker fuel costs and reliability are mutually contradictory objectives. Due to incidents (e.g. technical problems on board of vessels, bad weather conditions, piracy) speed ups are necessary to arrive on schedule or at least to mitigate the delay. In this paper, a new approach to liner speed management is proposed. In order to manage the trade-off between bunker fuel consumption and reliability of services, a preventive buffer structure is built up to secure the schedule against delays. However, any analytical calculation of the structure and its effects can only be achieved with disproportionate effort. Therefore, a “discrete event simulation” is applied. Although a heuristic attempt does not provide the exact solution, reasonable and wide-ranged solutions are offered. Different decision alternatives are outlined, structured and tested to find appropriate speed profiles. For the evaluation of speed profiles three measures of reliability and deviation (α-reliability: ratio of punctual vessels [in%], β-deviation: average positive deviation from the schedule [in hours], γ-deviation: average negative deviation [in hours]) and costs are illuminated.","source":"DOAJ","year":2021,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.martra.2021.100009","url":"http://www.sciencedirect.com/science/article/pii/S2666822X21000010","is_open_access":true,"published_at":"","score":65},{"id":"doaj_10.1016/j.martra.2021.100015","title":"Short sea shipping: Stated intentions of shipowners and operators in the Southern Africa Development Community Region","authors":[{"name":"Abisai Konstantinus"}],"abstract":"The Southern Africa Development Community (SADC) region has a need to develop its freight transport network to achieve its development objectives, and short-sea shipping (SSS) has been suggested as a way of achieving some of these objectives. The SADC region however requires impetus in terms of strategy and policy to develop SSS. This paper explores the stated preferences of shipowners and operators (maritime carriers) towards SSS in the SADC Region. It reports on a stated intentions survey conducted with 30 maritime carriers in SADC, which is then analysed using the ordered logit model. The relative influence of the following factors on the preference towards SSS is investigated: volumes of dedicated freight, income per unit cargo carried, percentage discount in port dues, percentage discount in terminal handling charges and ship registration provisions. The results reveal that ship registration provisions and terminal handling charges are the two major factors to address in order to develop SSS in SADC. The adoption of a regional maritime cabotage system is recommended as a strategy increase the take up of SSS by maritime carriers. The results can now inform policy and strategy to develop maritime transport in SADC.","source":"DOAJ","year":2021,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.martra.2021.100015","url":"http://www.sciencedirect.com/science/article/pii/S2666822X21000071","is_open_access":true,"published_at":"","score":65},{"id":"doaj_10.33889/IJMEMS.2020.5.4.050","title":"Fabrication Cycle Time and Shipment Decision for A Multiproduct Intra-Supply Chain System with External Source and Scrap","authors":[{"name":"Yuan-Shyi Peter Chiu"},{"name":"Jia-Hang Jhan"},{"name":"Victoria Chiu"},{"name":"Singa Wang Chiu"}],"abstract":"Managers of today’s transnational firms, facing competitive global business environments, always intend to optimize their intra-supply chain systems to meet customers’ multiproduct demands with perfect quality goods, timely delivery, and minimum fabrication-shipping expenses. In the production units of intra-supply chain systems, random scraps are inevitable due to various unforeseen factors. Also, since the in-house capacity is limited, implementing a partial outsourcing plan can help release machine workloads, smooth production schedule, and reduce fabrication uptime. Inspired by these facts, this study explores an intra-supply chain system with random scraps and an external source. We build a mathematical model to portray the characteristics of the studied problem. Model analyses and the renewal reward theorem help us to obtain the expected system cost function. Optimization techniques and Hessian matrix equations are used to jointly decide the optimal cycle time and shipment policy that minimize the expected system cost. Through numerical illustration, we expose the individual and joint impact of diverse system features on the optimal operating policies and other crucial parameters of the studied problem, thus, facilitate managerial decision makings.","source":"DOAJ","year":2020,"language":"","subjects":["Technology","Mathematics"],"doi":"10.33889/IJMEMS.2020.5.4.050","url":"https://www.ijmems.in/volumes/volume5/number4/50-IJMEMS-19-650-54-614-630-2020.pdf","is_open_access":true,"published_at":"","score":64},{"id":"doaj_10.4102/jtscm.v12i0.338","title":"What practice can learn from theory:  The potential impact of disposition decision factors on organisational performance","authors":[{"name":"Amanda Badenhorst"}],"abstract":"Background: Effective disposition decisions can lead to a number of value-adding benefits including economic, environmental and marketing benefits. Despite this, many organisations are not aware of the importance of disposition decisions and the impact they can have on organisational performance.\n\nObjectives: The aim of this study was to demonstrate the potential impact of disposition decision factors on organisational performance.\n\nMethod: This study made use of a qualitative content analysis method on previously published scientific articles on reverse logistics. The sample included 67 published scientific articles between 2006 and 2016. ATLAS.ti software was used to assist with the data analysis process.\n\nFindings: The findings showed a number of factors for disposition decision-making resulting in a number of value-adding benefits, which can improve organisational performance. From the findings, a conceptual framework was developed linking the disposition decision factors with the value-adding benefits and areas of organisational performance improvements.