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1 – 10 of 40Spyros Niavis and Georgios Vaggelas
The significant benefits associated with cruise tourism have mobilized port industry, as progressively, a large number of ports are developing cruise operations. Although…
Abstract
Purpose
The significant benefits associated with cruise tourism have mobilized port industry, as progressively, a large number of ports are developing cruise operations. Although increasing cruise traffic is a major goal for cruise ports, homeporting constitutes a strategic target of the majority of ports due to its greater economic benefits for both the port itself and its hinterland. The establishment of homeport traffic in a cruise port is subjected to a variety of port internal and external factors. Taking these into account, the paper aims at defining elements that affect the potential of a cruise port to become a homeport.
Design/methodology/approach
A sample of 47 Mediterranean ports is selected to form the basis for the implementation of an ordinal regression model which links the likelihood of ports to attract homeport traffic with seven explanatory variables which emerged from relevant literature and are split in the main categories of ports’ and hinterlands’ characteristics. To fit the model into the paper’s data, ports are divided into three categories based on their homeport cruise traffic.
Findings
The results of the empirical model signify that both internal and external factors affect the potential of a port to become a cruise homeport. Concerning the internal factors, adequate infrastructure allowing the facilitation of the last generation of cruise ships and the presence of a private enterprise in ports’ operation seems to foster homeport traffic. Additionally, efficiency in operations seems to be a crucial element. On the other hand, the connectivity of port’s; hinterlands, tourist infrastructure and the level of economic growth are proved to be the hinterlands’ elements which increase the likelihood of a port to attract additional homeport traffic.
Practical implications
The model forms a comprehensive evaluation basis for whether a cruise port should intensify its pursuit of homeport traffic, as the estimated coefficients could support port and local authorities to understand their competitive position against other ports and spot their strengths and weaknesses.
Originality/value
The paper contributes in the research dealing with the identification of crucial elements of homeporting from the port’s point of view. Although, it should be mentioned that previous efforts targeting on revealing the characteristics affecting the homeporting potential of ports mostly have been based on questionnaires and expert judgements or empirical models in which the total – and not the homeport traffic – was used as the dependent variable. With the proposed empirical model, home-porting choice analysis is transferred, on the one hand, from the stated preferences level to the revealed preferences level and, on the other hand, from an indirect to a direct approximation of the issue.
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Danying Song, Joseph S. Chen and Ke Dong
Given the rapid growth of the Chinese cruise market, several Chinese cities are attempting to become a hub for cruise ships. The aim of this study is to evaluate the…
Abstract
Given the rapid growth of the Chinese cruise market, several Chinese cities are attempting to become a hub for cruise ships. The aim of this study is to evaluate the competitiveness of those cities with regard to hosting cruises. It employs a cloud model that transforms the qualitative description of competitive indicators into quantitative measurement and assesses the competitive advantage and specialization of the top homeports in China. Questionnaires are delivered to experts from eight cruise ports in China and the cloud model based on 14 evaluation factors is used to analyze the competitiveness of the ports under investigation. The result shows that the city’s scale, population, and development have been the main factors for assessing the competitiveness of port cities. The research provides insight about the Chinese cruise port cities’ competitiveness, which is particularly useful for future development decision and marketing strategies of ports and prospective destinations.
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Jeronimo Esteve-Perez and Antonio Garcia-Sanchez
Cruise traffic has dynamically advanced worldwide over the past two decades. This maritime business and tourism typology is strongly concentrated in several links that comprise…
Abstract
Purpose
Cruise traffic has dynamically advanced worldwide over the past two decades. This maritime business and tourism typology is strongly concentrated in several links that comprise the cruise product. With regard to destination regions, the concentration occurs both in the few worldwide destination regions and in the specific ports within a given destination region. Moreover, in a cruise itinerary’s configuration, there is a strong spatial dependence between the ports that comprise it. Taking these into account, the aims of this paper are to identify the current competitive positions of Spanish cruise ports and to explain the different features of the competitive positions obtained.
Design/methodology/approach
A sample of 21 Spanish ports is selected to conduct a competitive positioning analysis. The analysis is developed by applying portfolio analysis based on the “growth-share matrix” adapted to the port industry. Moreover, the sample of ports is divided into three groups based on geographical positions of ports on the Spanish coast, and each group is analysed separately.
Findings
The three Spanish coastal areas have a behavioural pattern in which few ports concentrate the greater share of the cruising activity. The highest number of competitive positions are mature leader and high potential. In the three Spanish coastal areas, there are ports with these positions. Additionally, there are homeports available in the three coastal areas.
Originality/value
The paper contributes to the research of the cruise industry sector especially from the point of view of cruise ports. The results obtained may be useful to cruise port managers for developing strategies aimed at increasing cruise traffic in a port.
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This study investigates whether higher catch rates near a marine protected area (MPA), and/or in other fishing areas within a choice set, attract more fishers. A survey conducted…
Abstract
Purpose
This study investigates whether higher catch rates near a marine protected area (MPA), and/or in other fishing areas within a choice set, attract more fishers. A survey conducted in the fishing grounds near an MPA located in south east of Mauritius in the Indian Ocean shows concentration of fishers in regions with lower catch rates. This contrasts with the predictions of the “fishing the line” hypothesis and the ideal free distribution (IFD) that fishers are likely to be attracted near the MPA with higher resource abundance.
