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The authors investigate natural disasters’ impact on manufacturing and services foreign direct investment (FDI), both, in contemporaneous and time-lag contexts. Manufacturing and services FDI account for different types of technology transfers, respectively, through tangible physical assets and intangible knowledge assets. This paper aims to hypothesize that natural disasters that have pronounced physical impact, have different effect on different sectoral FDI.

The authors merge a data set from emergency events database, which covers natural disasters occurrences with a sector-level data on FDI for 69 countries for the period 1980-2011, distinguishing between four different kinds of natural disasters such as meteorological, climate, hydrological and geophysical, as well as between different geographical regions.

Controlling for commonly accepted determinants of FDI, such as output growth, quality of institutions and natural resource abundance, the authors find that manufacturing FDI is negatively affected immediately after the disaster and positively in the longer run- a finding that is in unison with the “creative destruction” growth theory. Services FDI, on the other hand, do not show such pattern. Meteorological disasters have no effect on services FDI and climate and hydrological disasters have long-lasting negative effects. For both, manufacturing and services FDI, geophysical disasters have a positive impact on FDI in the long run.

The study is limited to 69 countries for the period 1980-2011.

FDI bears tangible and intangible knowledge assets and provides means of financing, even in countries with under-developed banking systems and stock markets. FDI is impacted by climate change, manifested by intensifying and increase of frequency of natural disasters.

Natural disasters destroy infrastructure and displace people. The rebuilding of infrastructure and intangible capital present an opportunity for upgrading.

This is the first study that analyzes the impact of natural disasters on sector-level FDI in a multicounty and regional context.

Recently the route connecting the trans-Korean railway and the trans-Siberian railway has become of particular interest for many academics and policy-makers in East Asian countries. The extensive review of previous studies, however, reveals that literature on the subject is lacking solid analytical framework. Most studies are one-sided, focusing on the political aspects of the issue or paying little attention to the economic aspects of the problem.

This study intends to develop an analytical framework through which the most efficient route among four major alternative routes connecting the trans-Korean and trans-Siberian railways can be identified. It attempts to assign priorities to the four alternative routes according to their level of economic efficiency.

This study utilizes a simple cost-benefit analysis in evaluating the four routes. Cost side, transportation time, effectiveness of customs procedures, and gauge difference are selected as the main economic factors. The volume of cargo, industrial production in adjacent regions, access to natural resources, and market size and foreign investment climate are used to evaluate the benefits of the routes.

The study concludes that Route 3, which connects ‘Busan - Seoul (South Korea) –Pyongyang -Sinuiju (North Korea) –Shenyang –Beijing - Erenhot (China) –Ulaanbaatar (Mongolia) –Ulan-Ude - Moscow (Russia)’ is the most efficient route.

Although there is a growing number concerning articles/papers on China’s ‘One Belt, One Road’ (OBOR), it is difficult to find comprehensive research regarding the economic background in spite of the OBOR initiative involving multi-dimensional considerations. Although China targets to become a soft power leader by reviving the spirit of the old Silk Road, the OBOR is a large-scale investment project, whose rate of investment (ROI) is important for sustainability. Since new infrastructure in isolated regions is likely to be used less frequently, anticipated profitability is low. In spite of this risk, China promotes the OBOR for its economic and political purposes. China will promote the OBOR in spite of the U.S. withdrawal from TPP membership, since boosting aggregate demand is of critical importance for the country. This paper analyzes the economic background of the OBOR, which establishes China’s own model of regional integration, eases unemployment, and internationalizes its currency. Finally, this paper discusses diverse risks for China in the process of implementing the OBOR.

