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The paper aims to explore the relationship between time‐related variables in global ocean transportation networks (GOTNs) and the shipper's inventory management performance. The authors modelled fill rates with daily and weekly sailings, and analysed the impact of variability on these on the shipper's inventory management system.

The authors conducted simulation modelling of the above variables, and supplemented these by means of interviews with executives in a number of liner operators, 3PLs, freight forwarders and a large automotive shipper.

Improvements in variability have different impacts, depending on the source of the variability and the frequency of the shipments. The highest inventory reduction potential arises from a combination of high reliability and improved frequency.

The paper demonstrates the potential advantages of reduced variability and improved frequency of sailings. Port‐to port (P2P) has been positioned in the context of door‐to‐door (D2D) supply chain movements.

The paper develops clear quantitative analyses of time‐based factors in operating GOTNs.

This paper explores the various alternative routes and methods available to garment exporters in Lao PDR, a land‐locked country in South East Asia, when exporting to the European Union. Lao exporters are dependent on the transport systems in place in neighbouring countries (i.e. Vietnam, Thailand, Malaysia and Singapore) for transit purposes. A multimodal transport cost‐model is used to illustrate and clarify multimodal transport routeing alternatives. A confidence index is also introduced for each route, transport modes and nodal links. Five routeing alternatives are presented in this paper and it is shown that the most frequently utilised route via Bangkok (Thailand) is not necessarily the most competitive in terms of time and cost, while the route via Port Klang (Malaysia) potentially offers a better alternative for Lao garment exporters.

This paper deals with a cost‐related evaluation and a comparison of the problems that arise on pure IP networks (i.e. big fat routers), IP over static optical networks (i.e. IP over synchronous digital hierarchy/optical transport network (SDH/OTN)) and IP over ASON/GMPLS‐based dynamic optical network architectures. The aim is to develop easy‐to‐use CAPEX models, which can be evaluated using statistical parameters to describe the actual network and the traffic characteristics. Since there are no experimental results on these statistical parameters that can be practically used in real networks, the CAPEX model should be not only general, but also scalable enough to evaluate the network cost in extreme situations.

In this paper, the comparative CAPEX models are developed (in the framework of the IST Project MUPBED – Multi‐Partner European Test Beds for Research Networking) and the practical parameters are defined. Then the models are applied for the cost evaluation of a pan‐European research network based on the GÉANT2 network topology to validate the simplified comparison technique that is proposed.

The simulation results prove, on one hand, the applicability of the simplified cost models and on the other hand, the cost efficiency of the “IP over ASON/GMPLS” architecture.

This paper deals with a cost‐related evaluation and a comparison of the problems that are arise on pure IP networks, IP over static optical networks and IP over ASON/GMPLS‐based dynamic optical network architectures.

This paper explores the effect of port's service time, particularly the mean and variability, on shippers' total landed costs to determine the competitive position of the port and derive recommendations for the strategic design of port services.

The competitive position of a port is estimated considering the service level offered to the end-users of the port such as port service time, its variability and its effect on the total landed costs observed by the port users. The proposed methodology is meant to help ports to determine the required service time levels to maintain or gain a competitive advantage against other ports, in terms of attracting common hinterland's customers.

Results show the advantages of considering service levels factors to determine the competitive position of a port, and what are the minimum characteristics required to capture more traffic volumes, that can help port managers to take strategic design decisions to better position the port in the current fierce market.

The proposed methodology is illustrated by considering a case study, which is the Port of Guaymas in Mexico. Data was not directly collected by the port, but based on interviews with shippers and public information, a representative case is presented. Due to a confidentiality agreement with the Port, specific references for most of the data used to estimate the model's parameters are not provided. The analysis is intended to show the potential value of this mechanism and can be used for evaluating the competitive position, from a high-level perspective, of any port to determine potential hinterland by improving the service level of the port.

The existing literature on port choice and port competition has not previously considered the effect of port service levels under the perspective of total landed costs of the users, being this paper a contribution to fulfill this gap.

This paper is an empirical attempt to verify the interplay between political change, fleet nationality, and the evolution of shipping networks. North Korea offers a good example of a socialist maritime country that has experienced much contrasting geopolitical contexts since 1990. A database of vessel movements between North Korean ports and other ports is analyzed. Main results show differences between North Korean and foreign fleets in terms of traffic (vessel size, age, berthing time) and geographical coverage. South Korean ports tend to play a new role in the reorganization of North Korean-related flows in Northeast Asia.

This paper aims to explore the use of websites by tourist ports to assess whether they support ports in communicating their image and provide information and services to actual and potential customers.

An analysis of 129 tourist ports websites from ten Mediterranean countries was conducted using the 2QCV3Q model, a multi-purpose qualitative evaluation tool based on experts’ judgments.

The findings show that tourist ports’ websites are typically beautiful and well-managed, give ports a clear image and link them with the local territory; however, sample websites are only partially user-friendly, offer limited room for interaction and fail to provide all the expected information and services to the visitors.