Design/methodology/approach
Using the random utility model as the framework and the random parameter logit (RPL) model, the study attempts to explain spatial behaviour of fishers. Expected catch and catch variability are modelled using the Just and Pope (JP) production function. The study also estimates effort elasticities with respect to expected catch and catch variability and simulates the relocation of effort from area closure.
Findings
The paper concludes that higher catch does attract fishers but is a partial and very restrictive explanation of fishers' behaviour. The “fishing the line” hypothesis does hold to some extent, but it should not be taken for granted that rising catch rates in adjacent waters will increase fishing pressure. The paper concludes that factors such as catch variability, distance from homeport to fishing ground, potential physical risk and attitudes towards risk of fishers affect spatial behaviour of fishers and should be considered for the placement and size of MPAs. The study also finds that the responsiveness of effort to catch rates is lowest in areas which are already heavily fished and easily accessible.
Practical implications
The identification of fishing areas as complements (when fishing in one area increases fishing effort in another) and substitutes is valuable information for determining the placement and size of an MPA. A larger reserve is likely to have more displacement effect in this case than a smaller one. Therefore, a small or a network of a small reserve may be appropriate. The premise to select the site and size of the reserve is to avoid overconcentration of fishers in alternative fishing areas, which can be vulnerable to excessive fishing and unintended effects from fishers.
Originality/value
The paper contributes to an understanding of fishing behaviour and its impact on the configuration of marine reserves. It discusses the importance of effort elasticities to determine the placement and size of an MPA. Studies on this topic are very scanty in the Indian Ocean region. It also shows the application of location choice model, the RPL model and the JP production function in the fisheries sector for a small island.
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Fritz Pinnock, Ibrahim Ajagunna and Sandra Casanova
The purpose of this paper is an assessment of logistics services and tourism infrastructure in the Caribbean. The objective is to examine the efficiency and competitiveness of the…
Abstract
Purpose
The purpose of this paper is an assessment of logistics services and tourism infrastructure in the Caribbean. The objective is to examine the efficiency and competitiveness of the logistics and tourism environment in the region.
Design/methodology/approach
Given the low levels of implementation of logistics services in Barbados and Jamaica, this study is exploratory, and it is hoped that future studies can build on this assessment of Barbados and Jamaica, and by extension the Caribbean.
Findings
Governments across the Caribbean need to recognize that the development of an effective logistics industry rests with improved technology, a proper legislative framework, the development of competent human resources and modern infrastructure development.
Research limitations/implications
The study was limited to Barbados and Jamaica, and so it is not representative of the rest of the Caribbean, as economies like Trinidad and Tobago, the Bahamas and the Dominican Republic have stronger trans-shipment and cruise tourism activities.
Practical implications
With the low pace of logistics development in the Caribbean, the demand for logistic services, which involve planning, managing and executing the movement of goods and information within global supply chains, will continue to be largely by firms’ desire to outsource some or all logistics-related activities to specialists.
Social implications
The need to plan for the development of a competent and certified pool of human resources to support the development of a logistics and tourism industry is critical. This therefore requires the development of specialized skills, knowledge and the competence of a flexible and agile workforce.
Originality/value
The focus on Barbados and Jamaica provide an adequate picture of the logistics markets and regulatory frameworks in different contexts of the Caribbean, including an economy directly connected with the global marketplace with a relatively diversified product structure, and another less extensively connected and diversified product structure.
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Jerónimo Esteve-Pérez and Antonio García-Sánchez
The cruise tourism industry has experienced a positive evolution, with an average annual growth rate in the worldwide number of cruise passengers of 7.84% between 1990 and 2013…
Abstract
The cruise tourism industry has experienced a positive evolution, with an average annual growth rate in the worldwide number of cruise passengers of 7.84% between 1990 and 2013. This chapter presents an empirical analysis particular to Spanish cruise ports and their associated tourist hinterlands. With regard to cruise ports, an evolution analysis and port portfolio analysis technique using the growth-share matrix for the period 2000–2013 is applied in order to identify the competitive positions of a range of 18 ports in the Spanish Mediterranean coast. While for the tourist hinterland of each port is characterized the geographical area encompassed. The results obtained identify the different competitive positions of ports and the different types of hinterlands characterized.
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Alan C. McKinnon and Deepak Tallam
As the volume of retail sales distributed to the home rises, the proportion of deliveries made when there is no one at home (i.e. “unattended”) is also likely to increase…
Abstract
As the volume of retail sales distributed to the home rises, the proportion of deliveries made when there is no one at home (i.e. “unattended”) is also likely to increase. Traditionally unattended delivery involved leaving orders on the doorstep or with a neighbour. In recent years new systems of secured delivery have been developed, many of them employing reception boxes. This paper classifies the main types of unattended delivery and assesses their relative security. It identifies security problems common to most forms of unattended delivery and examines ways of overcoming them. It also advocates more rigorous analysis of the trade‐offs between delivery cost, customer convenience and security, particularly by the new generation of “e‐fulfilment’ companies.
