A two-dimensional approach to assessing the impact of port selection factors on port competitiveness using the Kano mode
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A two‑dimensional approach to assessing the impact of port selection factors on port competitiveness using the Kano model Hokey Min1 · Byung‑In Park2
© Springer Nature Limited 2019
Abstract In the global supply chain, a seaport, as an important part of the intermodal network, plays a pivotal role in linking exporters and importers. In this context, carriers and shippers are no longer selecting a port per se, but rather looking at it as an integral part of the supply chain. That is to say, port users may no longer measure port attractiveness solely by traditional attributes such as port infrastructure, geographical features, prices, and services. Instead, they may place more value on a port’s ability to add value to the global supply chain process and its adaptability to changing business environments. Considering this port paradigm shift with growing complexity, this paper proposes a Kano model to identify multidimensional, nonlinear port selection attributes, including intermodal network accessibility and service route diversity. Such identification will help port service providers, such as port authorities and terminal operating companies, develop wise port marketing and investment strategies. To validate the rigor and usefulness of our model, we experiment with survey data collected from the users of three major hub ports—Busan, Incheon, and Gwangyang in Korea—serving the Asia–Pacific market. Keywords Port selection · Asia–Pacific shipping market · Kano model · Importance–performance analysis
The authors would like to thank the editor-in-chief and the anonymous referees for their constructive and helpful comments. * Byung‑In Park [email protected] 1
James R. Good Chair in Global Supply Chain Strategy, Department of Management, College of Business, Bowling Green State University, Bowling Green, OH 43403, USA
2
Department of Logistics and Transportation, Chonnam National University, 50 Daehak‑ro, Yeosu, Chonnam 59626, Korea
Vol.:(0123456789)
Maritime Economics & Logistics
1 Introduction As of 2017, there exist 8292 seaports and inland ports in 222 countries across the world (Ports.com 2018). Depending on their role in the port or container network, ports can be divided into hub ports and feeder ports. Generally, a hub port is a transshipment center that is connected to a large number of smaller ports, including feeder ports, in a hub-and-spoke transportation network. A feeder port is a port that is not large enough physically or in terms of freight demand to handle large container vessels, thus playing a role in connecting large container ports to smaller ones by transferring containers from a large vessel (or main liner) to a number of smaller feeder vessels (Robinson 1998; Veldman and Bückmann 2003; Chang et al. 2008). Given these diverse classifications, port selection is an onerous task. In fact, a multitude of factors can influence a port selection decision. They include port location, cost (including cargo handling charges), infrastructure, congestion, berth availability, port dwell time,
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