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Recently, inland Chinese regions have become the major manufacturing base for most manufacturing firms. Accordingly, with this change, many shipping companies attempted to provide proper logistics service activities to maintain their business. Hence, this study aims to empirically examine the logistics service preference segments for Chinese landlocked regions from a manufacturer's perspective. By understanding these attributes, not only shipping companies but also logistics companies can provide proper service to their customers.

The preliminary logistics service attributes are determined using an interview and in-depth questionnaire with logistics experts from the local private and government sectors in southwest China and few international logistics coordinators. This study conducted importance-performance analysis (IPA) and used a customer dissatisfaction attitude index to evaluate the priorities for improving logistics service attributes. Cluster analysis is subsequently performed to group respondents on the basis of their factor scores.

Five crucial logistics service dimensions were identified by the factor analysis, namely, packing and storage, logistics supporting, logistics information, transportation planning and information inquiry. The results also revised the IPA model. The top five service attributes that needed to be improved were carrier selection, ship scheduling inquiry, route planning and inquiry, cargo receiving station and freight forwarding. By applying the factor analysis, this study reduced the 27 logistics attributes derived from the literature review to five underlying critical factors.

This study contributes to the inland logistics by investigating the preferences of manufacturers in Chinese landlocked regions. Moreover, in land logistics in China is lacking in the literature; hence, several important implications can be derived from this study's results.

The Incheon Region has numerous assets that fall within a Pentaport model.' These include the Incheon International Airport, the Port of Incheon, a coastal industrial park, free economic zones, a leisure port, and Songdo new town designed to be the future Silicon Valley of Korea. This paper looks at how Northeast Asia trade flows between China and Korea might be enhanced by application of the Pentaport model in making the Incheon region a North East Asian Hub. It looks also at their trade and logistics systems as well as their water borne commerce. It proposes an integrated transportation system for the Yellow Sea Region being beneficial to the economies of the Northeast Asia. It also stresses that innovative technologies for ships, terminals and cargo handling systems should be introduced to develop a competitive short sea shipping system in the region and cooperation among the regional countries will be essential to achieve the final goal. The potential of methods of container shipping is discussed as it might apply to short sea shipping in the Yellow Sea Region that could greatly facilitate Incheon's situation with respect to the broader region in application of the Pentaport model.

This paper aims to present a brief discussion on the geopolitical aspects of diplomatic divergences between India and Bangladesh regarding the Rohingya issue. Presently, more than a million people are living in 30 refugee camps in Bangladesh. In August 2017, the plight of Rohingya refugees broke all the previous record and had largely affected the Cox's Bazar region of Bangladesh when Bangladesh decided to provide shelter to the Rohingyas, identifying them as “Forcibly Displaced Myanmar Nationals (FDMN). Due to geographical closeness and historical linkage with both Myanmar and Bangladesh, India, despite taking strict measures to avoid any cross-border opportunities for Rohingyas, could not escape the consequences. Myanmar, due to its strategic position and natural resources, has always been the epicentre of attention and investment of foreign powers. The crisis has all the elements in it to create political turbulence in South Asia and South East Asia. A peaceful environment based on mutual trust and cooperation is required for the continuing economic growth of the region. Considering the importance of in-depth research in this arena, the study pursued the qualitative method.

The growth of China’s economy during the 1990s has both shaped and reflected changes in the span and function of the country’s shipping connections both within Asia and with the rest of the world. Although sea-land developments within China have been studied, less attention has been paid to the wider global implications stemming from the transformation of the country’s maritime geography during a decade of further market reforms and greater integration into the world economy. Consequently, there is a need to comprehend how China’s state-owned shipping industry has been reorganized during the 1990s to meet the new requirements, with special reference to the country’s liner shipping connections between and within Asia respectively. More purposely, these topics are addressed by examining changes in the organization, approach and set of connections of the state-owned China Ocean Shipping (Group) Company (Cosco) and its post-1993 offshoot COSCO Container Lines Company Ltd (Coscon). This review provides a springboard for a detailed analysis of shifts in both extra- and intra-Asian shipping patterns between 1990 and 2000 and consideration of their strategic implications. Finally, short-sea shipping is defined and the phenomenon’s operational strengths and weaknesses discussed.