\n\nConclusion: The framework developed in this article contributes to new insights and can help organisations to identify different performance improvement areas associated with certain disposition decision factors.","source":"DOAJ","year":2018,"language":"","subjects":["Shipment of goods. Delivery of goods","Transportation and communications"],"doi":"10.4102/jtscm.v12i0.338","url":"https://jtscm.co.za/index.php/jtscm/article/view/338","is_open_access":true,"published_at":"","score":62},{"id":"doaj_10.4102/jtscm.v12i0.394","title":"Liner shipping cascading effect on Southern African Development Community port strategies","authors":[{"name":"Sumayah Goolam Nabee"},{"name":"Jackie Walters"}],"abstract":"Background: The cascading effect in the liner shipping industry has forced the ply of larger ships to Southern African Development Community (SADC) ports. This requires these ports to revise their strategic development to accommodate the resulting shifts in cargo flows to and from these strategic ports in conjunction with hinterland corridor development.\n\nObjectives: The purpose of this research was to understand the changing landscape of strategic SADC ports and develop future strategies with regard to liner shipping services.\n\nThe main objective was to assess the future development needs of the SADC port system in relation to the cascading effect in liner shipping, linked to the development of hinterland corridors, identifying the limitations and opportunities of each port.\n\nMethod: Descripto-exploratory research and analysis of secondary data were used. An extensive research of 552 sources (journal articles, research reports, books, newspaper and magazine articles and webpages) dating mostly from the year 2000 onwards were analysed.\n\nResults: Durban will remain the preferred container hub port for the foreseeable future if the port can increase its capacity and offer superior customer service in relation to competing ports in the region, such as Maputo, Walvis Bay and Ngqura. Durban is well adapted to accommodate the port and landside requirements resulting from the cascading effect. This is most evident in the depth of the port and port-side handling equipment. The findings confirm that the success of other SADC ports and corridors are subject to regional cooperation and integration without which the dominance of the port of Durban and the Maputo and North–South corridors will continue.\n\nConclusion: The findings of the research indicate that Durban is ideally suited to develop further as a container hub port for the SADC region. This development is subject to a more competitive port landscape in the region as other ports such as Maputo, Walvis Bay and Ngqura improve their liner shipping service offering.","source":"DOAJ","year":2018,"language":"","subjects":["Shipment of goods. Delivery of goods","Transportation and communications"],"doi":"10.4102/jtscm.v12i0.394","url":"https://jtscm.co.za/index.php/jtscm/article/view/394","is_open_access":true,"published_at":"","score":62},{"id":"doaj_10.1016/j.ajsl.2016.09.007","title":"Analysis of the Market Structure and Shift-effects in North China Ports","authors":[{"name":"Manlu Liu, Doctoral Student"},{"name":"Seung Ho Kang, Professor"},{"name":"Woo Chul Ahn, Professor"}],"abstract":"This study divides the foreign trade traffic of major North China ports into export and import cargoes for the past 10 years. Then, the concentration ratios and shift effects are analyzed in order to determine their relationships with the ports’ competition structures. Here, the HHI, a BCG matrix analysis, and the shift effects are applied as study methods. The results indicate that the oligopoly market structure of major North China ports has gradually decreased. Furthermore, the concentration ratios of import cargoes are higher than those of export cargoes, indicating that competition to attract import cargoes will intensify. Therefore, the effects of the South Korea–China FTA mean that the competition structures of these ports with regard to export and import cargoes are highly likely to be differentiated further over time.","source":"DOAJ","year":2016,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.ajsl.2016.09.007","url":"http://www.sciencedirect.com/science/article/pii/S2092521216300499","is_open_access":true,"published_at":"","score":60},{"id":"doaj_10.1016/j.ajsl.2015.03.008","title":"Asian-Pacific Rim Logistics: Global Context and Local Policies","authors":[{"name":"Gi-Tae Yeo"},{"name":"Peter J. Rimmer"}],"abstract":"","source":"DOAJ","year":2015,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.ajsl.2015.03.008","url":"http://www.sciencedirect.com/science/article/pii/S2092521215000127","is_open_access":true,"published_at":"","score":59},{"id":"doaj_10.1016/j.ajsl.2016.01.006","title":"Technical Efficiency Analysis of Container Terminals in the Middle Eastern Region","authors":[{"name":"Ebrahim Sharaf Almawsheki"},{"name":"Muhammad Zaly Shah"}],"abstract":"Despite an increasing number of studies on the efficiency of container terminals, their focus has mostly been on advanced and emerging markets. There are limited studies on container terminals in developing countries such as those of the Middle Eastern region, which are located in a critical geographic position in the international maritime route between the East and the West. Information on their potential for development relative to other terminals worldwide is thus not readily available. This study aims to evaluate the technical efficiency of 19 container terminals in the Middle Eastern region. The DEA approach is used to measure technical efficiency, and slack variable analysis identifies potential areas of improvement for inefficient terminals. The results show that the Jebel Ali, Salalah and Beirut container terminals are the most efficient terminals in the region, and that the least efficient is the terminal in Aden. The results provide valuable information for terminal managers, helping to develop resource utilisation for steady development in operational efficiency.","source":"DOAJ","year":2015,"language":"","subjects":["Shipment of goods. Delivery of goods"],"doi":"10.1016/j.ajsl.2016.01.006","url":"http://www.sciencedirect.com/science/article/pii/S2092521216000079","is_open_access":true,"published_at":"","score":59}],"total":451395,"page":1,"page_size":20,"sources":["DOAJ","CrossRef"],"query":"Shipment of goods. Delivery of goods"}