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Competition among seaports is rapidly increasing due to various factors such as the global recession, resurgence of COVID-19, tight environmental regulations of IMO, sharp rise in ocean freight charges, increasing global uncertainties and growth in ship sizes. It is essential to have precise knowledge of shipping companies' port selection factors to secure the competitive advantage of seaports. This study aims to empirically analyze recent changes in the importance of port selection factors.

By employing a longitudinal study, this study conducted the t-test analysis. The first survey was conducted from January 2005 to April 2005. Then, the second survey was conducted in May 2021.

First, the importance of port facilities (berth length and the number of berths, shed and terminal areas, possession of adequate equipment and maximum berth size) increased significantly. Second, while ship and cargo safety were the critical port service factors in previous studies, speed, flexibility and reliability for handling cargo and berthing schedule were found to be crucial in this study. Third, the importance of ship arrival/departure frequency, route diversity and ship arrival/departure information systems increased when shipping companies selected the port.

This study has academic significance in that it reveals the changing importance of port selection factors in the 2020s and has taken the form of a longitudinal study on the importance of port selection factors from 2005 to 2021, moving beyond the cross-sectional approach. This study can provide valuable insights into and implications for port policymakers and managers when developing and formulating port policies and strategies.

The aim of this study is to provide a holistic analysis of all possible maritime business logistics processes related to import and export shipments in a fuzzy environment through a case study of a maritime logistics company based on the as-is and to-be models within business process management (BPM).

The analyses considered the following perspectives: (i) in the stage of the process identification, the definition of the problem was carried out; (ii) in the stage of the process discovery, ocean department was divided into ocean export/import operation departments; ocean export/import operation were divided into freight collect/prepaid operation processes; ocean export/import logistics activity groups were broken down into sub-activities for freight collect/prepaid operation; the logistics activity groups and their sub-activities were defined; each sub-activity as either operation or documentation process group was classified; the durations of sub-activities were evaluated by decision-makers (DMs) as fuzzy sets (FSs); the monthly total jobs activities were estimated by DMs as FSs; the applied to monthly jobs activities of total shipments were estimated by DMs as FSs; the durations of each sub-activities were aggregated; the duration of the logistics activity groups and the sub-activities for per job were calculated; the cumulative workload of logistics activity groups and sub-activities were calculated; the duration of sub-activities for per job as operation or documentation departments were calculated, (iii) in the stage of the process analysis, cumulative ocean export/import workload as operation or documentation for freight collect/prepaid were calculated; duration of activity groups and sub-activities for per job as operation or documentation were calculated; cumulative workload activity groups and sub-activities as operation or documentation were calculated, (iv) in the stage of the process redesign, cumulative workload, process cycle time as operation and documentation group and required labor force were calculated; the process cycle time of the theoretical, the as-is model and the to-be model were calculated: (i) the theoretical minimum process cycle time without resource were calculated by the critical path method (CPM), (ii) the process cycle time of the as-is model perspective with the 1 person resource constraint and (iii) the process cycle time of the to-be model perspective with the 2-person resource constraint were calculated by the resource constrained project scheduling problem (RCPSP) method.

The methodology for analyzing the ocean department operation process was successfully implemented in a real-life case study. It is observed that the results of the to-be model can be applicable for the company. The BPM-proposed methodology is applicable for the maritime logistics industry in the present study; however, it can be applied to other companies in maritime logistics as well as other industries.

This study contributes to research using BPM methodology in maritime logistics. This is the first study the logistics process analyses were carried out in terms of including all operation processes for a company. All processes were analyzed by using BPM methodology in maritime logistics. This study demonstrated the application of the BPM as-is and to-be models to maritime logistics. The as-is and the to-be models of the BPM methodology were applied in maritime logistics.

This methodology applied in this study can enable organizations operating in the time-urgent maritime logistics sector to manage their logistics processes more efficiently, increase customer satisfaction, reduce the risks of customer loss due to poor operational performance and increase profits in the long term. Through the use of these methodologies utilizing FSs, the CPM and the RCPSP methods, this study is expected to make contributions to the BPM literature and provide original insights into the field. Furthermore, this study will undertake a comprehensive analysis of maritime logistics with respect to BPM to deliver noteworthy contributions to the maritime logistics literature and provide original perspectives into the field.

This paper aimed to assess the service quality of the main seaports in Oman, which were Sohar, Ad Duqm and Salalah. The aim was to come up with ways to enhance the port service quality (PSQ) in Oman so that it could align with the Sultanate of Oman Logistics Strategy (SOLS) 2040 goals and achieve excellent and efficient operations.

