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The aim of this study is to provide a holistic analysis of all possible maritime business logistics processes related to import and export shipments in a fuzzy environment through a case study of a maritime logistics company based on the as-is and to-be models within business process management (BPM).

The analyses considered the following perspectives: (i) in the stage of the process identification, the definition of the problem was carried out; (ii) in the stage of the process discovery, ocean department was divided into ocean export/import operation departments; ocean export/import operation were divided into freight collect/prepaid operation processes; ocean export/import logistics activity groups were broken down into sub-activities for freight collect/prepaid operation; the logistics activity groups and their sub-activities were defined; each sub-activity as either operation or documentation process group was classified; the durations of sub-activities were evaluated by decision-makers (DMs) as fuzzy sets (FSs); the monthly total jobs activities were estimated by DMs as FSs; the applied to monthly jobs activities of total shipments were estimated by DMs as FSs; the durations of each sub-activities were aggregated; the duration of the logistics activity groups and the sub-activities for per job were calculated; the cumulative workload of logistics activity groups and sub-activities were calculated; the duration of sub-activities for per job as operation or documentation departments were calculated, (iii) in the stage of the process analysis, cumulative ocean export/import workload as operation or documentation for freight collect/prepaid were calculated; duration of activity groups and sub-activities for per job as operation or documentation were calculated; cumulative workload activity groups and sub-activities as operation or documentation were calculated, (iv) in the stage of the process redesign, cumulative workload, process cycle time as operation and documentation group and required labor force were calculated; the process cycle time of the theoretical, the as-is model and the to-be model were calculated: (i) the theoretical minimum process cycle time without resource were calculated by the critical path method (CPM), (ii) the process cycle time of the as-is model perspective with the 1 person resource constraint and (iii) the process cycle time of the to-be model perspective with the 2-person resource constraint were calculated by the resource constrained project scheduling problem (RCPSP) method.

The methodology for analyzing the ocean department operation process was successfully implemented in a real-life case study. It is observed that the results of the to-be model can be applicable for the company. The BPM-proposed methodology is applicable for the maritime logistics industry in the present study; however, it can be applied to other companies in maritime logistics as well as other industries.

This study contributes to research using BPM methodology in maritime logistics. This is the first study the logistics process analyses were carried out in terms of including all operation processes for a company. All processes were analyzed by using BPM methodology in maritime logistics. This study demonstrated the application of the BPM as-is and to-be models to maritime logistics. The as-is and the to-be models of the BPM methodology were applied in maritime logistics.

This methodology applied in this study can enable organizations operating in the time-urgent maritime logistics sector to manage their logistics processes more efficiently, increase customer satisfaction, reduce the risks of customer loss due to poor operational performance and increase profits in the long term. Through the use of these methodologies utilizing FSs, the CPM and the RCPSP methods, this study is expected to make contributions to the BPM literature and provide original insights into the field. Furthermore, this study will undertake a comprehensive analysis of maritime logistics with respect to BPM to deliver noteworthy contributions to the maritime logistics literature and provide original perspectives into the field.

Facing the diverse needs of large-scale customers, based on available railway service resources and service capabilities, this paper aims to research the design method of railway freight service portfolio, select optimal service solutions and provide customers with comprehensive and customized freight services.

Based on the characteristics of railway freight services throughout the entire process, the service system is decomposed into independent units of service functions, and a railway freight service combination model is constructed with the goal of minimizing response time, service cost and service time. A model solving algorithm based on adaptive genetic algorithm is proposed.

Using the computational model, an empirical analysis was conducted on the entire process freight service plan for starch sold from Xi'an to Chengdu as an example. The results showed that the proposed optimization model and algorithm can effectively guide the design of freight plans and provide technical support for real-time response to customers' diversified entire process freight service needs.

With the continuous optimization and upgrading of railway freight source structure, customer demands are becoming increasingly diverse and personalized. Studying and designing a reasonable railway freight service plan throughout the entire process is of great significance for timely response to customer needs, improving service efficiency and reducing design costs.

This study aims to explore how a start-up entering maritime logistics networks (MLNs) in the container shipping industry integrates resources underlying value cocreation patterns in these networks.

The paper is based on a single case study of a technological start-up, providing tracking, tracing and other information services to MLN members using internet-based software. An interorganizational theory perspective informs the case study to unveil the resource integration for value cocreation in the network.

The start-up holds multiple resource interaction roles and the start-up’s involvement enables the creation of new knowledge resources, which facilitate new revenue streams and manage resource dependencies. Hence, the findings indicate that the start-up changes value cocreation patterns in the network by reconfiguring and integrating existing resources so that the service is customized for various customers, including shippers and freight forwarders.