This paper inspects in detail the seasonality (deterministic) in container freight rates, and compares seasonality patterns in different freight rate indices. A deterministic seasonality unit root test is performed to achieve set objectives. This study concludes that all the indices (tested in this paper) exhibit significant deterministic seasonality. For January and August, there is no seasonal effect observed in all five series. At the same time, all the indices except Exports from Europe Rate Index (EEI) exhibit significant seasonal patterns in February, September, and December. All five indices exhibit significant seasonality during May, and the coefficient sign shows a drop in the freight rates. During March, October, and November; it is observed that only EEI exhibit significant seasonal patterns. The results could be beneficial for carriers and agents who are involved in the containerised freight transport business. Also, shippers could get a clear idea about the freight rates' nature across various trade routes.

As the global economy continues to boom, there remains a significant need for more efficient transportation and effective management in corporate logistics. In this regard, railways have been considered one of the most efficient modes for long distance transportation. In Asia, there are several extensive and direct railroads such as the TSR (Trans-Siberian-Railroad), the TCR (Trans-Chinese-Railroad) and the TMR (Trans-Mongolian-Railroad) which could connect Asia to Europe. If these railroad networks such as the TKR (Trans-Korean-Railroad) were fully operational, it is expected that they would replace a major portion of the current global trade transportation with is sent through other shipping methods. Therefore, the development of railroad networks is one of the most important steps toward an integrated international transportation system. However, in reality, it is difficult to achieve this vision because of the political and economic problems surrounding multiple countries that this network must cut across. Moreover, it is difficult to ensure the railways’ economic competitiveness when it is compared with other logistics options. In this study, we aim to discover the status quo about railway networks by focusing on the TCR and TSR. Through in-depth interviews and surveys with actual users of these networks, current issues and problems are analysed in order to make suggestions for improvements. This research also provides meaningful insights which the TKR-TSR and TKR-TCR railway networks should consider if they want to continue to be successful in the future.

This paper aims to apply a multidimensional approach to assessing the financial well-being of European countries.

Financial well-being is a very complex phenomenon to measure because it is composed of different dimensions. Therefore, this paper uses a multidimensional and fuzzy methodology to assess financial well-being in Europe. The financial well-being fuzzy indicator was calculated using European Quality of Life Survey data.

Financial well-being is heterogeneous across European countries. This evidence is confirmed both at the level of overall financial well-being and at the level of sub-indices. The degree of financial well-being is not directly related to wealth as traditionally measured (i.e. GDP), but shows some correspondence with socio-economic characteristics of the population and with governance and cultural elements of a country.

Understanding financial well-being could help financial institutions to transition from a one-size-fits-all approach to a more tailored approach when they provide financial services and could help policy makers to consider financial well-being when they decide how and where to allocate public spending.

To the best of authors’ knowledge, this study is the first to employ a fuzzy methodology for the analysis of financial well-being in Europe.

This paper aims to identify the occupational profiles of a logistics and a supply chain (SC) controller, both promising SC professions, examining the required competences and tasks undertaken while taking into account current trends in supply chain management and its wider dimensions.

The study used a content analysis based on job advertisements for the position of logistics controller and SC controller. The collected material allowed the construction of an occupational competence mix model in the style of Cheetham and Chivers for the logistics and SC controller, and the identification of the level of competence of both professions, using the model proposed by Czapla. In addition, the analysis of the data was supplemented by use of the Anova test and a radar chart.

The SC and logistics controllers have a high degree of similarity in both the meta and core competences areas. Similarities also occur in the case of the analysed groups of tasks undertaken by these professions. Tasks in the areas of “definition” and “maintaining” prevail. The SC controller and the logistics controller are considered “engaged inspirers” because they have reached this level of professional competence. Both these professions can ensure an effective, sustainable and transparent SC through direct cooperation with the SC manager and/or logistics manager.

This study uses a content analysis based on job advertisements addressed to the German market. These job advertisements are standardized, and therefore, provide only a general outline of the competences and tasks of the SC and logistics controllers.

The study provides information to practitioners by identifying the competences and tasks assigned to the SC and logistics controllers that are needed to improve the efficiency and transparency of the SC and its management. The research is an incentive for people involved in education to adapt changes in curricula in the business (accounting, controlling and logistics) and engineering (related to logistics) fields of study by creating courses based on SC controlling or/and logistics controlling.

