Abstract: Ports are located in low-lying coastal and riverine areas making them prone to the physical impacts of natural disasters. The consequential disruptions can potentially propagate through supply chains, resulting in widespread economic losses. Previous studies to quantify the risks of port disruptions have adopted various modelling assumptions about the resilience of individual ports and marine network logistics. However, limited empirical evidence is available to validate these modelling assumptions or to provide deeper understanding of the ways in which operations are adapted during and after disruptions. Here, we use vessel tracking data to analyse past port disruptions due to natural disasters, evaluating 141 incidences of disruptions across 74 ports and 27 disasters. Results show a median disruption duration of six days with a 95th percentile of 22.2 days. All analysed events show multiple ports being affected simultaneously, challenging some of the studies that only focus on single port disruptions. Moreover, we find that the duration of the disruption scales with the severity of the event, with an increment of 1.0 m storm surge or 10 m/s wind speed associated with a two day increase in disruption duration. In contrast to commonplace assumptions in model studies, substitution between ports is rarely observed during short-term disruptions. On the other hand, production recapture happens in practice in many cases of port disruptions. In short, empirical vessel tracking data provides valuable insights for future modelling studies in order to better approximate the extent of the disruption and the potential resilience of the port and maritime network.

Abstract: In this digital age, ports face stiff competition in global supply chain. Smart ports, as high performing ports, utilize information and communications technology (ICT) to provide a wide range of smart applications, resulting in vastly improved vessels and container management among others, which subsequently improve the competitiveness and sustainability of the national economy. While various novel solutions, such as information system and locating system, have been proposed to improve smart port activities, there are several key issues pertaining to ports and port operations that warrant specific attention, particularly greenhouse gases emission, which has accelerated to an alarming level. The urgent need to address such issues is lacking. This article aims to offer a review of the research literature on smart ports, including Internet of Things platform, greenhouse gases emission reduction, energy efficiency enhancement, and so on. The objective is to establish a foundation of existing research conducted on smart ports in order to motivate new research interests in this area. Open issues are also presented to foster new research initiatives on smart ports.

Abstract: Traffic classification acquired the interest of the Internet community early on Different approaches have been proposed to classify Internet traffic to manage both security and Quality of Service (QoS) However, traditional classification approaches consisting of modifying the Transmission Control Protocol/Internet Protocol (TCP/IP) scheme have not been adopted due to their complex management In addition, port-based methods and deep packet inspection have limitations in dealing with new traffic characteristics (eg, dynamic port allocation, tunneling, encryption) Conversely, machine learning (ML) solutions effectively classify traffic down to the device type and specific user action Another research direction aims to anonymize Internet traffic and thwart classification to maintain user privacy Existing traffic surveys focus on classification and do not consider anonymization Here, we review the Internet traffic classification and obfuscation techniques, largely considering the ML-based solutions In addition, this paper presents a comprehensive review of various data representation methods, and the different objectives of Internet traffic classification Finally, we present the key findings, limitations, and recommendations for future research

Abstract: Green supply chain management (GSCM) can be defined as the integration of environmental concerns into the inter-organizational practices of supply chain management (SCM). This paper analyzes the role of seaports in the greening of supply chains in two ways. First, the fields of action to pursue GSCM objectives in ports are identified and grouped. The proposed typology includes five groups of actions, i.e., green shipping; green port development and operations; green inland logistics; seaports and the circular economy; and, actions in the field of knowledge development and information sharing. In the empirical part of the paper, this typology is used to analyze green actions and initiatives developed by market players and port authorities in the Rhine–Scheldt Delta, the leading European port region in cargo throughput terms. This structured overview of green actions and initiatives shows that these ports are hotbeds for GSCM initiatives, but progress in some areas remains slows. The second part of the analysis focuses on the attitudes and perceptions of port-related actors towards the greening of port-related supply chains. A large-scale survey conducted in the Belgian and Dutch logistics and port industry reveals that greening has been put massively on the agenda by the firms between 2010 and now. The results give a clear view on the diverse drivers and impediments towards the greening of supply chains. In addition, one can still see a gap between words and actions. The survey further points to the role of governments as catalysts or soft enforcers for change, and calls for continuity and coherence in government policy. This paper is the first study providing a comprehensive analysis on initiatives, approaches, and perspectives of port-related actors in a specific multi-port region.

Abstract: With the current global environmental degradation and energy consumption demands, people are placing great emphasis on studying green ports, including ways to evaluate their green efficiency. However, few studies exist that both quantitatively evaluate the port’s green efficiency and consider the competition and cooperation among them. This study introduces a new development mode for port groups: ‘intra-group cooperation and out-group competition’, which considers the competition and cooperation among ports. Moreover, from a quantitative perspective, the green efficiency of 18 ports in China’s five port groups are compared from 2012 to 2016 using the game cross-efficiency and the competition and cooperation cross-efficiency models in a data envelopment analysis (DEA). Furthermore, the factors that influence the ports’ green efficiency are analysed using a Tobit regression model, revealing that the green efficiency of Chinese ports are generally low, with numerous problems existing in the ports’ green development process. Compared with the current competitive development model among ports, our development model proposed is more conducive to improving the green efficiency of Chinese ports. Moreover, we find that economic development, industrial structure, port throughput (passenger and foreign trade), and regional openness can improve the ports’ green efficiency, while nitrogen oxides (NOX) and sulfur oxides (SOX) emissions from ports have a significant negative impact. Finally, to address problems in the green development of ports, a series of green development strategies are proposed to better promote their green development.