The results provide insights about how technological start-ups can unlock resources within MLNs.

The study extends previous studies on resource roles in business networks and shows how start-ups can perform multiple roles simultaneously within these networks. In addition, the study contributes to the literature by studying information and knowledge as resources configured in different ways in a unique network setting.

This paper aims to explore the comparative analysis of marketing strategies between seaports and dry ports. Second, this paper proposes a recommendation to improve marketing approaches in both nodes.

This research analyzes current marketing approaches to improve the freight volume and enhance interrelation between them for a comprehensive collaboration in the freight supply chain. This research employed semi-structured interviews via an e-interview questionnaire.

The result shows that dry port and seaport practice a mixed marketing strategy. Some marketing elements that a seaport applies are also applied by a dry port, like focusing on the target customer, joining exhibitions and face-to-face meetings. Customized service to clients, frequent discussion on the effective marketing plans and increasing the facilities at the seaport and dry ports can improve the marketing strategies in dry port and seaports.

Seaports are the critical components in esteem-driven context, which add to supply chains by creating value-added services in the transport chain. Nonetheless, research between dry ports and seaports has increasingly drawn the attention of scholars during the last decade. Having said like that, there have not been any pragmatic studies undertaken in the Malaysian context that mainly discusses the marketing prospect of the dry ports and seaports especially during COVID-19 outbreak.

The criticality of late deliveries in transportation lies in the threat of considerable multi-level supply chain costs. This study aims to reveal the dynamic capabilities playing a facilitating role in preventing delay, thus providing timely delivery, as well as developing an understanding of how and when those capabilities are activated within the supply chain network.

An exploratory study was conducted involving 16 semi-structured expert interviews with the representatives of logistics service providers and shippers. Following an interpretive phenomenology framework, the prevention phenomenon was explained.

Findings revealed two preventive capability categories in delay prevention: (1) proactive capabilities, referring to the enabling actions planned before departure, and (2) reactive capabilities, referring to actions planned after departure. Findings pinpoint that, in addition to the proactive capabilities, reactive capabilities enabled by innovative problem-solving actions are crucial for adapting to a dynamically changing environment in prevention. Moreover, this study shows that prevention capabilities are characterized by tangible and intangible resources and integration of resources with external links which constitute a delay prevention network within a wider service ecosystem.

This study stands out with its specific focus on delay prevention capabilities and enabling actions from the perspectives of logistics service providers and shippers. The premises of the resource-based view are combined with dynamic capabilities theory, leading to a proposed time-based taxonomy of proactive and reactive capabilities in supply chains, aimed at creating value and strengthening resilience.

Public participation in policy-making can play a fundamental role in improving effectiveness via two mechanisms: strengthening the alignment between public needs and proposed measures, and increasing public consensus (and compliance) about them. It is, therefore, particularly relevant to foster public participation in sustainable mobility planning at the urban scale, as strongly recommended by the European Union, not only to avoid protests and resolve conflicts but also to find the best solutions for the city. Among many different tools and methodologies for implementing public participation, Living Labs have also shown great potential in enhancing the co-creation of strategies and measures for achieving sustainable mobility for both passengers and freight.

Through the analysis of the participatory process carried out by the municipality of Rome to support the definition of the Sustainable Urban Mobility and Logistics Plans, this chapter explores different involvement levels, tools and strategies in this field, with a particular focus on the innovative Logistics Living Lab developed in this city. This also contributes to filling a gap in the literature on how and to what extent citizens could or should participate in city logistics planning. The results of the analysis highlight that, despite these efforts, citizen participation in planning urban logistics is still a challenge that deserves additional effort and resources to be properly enhanced and improved and that a Living Lab offers great potential to meet this challenge. In turn, this case study could help policy-makers to identify solutions for more effective and acceptable measures to addressing city logistics and the externalities it generates.

This paper examines what facilitates the swift reconfiguration of freight movements across transport modes in the wake of a major disaster.

A qualitative research approach focussing on the New Zealand (NZ) domestic freight transport operations in the wake of the 2016 Kaikōura earthquake is used with data collected through 19 interviews with 27 informants. The interviews are thematically analysed by using the framework method.

The paper provides rich and detailed descriptions of the ability of a freight transport system to recover from a disaster through rapid modal shifts. This paper identifies nine factors enabling modular transport operations and highlights the critical role of physical, digital, operational and inter-organisational interconnectivity in the aftermath of a disaster.

Although the management of freight disruptions has become a prevalent topic not only in industry and policy-making circles, but also in the academic literature, qualitative research focussing on the ability of commercial freight systems to adapt and recover from a disaster through rapid modal shifts is limited. This qualitative study sheds light on the mechanisms underlying the continuity of freight operations in the wake of a disaster and provides a comprehensive understanding of modular transport operations and the ability of freight systems to keep goods moving.

