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The purpose of this paper is to explore the prospects of Malaysian seaports as hubs for seaport tourism. This symbiosis nexus between seaports and tourism needs to be explored to provide a luxury economic growth. Combinations of these two segments are expected to explore a new market in Malaysian tourism industry.

A thorough case study consists of five major seaports in Malaysia including Penang Port, Port Klang, Port of Tanjung Pelepas, Kuantan Port, Bintulu Port and Kota Kinabalu; these seaports have been selected to reveal their opportunities for the prospect of Malaysian seaport tourism via spatial interaction model.

Four main components including cruise activities, support from intra-region and inter-region economic corridors and the seaport regionalisation can be integrated to reveal the capacity of Malaysian seaport to be hub for seaport tourism.

This paper incorporates tourism sector as one of the streams in the fifth-generation seaports. Seaports and tourism are two economic generators in Malaysia and infusion of these components is expected to enhance the economic prospect, diversify the function of seaports and reduce the over-dependence on conventional tourism activities.

This paper aims to explore the comparative analysis of marketing strategies between seaports and dry ports. Second, this paper proposes a recommendation to improve marketing approaches in both nodes.

This research analyzes current marketing approaches to improve the freight volume and enhance interrelation between them for a comprehensive collaboration in the freight supply chain. This research employed semi-structured interviews via an e-interview questionnaire.

The result shows that dry port and seaport practice a mixed marketing strategy. Some marketing elements that a seaport applies are also applied by a dry port, like focusing on the target customer, joining exhibitions and face-to-face meetings. Customized service to clients, frequent discussion on the effective marketing plans and increasing the facilities at the seaport and dry ports can improve the marketing strategies in dry port and seaports.

Seaports are the critical components in esteem-driven context, which add to supply chains by creating value-added services in the transport chain. Nonetheless, research between dry ports and seaports has increasingly drawn the attention of scholars during the last decade. Having said like that, there have not been any pragmatic studies undertaken in the Malaysian context that mainly discusses the marketing prospect of the dry ports and seaports especially during COVID-19 outbreak.

This paper aims to develop a framework of executive capability for innovation in the Irish seaport context.

The paper uses an approach based on a critical review of literature. The paper takes the form of a critical review of academic literature, focussed by dynamic managerial capabilities theory. Specifically, the work of Lawson and Samson (2001) is drawn on to frame executive capability for innovation.

The framework proposes that the executive capability for innovation in the Irish seaport sector emerges as a dynamic managerial capability. The framework is dynamic in nature with environmental feedback loops inhibiting and enabling executive capability development. Supply chain innovation emerges from the framework based on an interpretation of executive capability emerging from Lawson and Samson (2001).

The paper is entirely conceptual in nature. Future empirical research taking a qualitative approach is necessary. Further, an alternative theoretical perspective to that of dynamic managerial capabilities would offer new conceptual insight.

The paper contributes to executive practice through providing a framework of executive capability for innovation facilitating dialogue between executive practitioners and academic theory. Policymakers are challenged to contemplate the framework as a means of transforming competitiveness in an industry identified as foundational to Irish economic development.

The paper contributes to an emerging area of interest in the academic literature in the area of executive capability for innovation. Specifically, the paper argues the unique contextual nature of executive capability for innovation in the context of the seaport industry.

The purpose of this paper is to contribute to the extant literature about the exploitation of Internet of Things (IoT) in seaports by illustrating in detail how such IT infrastructures can impact on the redesign of their business processes. Thus, the research question of the study is: how do IoT technologies redesign the business processes of seaports?

The paper reports the illustrative case study of the German Port of Hamburg, one of the main European seaports, which widely adopted technologies based on IoT over the last few years.

The results show the adoption of IoT technologies widely redesigns and improves the performance of all the main business process of the port analyzed, in particular those processes related to technology and information of the organization. The IoT-driven business process redesign (BPR) must be planned strategically by the port management and implies the involvement of all the port stakeholders and, if necessary, the hiring external professional partners.

Despite some authors report generically which are the ports operational domains more affected by IoT, there is a lack of studies about the specific implications of the adoption of such technologies on the BPR of seaports. The paper fills in this gap.

This paper focuses on dry port as a key notion in port-hinterland development. We first discuss the concept of dry port by reviewing existing literature. Then, we explore the reasons behind the emergence and development of inland node systems in different geographical, economic and institutional contexts. Next, the paper presents a classification of dry ports based on a multitude of factors and dimensions and the respective benefits to different parties. The study then focuses on the specific characteristics of dry ports and associated transport networks in developing countries.

