Search results

The chapter analyses the ways actors in seaports are embedded in network configurations and develop Business to Business (B-2-B) relations. It also discusses the ways that the latter relations result in functional and relational values. The emphasis is on the presence of port value chains, wherein positioning and effective networking contribute to the total value proposition to the involved actors.

The chapter grounds on a literature review on B-2-B relations and the role of interdependencies developed between stakeholders within industrial markets. The empirical data discussed afterwards lead to the identification and analysis of the different types of interdependencies that might be found within port settings. In this context, the concept of port value chains is put forward. Interdependencies are attached to the various relationships developed between port stakeholders, in order to derive meaningful conclusions. The research is based and data provided through semi-structured interviews with major port stakeholders (e.g. port authorities, shipping lines, freight forwarders etc.) in a number of European seaports (Antwerp, Zeebrugge, Piraeus etc.).

The importance of co-creation of value via matching resources with upstream and downstream entities is established. The chapter also details how actors interdependence as a significant variable determining the level of co-creating value. The empirical analysis provides insights about the existence of three types of interdependencies in ports (namely, serial, pooled and reciprocal) that are found in a number of distinctive relationships developed between, terminal operators, freight forwarders, shipping lines and other key port actors.

In reference to future research, two fields are identified and are worth to be examined in terms of both academic and practical scope. These are the examination of relationship management and of the value generated in seaports respectively.

The present chapter is a first attempt to link port stakeholders’ interdependencies with relationships generated throughout the process, and generate knowledge on what influences the value offered in seaports. Moreover, the innovative concept of port value chains is established.

This research revolves around understanding the interfaces of ports in supply chains. The main aim of the research is to explore the role of ports within supply chains.

Collecting information representative of the range of experiences, perspectives, perceptions and the behaviours of managers relevant to the research was obtained through purposeful sampling. The data for this paper is derived from a literature review of research papers and studies in addition to conducting seven face-to-face and one telephone interviews.

The responses were analysed utilising themes and presenting summaries of transcripts in tabulated form to ease clarification. The findings reveal that integration between ports and organisations resembles other industries and therefore enhances the scope of ports within supply chains and the adaption of best practice techniques.

Although in depth case studies were conducted the limitations are within the breadth of interviews undertaken.

The findings reveal that integration between UK ports and organisations resembles other industries and therefore enhances the scope of ports within supply chains and the adaption of best practice techniques.

The originality value of the research is the exploration of the on-going role of ports within operational supply chains.

Recently, the entry of new players has prompted significant restructuring in the Australian coal market with value migrating away from the existing fragmented, traditional production/export model characterised by competing operators generally using 'common user' infrastructure facilities to new, fully integrated supply chains creating a multi-tiered production-consumer framework.

This paper argues that not only are coal markets restructuring but they are doing so within the framework of a significant paradigm shift towards efficiency-seeking and efficiency-driven mechanisms. Value innovation and a deregulated market are enabling operators to enter the industry seeking and implementing end-to-end control of the supply chain - and, in so doing, capturing the significant gains of integration.

This paper explores these changes within the framework of integrative efficiency - a product of end-to-end control by a single party, derived from a number of companies, or chain elements, working cooperatively rather than competitively, or a single operator vertically integrating the chain from point of production to point of consumption to capture and deliver significantly higher value. The paper focuses attention on this paradigmatic shift in a brief though detailed case study of a major new industry entrant into export coal chains from the rapidly developing Galilee Basin in northern Queensland. It examines the dynamics and implications of this shift in the context of chain efficiency and value innovation

The purpose of this paper is to offer an insight into the fundamental changes taking place in Port wine production value chains. Specifically, the authors examine two distinct production regimes: when Port is aged and sold in the Greater Oporto and, alternatively, when it is produced, aged and sold in Douro.

The authors apply a tri-regional input–output model (Douro, Greater Oporto and rest of the country) for Portugal’s economy. This framework comprises a significant level of detail, with 431 products and 136 industries, the corresponding supply and demand for the products, by industry (for intermediate consumption) and final demand.

This study shows that the two regimes generate noteworthy, but quite heterogeneous, regional impacts. In both cases, the distribution of value added generates international and interregional trade flows. Moreover, the study reveals a greater capacity to capture national value added by getting the supply chain more intensive in localised services and by using state-of-the-art production techniques.

Using detailed regional data, the authors use disaggregated information, both for industries as well for territories, overcoming a common limitation in similar works that are grounded in international databases. Additionally, the approach integrates the trade interactions among industries and regions, which proves essential to uncovering spillovers resulting from the (direct and indirect) use of inputs from other regions and other countries.

This article aims to explore the concept of chain value of the public port system in Ecuador from the perspective of importing/exporting companies, analyzing how perceived value in the use of port services affects customer satisfaction and the intermediate links of the influence of trust and commitment on customer loyalty.

Relying on a survey of 634 Ecuadorian companies with experience in international trade as port users and a theoretical framework well-established in the literature on consumer behavior, the empirical study found evidence of a positive and significant relationship with the knowledge of chain effects.

