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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.

Ports are widely recognised as crucial nodes in international trade and transport. However, for various reasons, capacity does not always match demand: sometimes there is overcapacity, whereas in other cases, demand exceeds capacity and there is a shortage of the latter. This chapter therefore looks at where port congestion occurs, both globally and in the port-calling chain; it analyses actual responses by various chain actors, and it sheds some light on potential future evolution and reaction patterns.

Congestion, in general, can feature various forms of appearance: it can be more or less hidden, featuring congestion costs, or it can be visually present, featuring queues which are building up. The chapter discerns eight zones in the port-calling chain where congestion may emerge. As a result of a wide literature search, supplemented with a survey, it can first of all be observed that quite some congestion seems to occur, globally spread, and hitting larger as well as smaller ports. Most of the congestion is generated at the terminals, hinterland connection points and hinterland transport itself.

In terms of reaction patterns, one would assume that pricing throughout the system is adapted in such way that demand equals capacity. In practice, prices are hardly making any effort to make marginal revenue equal marginal cost. The reason is mainly that the power balance is quite strongly in favour of shipping companies, who impose on port and port operators the need to expand capacity at low fees. Port operators, in turn, apply various kinds of technical and procedural adaptations. The same is true for hinterland operators.

Looking towards the future, it seems that with the increase in world trade, the risk of port congestion will be even more outspoken, be it in some parts of the world more than in others. It is also very much likely that most problems will occur landside, as this is the part of the chain where solutions are least easy: who is going to take the initiative, how will co-ordination take place and where will the funding come from? Most actors seem to be aware of this trend, and seek for solutions like dedicated terminals and vertical integration or co-operation.

With the above observations, the chapter sheds some light on where the future needs and trends in the abatement of capacity will lie. It is therefore useful from a scientific point of view as well as with an eye on policy-making and operational port management.

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.

This study aims to critically review and analyse the classification of supply chain risks and disruptions and thereby suggest a suitable method for classifying maritime risks. It aims to discuss the propagation effects of port disruption on the supply chain and mitigation strategies.

In addition to secondary research, six semi-structured interviews were conducted with the management personnel of two terminal operators, two shipping lines and two insurance companies.

When a port disruption happens, the most immediate impact is the adverse effects on terminal operations. It also leads to a domino effect on other parties in the supply chain including shippers and consignees, shipping companies, inter-modal transport providers and other ports. Proper risk management needs to be embraced by the supply chain members. However, there is very little or no such collaboration between the supply chain members in practice.

This article proposes a more integrative approach in assessing various kinds of risks, and more research in this area to be done for Asia.

Risk management has been the concern for many stakeholders ranging from industry practitioners to the people who are affected by the maritime business throughout the world. The maritime industry should look into risk management in the maritime logistics and supply chain context instead of dealing with risk in isolation.

There is a serious lack of research for analysing supply chain disruptions with ports as a focal point. The paper contributes by filling the research gap.

This paper uses the case of the English East India Company to consider the impact of colonialization on patterns of trade. The East India Company went through a commercial and a colonial period in Asia and therefore provides a rare case in which fixed national effects are held constant while the degree of colonialism varies. We use this variation to consider the impact of colonial institutions on the degree of concentration in overseas trade. We find that the onset of colonialism is linked to increasing inequality in the distribution of traffic across ports. This finding is significant because of the relationship between overseas trade and the potential for long-term economic development: the development trajectories of the individual ports were likely to have been affected by these different rates of trade. Our findings also highlight how the negotiation between political and commercial goals in early modern trade and imperialism produced different macro-structural outcomes for global trade patterns.

Logistics play a vital role in today's economy. As the critical component in the supply chain, logistics is a sector able to be translated as a competitive weapon to the businesses and the nation. Malaysia is a developing country which, laid in the middle of the trade route between west and east, constantly eyes the opportunity to exploit the logistics sector as a platform to bring out its domestic products to the international market and to bring in investment from the global players. Good transport infrastructure and conducive business environment are the ingredients for positioning Malaysia as a hub of logistics activities at the regional and global level. One of the initiatives to achieve the objective is the commencement of Digital Free Trade Zone as a regional e-commerce e-fulfillment hub and drive export of Malaysian SME via e-commerce. As the government is looking toward shifting manufacturing approaches from labor-intensive to capital-intensive strategy, the container ports and airports are equipped with the state-of-the-art technology to ensure efficient movement of cargoes and passenger at the terminal. The progress of logistics and transport activities in Malaysia, coupled with recent development in the commercial and business-related projects, maybe becoming the most important reasons why the foreign investor should consider investing in Malaysia.

This study aims to investigate how residents in Cagliari (a port of call in the island of Sardinia, Italy) perceive the economic, environmental and socio-cultural impacts (both positive and negative) of cruise tourism and to what extent they would like to support the idea of further cruise tourism development within the destination, also making a comparison with other types of tourism. Findings show that residents have overall a positive attitude towards cruise tourism development, and also very little concern when negative impacts are considered. However, cruise tourism is not the most preferred when compared with other types of tourism. Further, they highlight that significant differences based on socio-economic and demographic characteristics exist in residents’ perceptions and attitudes towards cruise tourism development and in their preferences for different types of tourism development. Implications for policymakers are discussed and suggestions for further research are given.