In the last part, we present a case study on the dry port system in Vietnam by reviewing the seaport and inland transport system and analyzing the current status of inland terminals in Vietnam. To conclude, a SWOT analysis is presented with regard to the development of the dry port network in Vietnam, followed by recommendations for policy makers.

This paper presents a generic framework on port logistics development and its interaction with hinterland regions. Although earlier work on the topic (e.g. by Ferrari et al., 2006; Kuipers and Eenhuizen, 2004) offers valuable insights in the subject, it contains limitations in geographical applicability. Ports indeed face dissimilarities in, for instance, locational characteristics (a.o. distance from the sea and nautical accessibility) and hinterland connections. Only when a model for determining seaport-located logistics activities takes into account these issues of dissimilarity among ports, the framework could be applied to a variety of seaport ranges worldwide. In this paper we aim to provide a first version of such a framework. More particularly, by means of a survey conducted in the Port of Busan the shortcomings of traditional approaches are illustrated. We then propose a more encompassing model, which seems to explain fairly well the attractiveness of Busan in terms of logistics activities. This framework explicitly adds port and hinterland characteristics to the list of factors decisive in the choice of the location of logistics activities. Finally, we would like to remark that our research on this topic is still ongoing and results for surveys planned in New York and Antwerp will be reported in a later stage.

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.

A close dry port with direct rail connection to a seaport is a potential solution for seaport terminal congestion as well as for better seaport inland access. The purpose of this paper is to investigate and define impediments to a close advanced intermodal terminal – dry port implementation.

Comparative case studies through face‐to‐face interviews and a literature review have been carried out in order to accomplish the purpose. In addition, secondary sources such as reports, internal documents and web pages were used.

The most common factors that impede dry port implementation are infrastructure, land use, environment and regulations. Hence, the same reduce the efficiency of freight movements on land access routes to and from seaports. An advanced intermodal terminal must fit into a complex system where the necessary infrastructure is in place and the regulatory systems are properly designed to optimize the involvement of both the public and the private sector.

Empirical data for the case studies are collected at Port Botany, Sydney, and its close intermodal terminals. A more comprehensive view of the problem could be obtained through additional case studies on other countries' seaports' intermodal terminals.

The idea behind the study is to contribute to a better understanding of the concept of close dry port through the factors that influence the implementation of the same and thereby to improve knowledge of the implementation of the concept.

This study aims to investigate the concept of port service quality (PSQ) and examine its influence on customer satisfaction in the container port sector in Vietnam. Despite the importance of the maritime industry in which port is a critical sector in the national economy, there has been no research so far which examines what PSQ entails and how it affects customer satisfaction in the context of Vietnam.

Following a literature review, a conceptual model of PSQ and its influence on customer satisfaction was proposed. A survey questionnaire was then developed and piloted with senior executives who are working in various container shipping lines and logistics companies in Vietnam. The questionnaire was first designed in English and then refined through the process of translation and back-translation to ensure language non-discrepancies. The survey was administered to 200 members of Vietnam Shipowners’ Association, Vietnam Logistics Associations and Vietnam Shippers’ Council. By the cut-off date, 108 questionnaires were received, in which 99 valid replies were used for further analysis.

Results from this study reveal that PSQ is a construct of 4 factors and 16 items, and that enhanced PSQ will positively influence customer satisfaction, in which the outcomes of port service performance and its image would have the greatest impact. Interestingly, most items relating to social and environmental responsibility were dropped, and this result is expected in the context of a developing country like Vietnam.

Findings from this research may enhance port managers’ understanding on areas of PSQ to improve so as to meet and exceed their customers’ satisfaction.

The purpose of this paper is to discuss and analyse how intellectual capital (IC) is created and deteriorated in a meta-organization by assessing the interdependency between the collective IC of the meta-organization and the individual IC of its members.

A case study conducted in a seaport is adopted to explore how creation or deterioration of IC at one level of analysis affects the IC at the other. Four different illustrations are provided, depicting different instances of articulation between both types of IC.

Evidence suggests that, in a meta-organization, IC appears as a function of both individual and collective IC dimensions. Changes in the meta-organization’s IC or in its members’ IC may have different impacts on each other, generating intellectual assets or intellectual liabilities at both levels. Evidence also suggests that those changes in IC should be analysed in a longitudinal way, since both levels affect each other in different ways over time.

Despite the validity of the interpretations provided in the context of the case study, generalization to other situations should be conducted only in a theoretically framed manner.

This study provides important strategic and managerial implications for meta-organizations and their members, who are concerned with their performance.

Although there have been some efforts to apply the traditional IC methodologies to a bigger scope, such as regions or nations, some meso level empirical contexts are yet far unexplored, such as the case of meta-organizations. Furthermore there is a gap in management sciences’ research on seaports.