The findings confirm the chain effect and reveal ways to maintain an ongoing satisfactory, trust and committed relationship with users, thereby ultimately gaining and maintaining their loyalty. The conclusions suggest how this postulate can help to close the gap referred to the effective management of port services, and point out that port managers should be concerned with a continuous in-depth understanding of the perceived value and its chain effects.

The authors add evidence of the use of the postulate of the chain of effects on these dimensions, whose applicability is very well established, tested and consensual for the doctrine in industrial marketing. In contrast, it is scarcely present in the port relationship with its users.

Regardless of the facts showing a booming Chinese cruise market, cruise operations in China are very different from the current practices of the two major cruise markets – the US and the Mediterranean Sea. This study aims to quantify pricing strategies and possible incentive mechanisms of cruise operations in China.

Using optimization in economic-based game theory, the complexity of the pricing strategies and interaction and/or possible coordination within the cruise value-added chain can be captured.

The results show that a coordinative pricing strategy with Shapley profit redistribution within the value-added chain offers benefits to both cruise passengers and service suppliers. With two subsidy scenarios, one to the passenger and the other to the travel agent, a cooperative pricing strategy outperforms other strategies and successfully increases market shares and total revenue.

The advantages of coordination between participants in cruise value chain are quantified. Effective strategies for attracting players participating in cruise value chain are designed. This paper will provide market participants with strategies to enhance their decision-making processes.

This paper aims to analyze how knowledge networks can be configured within a value chain and provide evidence of the coexistence of multiple knowledge networks in the same value chain.

The empirical setting is the Conegliano Valdobbiadene Prosecco Superiore DOCG wine cluster in the Veneto region of Northeast Italy. Data was collected through the administration by telephone of a semi-structured questionnaire to 37 oenologists, sales managers, production managers and owners of bottling companies in the district. The authors used social network analysis tools to map knowledge networks in the Prosecco cluster.

The results shed light on the importance of singling out knowledge networks in clusters at the value chain level to aid practitioners and researchers in this field. In fact, this research proves the existence of knowledge networks specificities related to the various phases of the production process.

This study has certain limitations. The most relevant is connected to the choice to limit the analysis to a specific cluster. Future research might extend this type of analysis to multiple clusters in different locations.

The authors explain that in the cluster they studied, internationalization, as a common objective, might be made easier if firms could establish a more developed sales knowledge network.

The relational approach to value chain enables disentangling specific roles of each actors. The social dimension of the value chain is taken in consideration.

The authors show that a firm operating in the wine industry can have different knowledge networks in the same value chain. This work adds to previous literature on knowledge networks in clusters by shedding light on an important, but still understudied aspect in the cluster functioning. Knowledge diffusion in clusters is not only uneven but is also value chain stage specific. By intersecting literature on knowledge networks, value chain and cluster research, the authors proposed a new perspective of analysis of the wine industry.

The paper aims to develop an understanding of the port wine sector from a relational, holistic, and dynamic perspective.

The research adopted a qualitative methodological approach. Primary data were collected through semi‐structured interviews. The analysis focused on the relationships established among both economic and non‐economic actors.

The paper offers an overview of the port wine sector on the basis of the conceptual background of the IMP (Industrial Marketing and Purchasing) Group. The study suggests that the dynamics of the sector is not solely determined by economic and technological variables, but also by interests assuming both an economic, social and political nature.

Further research should develop and test the findings by using other cases and methodological approaches.

Managers must be aware that firms are embedded not only in economic systems but also in political and social networks whose dynamics cannot be neglected.

While most studies on the dynamics of economic systems have focused on the role played by technological factors, relatively few have addressed the importance of collective actions. In this line, the paper contributes for a better understanding of the role of collective actors created to defend the interests of their members. Moreover, since the port wine sector is not an idiosyncratic case because most of its features are also present in other wine regions, the conclusions of the paper are likely to be used for the understanding of other wine regions.

Global value changes continued to expand until the late 2000s. On the other hand, regional value chains have formed around major regional hubs due to the expansion of domestic demand in emerging economies, such as China, and strengthened trade protectionism since the global financial crisis. Such changes lead to the reorganisation of value chains, focusing on domestic markets (reshoring) or neighbouring countries (nearshoring). In particular, the importance of supply chain risk management has been highlighted following disruptions to the supply network due to the COVID-19 outbreak in December 2019. In this regard, major countries such as the USA and the EU are rapidly shifting to regional value chains for stable and sustainable production, rather than primarily aiming for production efficiency targeted at reducing costs. Industries in particular are more exposed to such supply chain risks under the existing structure and it now has become extremely important for businesses to take reaction to such risks. This is especially important for major industries in a country such as automobile or semiconductor manufacturing industries in South Korea. The aim of this study, therefore, is to establish the basis for the simultaneous growth of ports and linked industries by examining the existing structure of the global value chain for the automotive industry, which has a strong presence in South Korea’s domestic economy. In this regard, this research carries out a supply chain analysis focusing on the imports and exports of automotive parts. It also analyses the current structural risks and suggests risk management measures to secure a stable supply chain.