Vehicle allocation problems (VAPs), which are frequently confronted in many transportation activities, primarily including but not limited to full truckload freight transportation operations, induce a significant economic impact. Despite the increasing academic attention to the field, literature still fails to match the needs of and opportunities in the growing industrial practices. In particular, the literature can grow upon the ideas on sustainability, Industry 4.0 and collaboration, which shape future practices not only in logistics but also in many other industries. This review has the potential to enhance and accelerate the development of relevant literature that matches the challenges confronted in industrial problems. Furthermore, this review can help to explore the existing methods, algorithms and techniques employed to address this problem, reveal directions and generate inspiration for potential improvements.

This study provides a literature review on VAPs, focusing on quantitative models that incorporate any of the following emerging logistics trends: sustainability, Industry 4.0 and logistics collaboration.

In the literature, sustainability interactions have been limited to environmental externalities (mostly reducing operational-level emissions) and economic considerations; however, emissions generated throughout the supply chain, other environmental externalities such as waste and product deterioration, or the level of stakeholder engagement, etc., are to be monitored in order to achieve overall climate-neutral services to the society. Moreover, even though there are many types of collaboration (such as co-opetition and vertical collaboration) and Industry 4.0 opportunities (such as sharing information and comanaging distribution operations) that could improve vehicle allocation operations, these topics have not yet received sufficient attention from researchers.

The scientific contribution of this study is twofold: (1) This study analyses decision models of each reviewed article in terms of decision variable, constraint and assumption sets, objectives, modeling and solving approaches, the contribution of the article and the way that any of sustainability, Industry 4.0 and collaboration aspects are incorporated into the model. (2) The authors provide a discussion on the gaps in the related literature, particularly focusing on practical opportunities and serving climate-neutrality targets, carried out under four main streams: logistics collaboration possibilities, supply chain risks, smart solutions and various other potential practices. As a result, the review provides several gaps in the literature and/or potential research ideas that can improve the literature and may provide positive industrial impacts, particularly on how logistics collaboration may be further engaged, which supply chain risks are to be incorporated into decision models, and how smart solutions can be employed to cope with uncertainty and improve the effectiveness and efficiency of operations.

This study aims to examine management attitude and awareness towards green logistics, explores the external conditions that drive and restrict its positive behaviour, investigates the level of its adoption amongst logistics service providers (LSPs) and determines the major barriers affecting its application in the industry.

This research investigates the key decision-making process on green logistics attitude and behaviour through in-depth interviews and thematic analysis.

This study explores both institutional and individual-level attitudes/awareness. Then, the driving and restraining forces and the challenges that influence the industry’s adoption of green initiatives are determined. Finally, this study constructs a framework following a behavioural driving route with interactions among green “attitude”, sustainable “subjective norms”, “behavioural control” and “external context” factors.

Findings can enlighten the practitioners who are struggling to adopt the green or low-carbon practice and provide valuable insights and constructive advice to LSPs and their stakeholders.

Findings can draw the government and policy-makers’ attention to provide necessary financial or non-financial support for the practitioners to improve their green operations.

To the best of the authors’ knowledge, this study is one of the first attempts to adopt the hybrid theoretical lens on the green behaviour of the logistics industry. New insights are added to existing environmental management literature with a wider understanding and deeper investigation of the decision-making on green logistics in the industry. The theoretical framework in this study can offer future applications to a relevant large-scale study.

The purpose of this paper is to investigate ways to reduce the average amount of exceeded guaranteed service time for external trucks at Deepwater Container Terminal Gdańsk Sp z o.o. (DCT Gdańsk) via dosing the gate activities, in particular IN-Gate entry process, of trucks carrying import/export/transit containers.

A Six Sigma methodology with the define, measure, analyze, improve, and Control (DMAIC) methods along with the SIPOC chart, cause and effect diagram, scatterplot, benchmark and brainstorming and finally multi-voting tool are used as analyses tools in this research.

DCT Gdańsk reorganized and modernized the gate operations. Gate reorganization and modernization include streaming line traffic at the gates, external parking lot optimization, implementation of dedicated supporting software and installation of dedicated CCTV cameras to provide 24 h live view. During gates development, the external truck service times data were collected and analysed. The obtained materials concerned the measurement of the average truck turnaround time before and after the implementation of the improvements.

The proposed approach of reducing the average amount of exceeded guaranteed service time of external trucks at the container terminal is unique and relatively cheap mainly due to organizational changes with some widely available low-cost investments and can be applied on a different scale to other container terminals or to transport and logistics companies.