In the past few decades, the concept of corporate social responsibility (CSR) has received substantial interest in the competitive business environment. This study aims to empirically examine the impact of CSR on corporate image, organizational commitment and organizational performance in ocean freight forwarders.

Five critical CSR dimensions were identified based on factor analysis: consumer interests, employee interests, environmental management, disclosure and corporate commitment and sponsorship. Structural equation modelling was subsequently performed to examine the hypothesized relationships among CSR, corporate image, organizational commitment and organizational performance.

Results indicated that CSR had significantly positive effects on corporate image and organizational commitment, whereas corporate image was positively related to organizational commitment and organizational performance, respectively. Organizational commitment was also positively related to organizational performance. However, CSR did not have a significant direct effect on organizational performance.

This study intended to conduct a survey on logistics service providers; however, due to the limited availability of research on ocean freight forwarding service providers, the present sample was limited to ocean freight forwarding enterprises.

From a theoretical perspective, this study contributes to the field by identifying the important dimensions of CSR and their effects on corporate image, organizational commitment and organizational performance. Particularly, it demonstrated the effect of CSR on ocean freight forwarding employees’ organizational commitment.

This paper aims to analyze the effectiveness of aid in stimulating investment using different measures of aid and up-to-date panel time-series techniques. This study controls for endogeneity by using dynamic ordinary least squares (DOLS) and minimizes the risk of running a spurious long-run relationship by using series that are cointegrated. This paper finds evidence that aid promotes investment in countries with good institutional quality and gain interesting insights on the influence of country characteristics and the amount of aid received. Aid is ineffective in countries with unfavorable country characteristics such as a colonial past, being landlocked and with large distances to markets. Aid can boost investment in regions that receive high (above-median) amounts of aid such as Africa and the Middle East but not in regions that receive low amounts of aid. Investment-targeted aid is effective but non-investment-related aid can also enhance investment.

Regressions on the aid-investment nexus are based on either a rather simple (115 countries) or an extended/augmented investment model (91 countries). The data covers the period of 1973–2011 and 1985–2011 if the institutional quality is included. This study estimates the relationship between aid and investment by applying the DOLS/dynamic feasible generalized least squares technique which is based on a long-run relationship of the regression variables (cointegration). In this framework, this paper incorporates country-fixed effects, control for endogeneity, autocorrelation and take heteroscedasticity and cross-country correlation of the residuals into account.

This study finds empirical evidence that aid promotes investment in countries with good institutional quality and gain interesting insights on the role played by country characteristics and the amount of aid received. Aid is ineffective in countries with unfavorable country characteristics such as the colonial past, being landlocked, distant from markets. Aid can boost investment in regions that receive high (above-median) amounts of aid such as Africa and the Middle East. Investment-targeted aid is effective but non-investment-related aid also able to enhance investment.

The study looks at the investment to gross domestic product (GDP) ratio (including domestic investment and foreign direct investment (FDI)) and, hence does not disentangle these factors. It looks at the net effect (positive and negative impact together) and, therefore does not allow to identify the direct crowding out the impact of aid. Of course, if this paper finds that aid has a negative impact on investment, it is clear that aid must have crowded out either domestic investment or FDI or both.

The authors think that it is relevant to have identified the circumstances and settings in which foreign aid can be particularly effective and in which foreign aid needs accompanying measures that improve the effectiveness of aid. Also, it is relevant that the relative amount of aid received (aid-to-GDP ratio) must be quite high so that aid can increase investment.

This study sees that the least developed, low-income countries and (in terms of regions) the sub-Saharan Africa countries benefit from aid. This is very desirable. This paper further sees that higher relative amounts of aid do help more and that it is helpful to care about a better institutional quality in developing countries. Hence, this study provides some support for the desirability of aid.

The paper was done very diligently, and this study is very confident that the results are robust. This paper is also confident that this study has studied the long-run (which is of special importance) nexus between aid and investment. The estimation technique used is original, as it combines regular DOLS with corrections for autocorrelation and cross-section dependence.

Congestion at Ghana’s main seaports is a problem that has received much attention recently. This is as a result of continuous increase in containerized cargo. To increase the capacity of Ghana’ seaport, the Ministry of Transport through the Ghana Shippers Council initiated the Boankra Inland Port Project. The aim of this paper is to assess the feasibility and economic effects of implementing the Boankra Inland Port as a solution to reduce congestion at the main seaports, as well as reduce transportation cost.

