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A port plays a crucial role in total logistics chain by conducting its function as a gateway for inbound (import) and outbound (export) cargo operations. The port has traditionally been regarded as a connecting place where handles ships on one side and cargoes on the other side. These interactive functions to be carried out by the port imply that a port organization should be established, maintained and altered in a way that generates a value-adding activity to the whole logistics chain. This paper aims to suggest an alternative direction for a port organization in context of changing global logistics environment so as to be better prepared for the ever-changing business horizon. Such an attempt will provide global logistics and port management with a strategic insight into innovative and responsive port organizational strategies.

It is claimed that port supply chain integration (PSCI), thanks to its attributes, holds a potential to trigger a port to strategically sustain performance- and competitiveness-measures through strengthening and/or reinforcing an array of port sustainability aspects. This paper aims to empirically investigate the existent influence of PSCI on economic and environmental pillars of port sustainability.

Based on a resource-based view, this paper hypothesises that PSCI has a certain impact on port “economic” sustainability (PECS) and port “environmental” sustainability (PENS). Measures of PSCI, PECS and PENS are refined and validated using data collected from the maritime logistics industry in Egypt, and structural equation modelling is employed to test the hypothetical relationships.

The results indicate that a port having adopted an integrative strategy into supply chains could enhance its cost and operational efficiency, financial and investment situation, while offering high-quality services to its customers. Similarly, PSCI is emphatically correlated with water and air pollution management, energy efficiency and green port management practices.

Having identified the acute potential of PSCI for sustainable development in maritime logistics and supply chains, this line of research allows port operators and/or authorities to better understand strategic options with which they are able to improve their sustainability practices. This paper is, however, limited only to two dimensions of sustainability by not exploring the “social” aspect of port sustainability due to data-related issues.

This line of research could be regarded as an extended application from other industrial sectors to the port industry in a way to empirically examine the inclusive relationship of PSCI with economic and environmental parameters. The findings from this research make a due contribution to the field of port sustainability in general and Egyptian ports in particular.

In the shipping industry, both sales and purchases of second-hand ships and freight transport services are prevalently tailormade and traded with intense bilateral negotiations. Price bargaining is the key step of this negotiation process and plays a crucial role in determining mutually agreed prices. Despite its cruciality and applicability, the price bargaining has yet received due conceptual and/or theoretical attention in the shipping literature. This paper attempts to conceptually examine the role of bargaining in shipping transaction prices and subsequently puts forward directions for future research. In doing so, the paper focuses on two types of transactions taking place in shipping markets: asset market trading of second-hand vessels and service market trading shipping freights.

The paper begins with a systematic literature review of price bargaining in the field of economics and management disciplines from a game-theoretic perspective. This approach does logically lead to the establishment of a conceptual framework for price bargaining in shipping sub-markets as a step toward having taken into consideration a variety of heterogeneities commonly present in trading activities and market dynamics.

A set of research areas has been consequently identified where price bargaining and mechanisms for the shipping freight and asset markets could be further explored and analyzed in a way to make better pricing decisions under a more tangible framework.

One of the critical challenges when using bargaining mechanisms to make a decision on pricing shipping services and assets is how to operationalize the study for empirical investigation as some of the factors are internal information of the players and are not adequately revealed to externals: that is, an imperfect information sharing case. The current study aims, however, not to conduct an empirical analysis but to initiate a conversation among maritime economists by bringing their attention to this not-yet fully explored and potentially impactful field of research and by asking them to treat bargaining from a perspective for pricing shipping assets and services. It is claimed that, by doing so, one could better understand price differences between individual contracts.

This study would be considered the first of its kind to provide a detailed survey of the bargaining theory and models from a game theoretical perspective as a theoretical lens to understand its importance and relevance in pricing shipping assets and services. It also provides a simplified operational case on utilizing bargaining in practically pricing freight services.

To examine the EU ‘Short Sea Shipping’ (SSS), its ‘motorways of the sea (MoS)’ and green ports, within short sea maritime logistics.

To present past research and report recent developments speculating on future trends.

The dominance of SSS over road is questioned; as road transport has expanded, hubs are expected to become larger and fewer with feeders. Road transport is not certain to follow SSS and its four motorways. This result was responsible for the relocation of industry from West to East and North–East inter-port competition.

The SSS ship size and port are undefined; specific data on these concepts are unavailable.

‘Door-to-door’ services are highly sought after in this sector, but difficult to establish.

The green element introduced here, mainly for ports, will dominate future discussions because of the high importance given to climate change.

This chapter outlines for the first time the development of the policy on EU Eco-ports, the relocation of industry, the West–East port competition, the MoS and the long-term deterioration of SSS logistics which is likely to persist in the future.

There is significant amount of literature tackling different issues related to the port industry. The present chapter focuses on a single business unit of seaports aiming at the documentation of works related to container terminals.

An effort to review, collect and present the majority of the works present in the last 30 years, between 1980 and 2010, has been made in order to picture the problems dealt and methods used by the authors in the specific research field. To facilitate the reader, studies have been grouped under five categories of addressed problems (productivity and competitiveness, yard and equipment utilization, equipment scheduling, berth planning, loading/unloading) and four modelling methodologies (mathematics and operations research, management and economics, simulation, stochastic modelling).

The analysis shows that most works focus on productivity and competitiveness issues followed by yard and equipment utilisation and equipment scheduling. In reference to the methodologies used managerial and economic approaches lead, followed by mathematics and operations research.

In reference to future research, two fields have been identified where there is scope of significant contribution by the academic community: container terminal security and container terminal supply chain integration.

The present chapter provides the framework for researchers in the field of port container terminals to picture the so far works in this research area and enables the identification of gaps at both research question and methodology level for further research.

This chapter explains the impact containerisation has on the various partners of the global supply chain and the challenges companies encounter and the solutions they use in dealing with empty container repositioning.

The phenomenon of imbalanced container flows and its impact on shipping lines, shippers, container haulage companies, port development and the economy are presented. Special attention is given to explain the many solutions companies use to reduce the impact of empty container repositioning, hence tracing out the past research that led to these solutions and pointing to potentially new research directions in the future.

Because of the widespread use of containerisation and the imbalanced container flows that results from globalisation, empty container repositioning will be an ongoing issue for the maritime logistics industry. Many solutions are being used, but there is room for improvement and more research is needed.

Empty container repositioning is an important issue but has not been deemed as such in the literature. This chapter explains the reasons it is important and that its impact is not limited to shipping lines only but affects the whole supply chain.

This chapter reviews and analyses the contemporary development of liner shipping, port development and competition. It begins with a comprehensive review on the latest developmental trends of liner shipping and business strategies, as well as their impacts on port development and competition. Then, it discusses the responses of ports, past, present and (likely) future, in addressing these new demands and challenges. A very important point from this analysis indicates that, in the past decade, port development and competition have gradually evolved from being individual, technical efficiency-oriented to become more regional, economic efficiency-oriented. At the same time, ports have also moved out of their rather passive positions and undertaken positive steps to avert the traditionally strong bargaining power of shipping lines. This illustrates that port development and competition is a continuous morphological process which can change dramatically within a rather short period of time. This chapter provides a new perspective on port development and competition and a decent platform for further research.