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Po-Hsing Tseng and Tsz Leung Yip
Cruise tourism is the fastest-growing segment of the shipping and port industry. This study aims to develop an analytic model to assess the key criteria and sub-criteria…
Abstract
Purpose
Cruise tourism is the fastest-growing segment of the shipping and port industry. This study aims to develop an analytic model to assess the key criteria and sub-criteria influencing four cruise port's development in Taiwan.
Design/methodology/approach
Based on the literature review, four criteria and 13 sub-criteria are developed and analysed by fuzzy analytic hierarchy process (FAHP). Four cruise ports include Kaohsiung, Keelung, Taichung and Hualien ports. The 26 relevant field experts (including cruise operators, governmental officials and academics) were invited to provide information for assessing the sub-criteria in the model.
Findings
The results indicate that port infrastructure and facilities are the most important criterion, followed by port-city development plans, port geography and climate and port regulations and services. In addition, the three most important sub-criteria overall are the onshore tourism programme, the city’s historical and cultural features and the green port hinterland transport system. Also, Keelung port is ranked as the best port, followed by Kaohsiung, Taichung and Hualien.
Originality/value
As Asia is an important cruise market in the world (ranked as third) and passenger number in Taiwan has achieved the top two in Asia, denoting Taiwan is a good market to develop an evaluation model of cruise ports. The findings present a holistic picture of the relative importance of the various criteria associated with cruise port development and raise issues related to cruise port marketing and the economic and environmental sustainability of ports and their hinterlands.
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Ibrahim Ajagunna and Sandra Casanova
The aim of this paper is to examine the post-pandemic prospects for the luxury yacht industry in the coming decade in contrast to those for mega cruise ships.
Abstract
Purpose
The aim of this paper is to examine the post-pandemic prospects for the luxury yacht industry in the coming decade in contrast to those for mega cruise ships.
Design/methodology/approach
The paper employed a qualitative approach via an examination of industry analysis and discussion with industry experts in tourism, cruising and luxury yachting.
Findings
Based on industry analysis and discussion with key stakeholders, the finding is that the luxury yacht industry responded well to its market from the onset of the pandemic, and will continue on this path in both luxury and sporting yacht categories. To regain customer support after the long period of travel restrictions, cruise lines will have to significantly reduce their prices in order to stimulate demand. This, coupled with approximately 40% reductions in load capacity is a blow to the industry. Hence, this calls for the industry to commit itself to the present safety protocols, which are an added cost to their operations. In contrast, the luxury yacht industry is presented with a golden opportunity as a result of these constraints as it can stimulate revenue through charters and rentals.
Practical implications
There was never anticipation of a global pandemic that would bring tourism operations to a total halt. The question is, what recovery strategies have been employed by the small island states that have invested millions of US dollars over the last two decades in expanding or developing new cruise ports? Given the historical perspective for Errol Flynn Marina in Port Antonio, Jamaica, the Port Authority of Jamaica can reposition the Marina to take advantage of the new opportunity that has been created for the yacht industry by coronavirus disease 2019 (COVID-19).
Social implications
It is likely that more Caribbean nationals will be employed on luxury yachts as compared with the less than 5% of Caribbean nationals employed on cruise ships prior to the pandemic.
Originality/value
The economies of most Caribbean Islands and many other small island developing states (SIDSs) are heavily dependent on tourism; specifically cruise tourism during the cruise season. Some of these countries continue to anticipate a quick recovery for the cruise industry. This anticipation may not yield an immediate result because of the protocols that are needed in response to the pandemic. This paper shows that in the mid to long-term, the returns from significant investment in port development must be realized and the luxury yacht industry presents one such opportunity. This paper is helpful because the present outlook for cruising is not good, and so a new approach and strategy must be put in place to develop new products.
Mikko Punakivi, Hannu Yrjölä and Jan Holmström
One of the biggest challenges in B2C e‐commerce is the so‐called “last mile”, the home delivery service for the customer. Particularly in electronic grocery shopping it is…
Abstract
One of the biggest challenges in B2C e‐commerce is the so‐called “last mile”, the home delivery service for the customer. Particularly in electronic grocery shopping it is difficult to combine profitability and high service level. The authors’ simulations suggest that the unattended reception of goods reduce home delivery costs considerably, by up to 60 percent. Unattended delivery has not been widely used because it requires investments and commitment from the customer. The two main approaches to unattended delivery are the reception box concept and the delivery box concept. The reception box is a refrigerated, customer‐specific reception box installed at the customer’s garage or home yard. The delivery box is an insulated secured box equipped with a docking mechanism. The reception box concept results in more effective home delivery transportation and the delivery box concept in smaller investment to achieve unattended receipt. This article assesses these two different concepts. The cost savings in transportation are analysed using simulation. The operational cost savings are compared to the respective investments required to calculate the payback period. Both concepts proved to be feasible but which one works better is not only a question of financial justification. The possible additional value to customers and overall suitability to the market must also be considered.
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