Generally, vessels are deployed as hub-and-spoke networks to achieve high slot utilization and cost efficiency for shipping lines in global maritime container shipping networks. At the Port of Colombo, most transhipment containers originate from and are destined for Indian ports, the export/import container volume of which has been rapidly increasing, and Indian ports have been developed to accommodate vessel enlargement. In such circumstances, the partial or complete abandonment of a hub (Colombo port) in this region is expected, which is known as “de-hubbing.” This study aims to clarify the impact of port developments and an increase in container cargo demand from the source country on maritime network selection from the perspective of shipping lines. We develop a mixed integer linear programming model to describe vessel deployment, including transhipment via the Colombo port and direct shipment in Indian ports. As a result of the analysis, the number of direct services to Indian ports is expected to increase when the cargo demand of Indian ports increases and the port development of Indian ports is conducted. The progress of the de-hubbing phenomenon decreases vessel size at Colombo port because the container demand at Indian ports is mostly satisfied by newly deployed trunk lines to Indian ports. This study suggests that if Colombo port expects to maintain its hub status, it is critical to consider various other incentives to attract and retain mainline carriers in addition to expanding its port infrastructure. Similarly, if India expects to receive direct calls from mainlines, it is important not only to develop their port infrastructure but also to increase their cargo demand.

This systematic literature review investigates the impact of global geopolitical conflicts on the maritime logistics sector, with a particular focus on disruptions affecting trade flows, port operations, and supply chain resilience. Covering peer-reviewed research published between 2015 and 2024, a total of 44 studies were systematically selected and analysed using PRISMA methodology. The review identifies key conflict events—including the Russia–Ukraine war, Red Sea crisis, and East Asian rivalries—as primary disruptors of global maritime logistics systems. The findings reveal that these conflicts have led to increased freight costs, vessel rerouting, container shortages, and significant port delays, posing threats to just-in-time delivery systems and trade competitiveness. Additionally, the literature highlights how these disruptions disproportionately affect export-dependent sectors, especially in emerging economies. The review further categorises strategic response mechanisms, such as digital tracking, port diversification, and maritime collaboration frameworks, that enhance logistics resilience. The study emphasises the growing importance of proactive geopolitical risk assessment and adaptive maritime strategies in ensuring trade continuity amidst global instability. This review contributes to the evolving discourse on conflict-sensitive logistics planning and provides a conceptual basis for future empirical studies on logistics risk mitigation.

This study analysed competition at port and terminal levels resulting from the involvement of a port authority, Sri Lanka Port Authority (SLPA), and a Global Terminal Operator, China Merchant Port Holdings (CMPH), in the Colombo and Hambantota ports. It also considered the operators’ disparate interests in the two ports. The terminals’ pricing decisions of SLPA and CMPH were analysed taking into account the cooperation among the terminals in one port and the terminals owned by the same Global Terminal Operator and the competition from their different ownership types. Results revealed significantly different pricing decisions attributable to seven possible objectives of the SLPA along with profit and demand maximisation objectives of CMPH. Findings suggest that, if the SLPA reduces the terminal price charged by the Colombo International Container Terminal operated by the CMPH, the latter would behave as a “free rider”. Moreover, both the SLPA and CMPH would try to balance their interests in both ports, especially with their profit maximisation objective, which would result in less profits for both Colombo and Hambantota ports. The demand maximisation objective of CMPH would reduce charges at its terminals as opposed to its profit maximisation objective. Colombo Port would receive higher demand if the SLPA focuses on user surplus maximisation.

Electric vehicles (EVs) are promoted to decarbonise road transport, yet uptake remains slow in many emerging markets. This study examines consumer resistance to EV adoption in Sri Lanka by modelling status quo bias (SQB) using a Prospect Theory lens. An online survey of urban vehicle owners and near-term buyers yielded 157 responses; after screening and removing influential outliers, 151 cases were analysed using partial least squares structural equation modelling (PLS-SEM). The model tests five Prospect Theory-aligned antecedents, namely, loss aversion, reference dependence, risk perception, framing effects, and uncertainty aversion, and evaluates environmental concern as a moderator. Results indicate that loss aversion has a significant positive effect on SQB (β = 0.216, p = 0.005) and uncertainty aversion is the strongest predictor (β = 0.453, p < 0.001), while reference dependence, risk perception, and framing effects show positive but statistically non-significant direct effects. Moderation tests show that environmental concern significantly moderates the effects of reference dependence (β = 0.181, p = 0.039) and framing effects (β = 0.179, p = 0.037) on SQB, but does not significantly moderate the loss aversion, risk perception, or uncertainty aversion paths. Overall, perceived losses and—especially—ambiguity surrounding EV ownership appear to sustain reliance on internal combustion vehicles in this developing-country context, underscoring the need for interventions that reduce uncertainty (credible infrastructure signals, stable policy, service capability) and mitigate perceived losses (warranties, resale assurances) alongside carefully framed communications.

This study examines the digital transformation of Sri Lanka's maritime industry, focusing on identifying key barriers, analysing their interconnections, and assessing the digitalisation potential in import, export, and freight forwarding operations. Through a systematic review, this study identifies five primary categories of barriers to digitalisation: organisational and management-related, operational, resource-related, market-related, and technological barriers. A structured questionnaire was distributed to 148 professionals in the maritime sector, including stakeholders from shipping agencies, freight forwarders, and port authorities, who were selected using the snowball sampling method. The collected data were analysed using Partial Least Squares Structural Equation Modelling (PLS-SEM) to assess the influence of each barrier on the digitalisation level of Sri Lanka’s maritime industry. The findings confirm that all five barrier types significantly hinder digitalisation, with organisational and management-related barriers having the strongest and most negative impact. Additionally, ordinal data analysis was used to evaluate the current and potential digitalisation levels in imports, exports, and freight forwarding. The results reveal significant gaps between the existing and potential states, particularly in critical operations. These insights can help stakeholders address key barriers and implement targeted actions to boost digital adoption, improve efficiency, and enhance global competitiveness in the industry. The findings contribute not only to the academic discourse on maritime digitalisation but also serve as a practical guide for policymakers, industry leaders, and practitioners navigating the complexities of digital transformation in Sri Lanka’s maritime sector.