The study shows the current, necessary changes for SC professionals (e.g. the appointment of a SC controller and/or logistics controller) resulting from changes in business and the challenges for SC management (e.g. transparency and sustainability).

In the context of debates on the role of social partners in shaping anti-crisis policies, the article explores the developments of social dialogue in Poland following the outbreak of the pandemic. The central research question is whether the crisis has helped to revitalise social dialogue or has it further revealed its weaknesses that were apparent before it.

The paper is based on the combination of literature review and the analysis of primary data derived from 22 expert interviews with the representatives of trade unions, employers and ministries collected in 2020–2021 in four essential industries (education, health care, social care and logistics).

The analysis suggests that the pandemic led to reinforcement of “illusory corporatism” in Poland, deepened mistrust among social partners and triggered a shift to informal channels of influencing policymaking. The weakness of the social partners and the strong position of the right-wing populist government meant that fears of recession and a health crisis were insufficient to develop “crisis” corporatism. While business interests were represented better than labour in policymaking, limited labour-friendly outcomes have been achieved as a result of workers’ mobilisation and unilateral decisions of the government rather than tripartite social dialogue.

Based on original empirical research, the article contributes to the discussion on the impact of the crisis on social dialogue under patchwork capitalism. It points to the role of strong governments and informality in circumventing tripartite structures and the importance of essential workers’ mobilisation in response to the lack of social dialogue.

This paper investigates the nature of port-city relationships in two major port regions of the world, Europe and Asia. Although this issue is well analyzed through either isolated case studies or general models, it proposes a complementary approach based on urban and port indicators available for 121 port cities. In terms of demographic size and container traffic, it shows the decline of port-urban dependence, stemming from changes in global transportation and urban development. However, European and Asian port cities are not identically confronted to the same challenges, notably in terms of their hinterlands. A factor analysis highlights a regional differentiation of port-city relationships according to their insertion in both urban and port systems, with a core-periphery dualism in Europe and a port-city hierarchy in Asia. Thus, the distance to inland markets for European ports and the size of coastal markets for Asian ports are the main factors to explain the nature of port-city relationships in the two areas. It helps to evaluate which European and Asian port cities are comparable beyond their cargo volumes, by putting together micro (local environments) and macro (regional patterns) factors.

This paper aims to explore various factors associated with radio frequency identification (RFID) adoption with quantitative meta-analysis. More specifically, this paper attempts to measure key variables of RFID adoption derived from Rogers’ innovation theory and further examines how state intervention influences the process of RFID adoption. First, this paper compares, relying on a meta-analysis, various mean effect sizes among technological, organizational and environmental factors (i.e. government-driven policies) that Rogers suggested in his innovation model.

In mean effect size analysis, this paper finds that the technological factor is the most powerful factor that affects the RFID adoption. The technological factor is statistically significant across all regions, including North America, Europe and Asia. The organizational factor is significant only in developing countries like Southeast Asian countries and East Asian countries. Environmental factors like government intervention for facilitating RFID adoption are strong enough only in Southeast Asia and Europe.

This paper finds that government’s supportive policy is more effective in Europe but not in America, while external pressure is still more effective in Southeast Asia. These results implicate that developmentalism or government-driven policy can be effective not only in developing countries but also in the case of developed countries. In addition, this paper conducts a seemingly unrelated regression (SUR) analysis based on Fisher’s standardized score.

In SUR analysis, this paper finds that the correlations between RFID adoption intention and three innovation factors vary across industrial areas. More specifically, the manufacturing area shows negative moderating effect on all three equations where correlations between Rogers’ innovation factors and RFID adoption intention are meta-dependent variables. Also, RFID adoption is accelerated when the size of the firm is large or the location of the firm is in Southeast Asia. This result implicates that the aspect of technology adoption can be changed by region and type of industry.