Abstract: Maritime ports play a pivotal role in facilitating trade, serving as key nodes in global transport chains. Competitive pressure exists for port managers and operators to search for ways to deliver ...

Abstract: Local and global economies are for many nations highly dependent on the import and export of goods. These goods are shipped through global intermodal (IM) freight land-water transportation systems that rely on truck, rail and maritime networks and their IM terminals. These terminals are crucial to creating and maintaining efficient international trade routes. This paper considers port reliability and resilience, as well as the role of ports in supporting a larger resilient maritime system. Specifically, stochastic, bi-level, game theoretic optimization models for assessing and improving the resiliency and reliability of the global port network are presented. Proposed models are devised for a set of independent ports with interacting investment problems for competitive, but potentially cooperative (co-opetitive) environments. Uncertainties in traversal times and port throughput capacities are accounted for by adopting a stochastic optimization method using expected or max-min functions to simultaneously hedge against the consequences of multiple possible future port-related disaster events. Alternative centralized, but stochastic formulations are also provided. This stochastic, co-opetitive methodology and alternative centralized methods fill an important gap in the maritime resiliency literature.

Abstract: This paper investigates the dynamic ship berth allocation problem for a container handling port, focusing on vessel waiting time at the anchorage due to the unavailability of the berth and quay cranes. A mixed integer linear programming model considering the fuel cost associated with waiting time and operational time of the docked vessel is developed. The hiring of the quay cranes to load/unload the containers from the ship and arrangement of the vessels in different berths is taken into account. Fuel consumed by the vessels while performing their respective port operations is incorporated in the model for addressing the sustainability aspects in berth allocation problem. A chemical reaction optimization algorithm is proposed to solve the problem in a large-scale realistic environment and compared with the results with block-based genetic algorithm, genetic algorithm and particle swarm optimization. The computational experiment illustrates and validates the proposed model on a real case scenario of the port located in India. The case shows that the developed model achieves better utilization of port resources and available berths.

Abstract: This paper focuses on the development of secondary ports in the circular economy model (as a node of circular supply chains) to implement sustainable seaports in the context of the structural changes taking place in the global economy, trade, and maritime transport. The purpose of this article is to identify the opportunities, challenges, and key actions to be taken by secondary ports in circular supply chains. The research method applied was a single case study. The object of the study was the seaport of Szczecin (Poland). Our study showed that the secondary ports lacking technical conditions to serve large vessels, but with available space to develop their transshipment, storage, industrial, distribution, and logistics activities, may become major participants in circular supply chains. Taking advantage of the opportunities associated with participating secondary ports in the circular supply chain requires facing a number of challenges identified in the current literature, such as return-flow uncertainty, transport and infrastructure, the availability of suitable supply chain partners, coordination and information sharing, product traceability, and cultural issues. Our study partially confirms the significance of these challenges for secondary ports. The significance of these challenges depends on the kind of circular supply chain, i.e., whether the supply chain is a producer or a consumer chain. Our study shows that a very important challenge for both types of chains is the problem of internal resistance to change. This still-unsolved issue involves the persistent linear mindset of the port authority, which is manifested mainly as investor evaluation policy based exclusively on the declared annual transshipment volume, which fails to take actions to provide the available land plots with the infrastructure necessary for the terminals and industrial plants that participate in circular supply chains. Simultaneously, for secondary ports, we proved that it is stevedores (who are flexible and fast in adapting to new market conditions, strongly determined to search for new cargo types to replace those that have vanished, and who adapt the scope of their services) who play a key role in stimulating the development of circular supply chains. As a main managerial implication for the authorities of secondary ports, such authorities should create appropriate policies for investor assessments and the utilisation of available areas within the port premises to encourage the enterprises engaged in circular supply chains to invest in and develop their businesses within the port’s premises. It is also necessary to develop appropriate communication between port authorities and their external stakeholders. As a managerial implication for the stevedores in secondary ports, these entities should first develop their service offers to address cargo as part of the circular supply chains (with more comprehensive service offers and added-value services, such as freight forwarding services, stuffing, packing, and mixing of cargo) and develop cooperation with other stakeholders of circular supply chains.