To evaluate the service quality level of the port operators, this paper used a descriptive research design with Resources, Outcome, Process, Management, Image/reputation and Social (ROPMIS) modelling.

The findings indicated that the overall PSQ rating was currently between “satisfactory” and “very satisfactory” levels. However, the study also found that by empowering resources, outcomes, processes, management, image and social responsibility aspects, the port operators could provide a “high” quality of service, making their seaport operations more effective and efficient.

The study offers recommendations for improving port services in Oman, including investment in modern seaports, upgrading infrastructure and facilities, ensuring safety and efficiency of cargo operations, meeting and exceeding customer expectations, adopting new technology and automation, hiring policies that attract diverse talents, implementing environmentally friendly practices and improving governance. Overall, this study contributes to the literature and managerial practices in PSQ aspects and its contribution to the SOLS 2040 in Oman.

The originality and novelty of this study lie in its comprehensive assessment of the service quality of Oman's ports and the identification of areas for improvement to achieve outstanding service levels.

This paper presents a systematic review of the literature in the domain of maritime disruption management, upon which future research framework and agenda are proposed. Two review questions, i.e. the measures that are employed to manage disruptions and how these contribute to resilience performance, were pursued.

The systematic literature review procedure was strictly followed, including identification and planning, execution, selection and synthesis and analysis. A review protocol was developed, including scope, databases and criteria guiding the review. Following this, 47 articles were eventually extracted for the systematic review to identify themes for not only addressing the review questions but also highlighting future research opportunities.

It was found that earlier studies mainly focused on measures, which are designed using mathematical models, management frameworks and other technical support systems, to analyse and evaluate risks, and their impacts on maritime players at the levels of organisation, transport system and region in which the organisation is embedded. There is, however, a lack of research that empirically examines how these measures would contribute to enhancing the resilience performance of maritime firms and their organisational performance as a whole. Subsequently, a Digitally Embedded and Technically Support Maritime Disruption Management (DEST-MDM) model is proposed.

This review is constrained by studies recorded by the Web of Science only. Nevertheless, the proposed research model would expectedly contribute to enhancing knowledge building in the specific domain of maritime disruption management and supply chain management overall while providing meaningful managerial implications to policymakers and managers in the maritime industry.

This research is perhaps one of the first studies which presents a systematic review of literature in maritime disruption management and proposes a future research framework that establishes the link between disruption management and resilience and organisational performance for empirical validation.

The objective to achieve economic growth and sustainable development (SD) within the maritime industry has ever since been the ultimate goal of the International Maritime Organization and its stakeholders. Coupled with this effect, the United Nations organization has also mandated all its bodies to adopt sustainable working policies and practices towards the achievement of SD in its 2030 Agenda. From the standpoint of an emerging economy, this study aims to examine green maritime practices adopted by maritime authorities towards the achievement of SD in the maritime industry of Ghana. The proposed conceptual model of this study supports the natural resource-based view theory advocated by Hart (1995).

The dataset of this study was gathered using semi-structured questionnaires. A total of 635 valid responses were received as feedback which were tested and analyzed using partial least square structural equation modelling. The rationale for the adoption of this analytical tool is its resilient ability to handle a relatively small quantity of datasets. It is also suitable for empirical studies involving model development and at the early stage of theory development.

The findings of the study are as follows; firstly, quality maritime education and training directly and significantly influence green maritime transport (GMT), clean ocean and maritime resource conservation (COMRC), green port operations and services (GPOS), SD and waste management and treatment systems (WMTS). Secondly, GMT, COMRC, GPOS and WMTS have a direct significant influence on SD. Lastly, GMT, COMRC, GPOS and WMTS partially mediate the relationship between quality maritime education and training and SD.

This study proposes a conceptual model that attempts to explain to maritime authorities and stakeholders that although the adoption of green maritime practices significantly influences SD, yet, it may be insufficient without quality maritime education and training provided to maritime professionals. Hence, emphasizing that all maritime personnel receive quality maritime education and training to enhance the long-term achievement of SD in the maritime industry. It also attempts to prove and suggest to maritime authorities how they can collectively integrate both onshore and offshore green maritime practices to achieve SD.

The originality of this study shows in testing a conceptual model that affirms that, achieving SD in the maritime industry is dependent on quality maritime education and training received by maritime personnel, hence, demonstrating the significant role of maritime training institutions towards the maritime industry and the achievement of SD.

The term competitive has always been used as a comparison to provide a distinction between two or more things. Southeast Asia handles billions of tonnes of global seaborne trade annually. Thus, there is a necessity to look in detail at the performance indicators of port competitiveness on the basis of port performance.