The location of the inland port was assessed using the gravitational model. Data for the gravitational model are distances from the main seaports in Ghana and Boankra Inland Port to major hinterland destinations and population of the destinations. Also, 210 respondents were selected and interviewed on contribution of the dry port concept to the economy and transportation management in Ghana.

The results of the gravitational model support the location of Boankra as an inland port. A further comparison between Tema and Takoradi shows that Tema has a better location as a distribution center than Takoradi.

Although Tema and Takoradi are the main seaports in Ghana, the implementation of the Boankra inland port will reduce the transportation cost for cargo with hinterland destinations, therefore making it a rational and cost-efficient location for transit transportation.

This paper is among the first significant attempts to evaluate the suitability of inland port implementation in Ghana.

This study predicts the growth of Africa's international trade from 2011 to 2040 by accounting for the uncertainties in the continent.

This study applies a scenario planning method (SPM) to develop multiple future scenarios considering uncertainties inherent in African socio-economies related to the success or failure of economic and industrial policies (EIPs) and economic corridor development policies (ECDPs). Subsequently, based on these future scenarios, the growth of African international trade from 2011 to 2040 is predicted using the Global Trade Analysis Project (GTAP) model.

The predictions reveal that if the EIPs and the ECDPs are successfully implemented, Africa, as a whole, will experience a significant increase in trade, estimated at US$ 1,905 billion and US$ 1,599 billion for exports and imports, respectively, compared to the scenario in which they fail. However, the effects vary greatly by country or region and industrial sector. The results also show that African intra-regional trade is rapidly expanding and is the second-largest after trade with Europe followed by other continents.

SPM, which allows us to reflect the uncertainties affecting African international trade prediction, is applied to build the future scenarios. The study comprehensively predicts African future international trade by setting a wide range of exogenous variables and parameters (input conditions for the GTAP model) related to EIPs and ECDPs.

This article will select 25 years of subdivided data to perform Kaplan–Meier survival analysis on the export trade relations of Chinese wooden flooring, use discrete-time cloglog models to analyze influencing factors, use logit and probit models to test the robustness, and try to systematically reveal the duration of China's wood flooring export trade and its influencing factors.

This study used Kaplan–Meier survival function estimation method. In the survival analysis, survival function and hazard rate function are often used to characterize the distribution of survival time.

The continuous average export time of China's wooden flooring is relatively long, about 14 years. China's wooden flooring has a negative time dependency. After the export trade exceeds the threshold value of 15 years, the failure rate of trade greatly decreases, which has a “threshold effect.” Gravity model variables have a significant impact on the duration of China's wooden floor export.

Studying the duration of forest products trade is of great significance for clearing deep-level trade relations and promoting sustainable development of forest products trade.

By combining geopolitical and economic factors and from a geoeconomic perspective, the importance of Gwadar to China and Pakistan is discussed in detail. By applying geoeconomic approach and based on the historical approach, geographical and geopolitical conditions and international development trends of Gwadar port, the authors develop the analytical framework to analyze the Gwadar port and studied its importance in the development of China and Pakistan, as well as the positive influence on the economic growth of both countries.

A geoeconomic study is done to run a more profound and more comprehensive analysis of China–Pakistan economic relationship, as geoeconomic includes interrelations of geographical, geopolitical and economic factors in international relations.

The results show that Gwadar Port's development could enhance the economic security of both China and Pakistan. With the opening of Gwadar Port, oil and energy in the Middle East will be imported directly to China through Pakistan's oil pipeline. This is not only oil but also goods from Central Asia, and even Europe and the USA will land from Gwadar Port and enter China through the China–Pakistan Economic Corridor (CPEC). The development of Gwadar port under the CPEC program could also dramatically increase the capacity of Pakistan's maritime trade while reducing its dependence on the current largest port, Karachi, near the India border.

Geo-economics theory is used to run a more profound and more comprehensive analysis of China–Pakistan economic relationship as geoeconomic includes interrelations of geographical, location, geopolitical and economic factors in international relations. By combining geopolitical and economic factors and from a geoeconomic perspective, this study seeks to analyze the Gwadar port development and its implications for both China and Pakistan.