Abstract: Waiting times for trucks, trains, airplanes and ships in service represent apparent transport system inefficiencies, and measures to reduce these may have the potential to abate transport GHG emissions. In international shipping, transportation researchers have pointed out that reduced waiting time in association with port calls holds such promise. We explore the potential for GHG abatement through port call optimization, focusing on crews and their employers - the shipping companies. Adding new empirical evidence to the transportation literature, we confirm the existence of idle time during port calls, and go beyond this in describing the causes for it. We show how several port stakeholders, including government officials, limit the crews’ and shipping companies’ room for maneuver in relation to port calls. We also show why the process of reducing waiting time in shipping is more complex than that for onshore transport modes, where real-time traffic information guides drivers’ route choices, and reduces congestion and waiting time. Our findings have implications for both policy makers and transportation research.

Abstract: Digital technologies receive more and more attention in the maritime transport sector. Large ports such as Rotterdam or Antwerp are already heavily investing in digital databased technologies and thus, continue to rely on a sustainable expansion of these advanced technologies that promise security, process optimization and sustainability. Conversely, especially smaller ports have no or limited knowledge on what Industry 4.0, IoT and Blockchain are and what potentials they may have. Nevertheless, without the inclusion of small and medium-sized ports, the innovative idea towards a smart port development stays unachievable. Related to this, there exist a lack of concepts and models for measuring the digital performance of ports. Without such tools, it is impossible to audit the digital status of ports and to derive a concrete strategic roadmap for the digital transformation of ports. Accordingly, in this study, the research questions will be investigated, how the digital performance of ports can be assessed, and which strategic recommendations can be derived for ports regarding a sustainable development towards a smart port. Building upon the received qualitative data that were gathered through an online survey and IT based expert interviews, a digital readiness index for ports is applied in case of five selected seaports. The results will show that building upon the benchmarking and indexing of the ports, the current strategic positioning of the ports becomes apparent. Through this, the respective strategic recommendations for a sustainable development towards a smart port can be derived in accordance to each port classification.

Abstract: This paper investigates the executive modalities and implications of digital platforms for business process management to rethink and redesign the operational processes in the inter-organizational ...

Abstract: Nowadays, the denomination of “smart” is associated with several production and management devices and to logistics and distribution, too. Thus, this qualification is used in different application fields. All of them are different and diverse, but the most important common characteristics of these devices or Smart Systems are based on their novel and more efficient way of working. The smart trend is consolidated in the port environment, too. The ports’ need to become more intelligent is modifying their own operations. Therefore, this paper includes an analysis of Spanish Port System, in order to evaluate its ports, considering the new concept called “Smart Port”. Some indicators and measure variables are defined, to allow for quantifying technical items. These items—both quantitative and qualitative ones—which reflect, in the most objective and complete way possible, the adaptation and achievement of characteristics and objectives associated with the Smart Port concept in all ports were studied, in order to obtain an index of Smart Ports that allows us to calculate the ranking of the Spanish Smart Ports. Considering the analysis of the Smart Port concept and its current and future trends, it has been determined that the development of a port must be based on the digitalization, on use of ICT and on automation of port processes.

Abstract: Port carbon dioxide (CO2) emissions in China have become an ever-increasing public concern due to their significant impacts on human health and the environment. However, existing studies focus mainly on CO2 emissions from vessels calling at the ports and cargo handling within the ports, paying little attention to the inland distribution networks. To fill this gap, this paper proposes an easily implemented method for calculating CO2 emissions from port container distribution (PCD) and investigates their spatial characteristics and driving factors. By analyzing 30 container ports in China, the main findings are as follows. First, road transportation is the major contributor of CO2 emissions from PCD due to the lack of rail and inland water transportation. Second, PCD carbon emissions exhibit significant local spatial clustering. That is, ports with similar geographical locations tend to present a similar pattern of PCD carbon emissions. Third, as suggested by the spatial Durbin model, PCD carbon emissions are negatively determined by local gross domestic product, number of port berths, but are positively determined by local tertiary industry value and highway freight volume, and waterway freight volume in both local and neighboring ports. These results provide empirical insights into cross-port collaboration in reducing PCD carbon emissions.

Abstract: This special issue brings together five papers representing cutting edge research currently pursued in the area of port-hinterland transportation. Editorial

Abstract: The impact of a port disruption can reverberate across the entire economy through global supply chains It is essential to ensure the regular operation of seaborne transportation considering all risks Climate events create challenging risks that need to be carefully addressed This paper proposes an approach to evaluate the economic losses due to port disruptions caused by typhoon-induced wind disasters Four Chinese ports and their historical typhoon and cargo throughput data from 2007 to 2017 are taken as examples A wind model is introduced to analyze the wind fields of typhoons The likelihood of port disruption is then estimated based on the simulated wind field results at each port Based on the estimated number of port disruption days and daily cargo throughput, the total economic loss of each port is calculated by considering the reputational loss, loss to the shippers, loss to the carriers, and loss to the ports Finally, the economic impact of port disruption caused by the typhoon-induced wind disasters on port operations in China is discussed The results suggest that both the disruption time and throughput are critical in economic estimations and the major component of the overall cost is the loss to the shippers The proposed method directly reflects the typhoon-induced wind disaster-related risks quantitatively encountered at ports, which could help port managers make optimal decisions in controlling port operations