This research provides an unprecedented picture of the use and quality of websites by tourist ports located in the Mediterranean Sea and offers a robust and exhaustive assessment tool that might be of interest to researchers. The tool might also help managers of tourist ports to improve their websites by making them more business- and customer-oriented.

本论文旨在研究旅游港口网站, 以评估其宣传港口形象和为现有和未来游客提供信息和服务的支持。

研究样本是来自10个地中海国家的129家旅游港口网站。本论文以专家评估为依据, 采用2QCV3Q模型和多目的定性评估工具来进行样本分析。

研究结果表明旅游港口网站一般都具有美丽和规范管理的特点, 为旅游港口树立一个清洁形象, 并展示当地地理环境；然而, 样本网站只是具备些许用户友好界面, 很少有很好的交互特性, 因此不能很好地为游客提供所需的信息和服务。

本论文提供了一个前所未有在地中海区域旅游港口网站使用和质量评估报告, 并且提出了一个强有力的评估工具, 这对于学术研究有着显著意义。这个评估工具还能帮助旅游港口经营者通过改善网站的商业体验和消费者体验来提高其网站的各种特性。

海洋旅游, 旅游港口, 海洋管理, 网站营销, 网站评估, 网站质量

研究论文

The purpose of this paper is to provide a deeper understanding of the relevance of shore excursions in the distribution of cruise passenger flows; an approach which has been overlooked by many studies on cruise tourism. Specifically, the paper focuses on two destinations: Barcelona, a mature cruise destination suffering from the impact of overcrowding; and Valencia, an emerging cruise destination facing the risk of future (similar) impacts.

The method used is multiple-case study with replication logic. First, web content analysis is conducted of shore excursion descriptions of the destinations selected so as to identify the itineraries, as well as the municipalities and the specific tourist attractions included in the tours. Then, word-processing tools are used to create a regional and local data set to arrange the narrative data. Finally, density maps are drawn in order to examine the different visitor flows within the tourist hinterlands from the supply perspective.

The results indicate that most shore excursions are concentrated in the port cities. Comparing the two destinations, the paper argues that the redistribution within the cities is not equally balanced. Nevertheless, the results also reveal that the excursions offered by local shore tourism operators (TOs) in both destinations have contributed to the expansion of the cruise tourist hinterland over a wider regional area.

This paper evaluates the visitor flow distribution from a supply perspective. Hence, future studies should examine the demand dimension in order to gain a deeper understanding of the concentration intensity. Additionally, it would be worth examining not only visitors taking guided tours but also the independent ones (those who visit the destination on their own).

Despite the growing importance of cruise tourism, research on the role of local shore TOs in this sector is quite limited. One element that deserves more research attention is related to the role of shore excursions in the spatial configuration of the cruise tourist hinterland. Finally, the results obtained could also have significant implications for policy makers developing and promoting effective measures to prevent overcrowding.

Lao PDR, as the sole land‐locked country in South East Asia, is dependent upon available infrastructure in neighbouring countries for fast and efficient import of goods. The validity of a cost model for multimodal transport, which was originally proposed by Beresford and Dubey (1990) and developed by Beresford (1999), is tested against a real case in international logistics, namely the import of wine from Marseilles in France to Vientiane in Lao PDR. The main elements of the model are as follows: cost, time, distance, transport mode and intermodal transfer. The model is tested using real data over a series of alternative routes between Marseilles and Vientiane. The selection of appropriate international logistics system will have a direct impact on the efficiency of Lao PDR import channels. The research findings clearly demonstrate that the “sea‐road” combination via Danang Port in Vietnam is the most competitive in terms of costs while the “sea‐rail‐road” option via port Klang in Malaysia and through Thailand offers the fastest transit time.

This paper recommends new criteria for selecting seaports of embarkation during military deployments. Most importantly, this research compares the current port selection criterion, which is to select the seaport with the shortest inland transport time from the deploying installation, to the proposed port selection criteria, which are to select the seaport based on the shortest combined inland and oceanic transit time to the destination theater.

The authors construct an original integer program to select seaports that minimize the expected delivery timeline for a set of notional, but realistic, deployment requirements. The integer program is solved considering the current as well as the proposed port selection criteria. The solutions are then compared using paired-samples t-tests to assess the statistical significance of the port selection criteria.

This work suggests that the current port selection criterion results in a 10–13% slower delivery of deploying forces as compared to the proposed port selection criteria.

This work assumes deterministic inland transit times, oceanic transit times, and seaport processing rates. Operational fluctuations in transit times and processing rates are not expected to change the findings from this research.

This research provides evidence that the current port selection criterion for selecting seaports for military units deploying from the Continental United States is suboptimal. More importantly, logistics planners could use these recommended port selection criteria to reduce the expected delivery timelines during military deployments.

Several military doctrinal references suggest that planners select seaports based on habitual installation-to-port pairings, especially for early deployers. This work recommends a change to the military's current port selection process based on empirical analyses that show improvements to deployment timelines.