This study has categorized 18 Malaysian bulk terminals into two different classes based on various performance indicators. The distinctions used a hierarchical cluster analysis by arranging the performance indicators. The technique is among the most popular techniques used to form homogeneous groups of entities or objects.

In this study, it was found that two classes were classified as being competitive from the homogeneous groups created. Based on the performance metrics chosen, Group 1 had the lowest score and Group 2 had the highest score. It was found that the Westport and Northport of Klang Port had the best performance of all.

A major challenge for the study is the lack of variables relevant to other port competitiveness requirements, and a detailed research study is needed to gather information on the satisfaction of terminal customers, the paperwork involved, the accuracy and consistency of tariffs paid, the level of safety at sea and on land and environmental protection around the facility site.

The study on ports has been given less attention among researchers in this particular area. Therefore, this paper focuses on the port terminals in Malaysia and compares port performance metrics between ports to determine their competitiveness.

In the context of Saudi Arabia, this chapter investigates how clustering promotes knowledge sharing and transfer in an emerging, government-directed industry cluster. It is determined that lateral actors play a key facilitating role, and formal and informal mechanisms and interpersonal links among actors support that cluster knowledge exchange. Limited social capital strength and depth and a lack of trust that prevents knowledge sharing are partially explained by the cluster's limited vertical and horizontal actors.

The productivity of a port is a measure that is important to different stakeholders: port administrators (port authority), third-party logistics providers, manufacturers and consumers, among others. This study analyses productivity in terms of vessel movement efficiencies (loading/unloading of cargo) and container release from port facilities. Both factors add to the overall productivity in any port.

A comparative analysis of the productivity of three ports is measured using a Quality Function Deployment (QFD) and benchmarking analysis to help establish strategies that will help improve productivity. Considering the information confidentially the authors will call the ports according to their geographic location. The ports under study are the USA Southeast Port (Port of America), Central Asian Port (Port of Asia) and Central Europe Port (Port of Europe).

This study has established an analysis strategy that allows seeing points of sale in the ports. This study will compare three different continents, only to demonstrate the applicability of QFD and benchmarking. Still, the strategy can be used in ports that compete due to their proximity and location. Identifying the variables to be analyzed made it possible to establish a strategy to increase productivity.

There are many studies that analyze port productivity, but none try to standardize the variables to be compared in different scenarios. This study has compared three ports from three different geographical areas, using the same variables in all three cases. The study critically analyses the performance of three ports and proposes a strategy based on QFD and benchmarking research.

This article aims to explore the concept of chain value of the public port system in Ecuador from the perspective of importing/exporting companies, analyzing how perceived value in the use of port services affects customer satisfaction and the intermediate links of the influence of trust and commitment on customer loyalty.

Relying on a survey of 634 Ecuadorian companies with experience in international trade as port users and a theoretical framework well-established in the literature on consumer behavior, the empirical study found evidence of a positive and significant relationship with the knowledge of chain effects.

The findings confirm the chain effect and reveal ways to maintain an ongoing satisfactory, trust and committed relationship with users, thereby ultimately gaining and maintaining their loyalty. The conclusions suggest how this postulate can help to close the gap referred to the effective management of port services, and point out that port managers should be concerned with a continuous in-depth understanding of the perceived value and its chain effects.

The authors add evidence of the use of the postulate of the chain of effects on these dimensions, whose applicability is very well established, tested and consensual for the doctrine in industrial marketing. In contrast, it is scarcely present in the port relationship with its users.

This study aims to systematically review strategy making in the seaport context during a period of hyper uncertainty.

A systematic review using the context, intervention, method and outcome (CIMO) framework is conducted in the domains of strategy making and the port sector taking account of hyper uncertainty caused by Brexit.

Strategy making (under conditions of hyper uncertainty) is shown to evolve from both stakeholder/supply chain embedded relationships and from chief executive officer and extra organisational inputs. Through an iterative process of internal resourcing, stakeholder engagement strategy development can be seen to impact five key outcomes of an emerging strategy making under hyper uncertainty: economic returns; societal and regional impacts; deeper improved market engagement; improved environmental sensing and potential for dynamic capability development.

The systematic review integrates the existing fragmented research landscape regarding strategy making under hyper uncertainty, provides future research trajectories and develops a framework emerging from the review.

The framework offers port management and policymakers a tool to improve their engagement with strategy making under hyper uncertainty and associated outcomes.

The systematic review consolidates the fragmented literature and presents future research trajectories. The framework of strategy making under hyper uncertainty developed from the CIMO framework develops existing knowledge and contributes to academic theory.