The purpose of this paper is to examine an issue of critical importance to America’s national security. The Civil Reserve Air Fleet (CRAF) is a public/private partnership…
The purpose of this paper is to examine an issue of critical importance to America’s national security. The Civil Reserve Air Fleet (CRAF) is a public/private partnership between US air carriers and the Department of Defense (DOD) for the provision of contingency airlift services to the military in times of national need. Formed in 1951, the CRAF has only been activated twice, but it has continued to be a source of emergency air transportation should the nation require resources beyond those available from the US Air Force. Sweeping changes occurring in global trade, commercial aviation, national defense policy and foreign relations suggest that changes will be needed to maintain the CRAF as a strategic defense transportation resource.
This paper examines the long-standing national policy of relying on commercial interests to provide contingency transportation to the DOD in wartime. The CRAF will be singled out for closer examination in light of environmental changes occurring in the airline industry, international trade and global threats to the nation. The purpose of this analysis is to then assess the partnership’s ability to remain relevant in an uncertain future.
First, commercial cargo aircraft are downsizing thereby becoming less useful to the DOD. Second, there is no new wide-body military airlifter on the horizon. Third, threats from hostile nations are becoming more indirect and subtle, requiring planners to think “outside the box” when assessing the need for strategic airlift over the next 20-50 years.
The CRAF has not fundamentally changed since its inception in 1951. The time has come to reexamine the partnership to ensure that it remains America’s emergency lifeline.
As American firms formulate competitive strategies for the 1990s and beyond they are realising that significant profit opportunities exist outside the United States. As…
As American firms formulate competitive strategies for the 1990s and beyond they are realising that significant profit opportunities exist outside the United States. As managers deal with globalising their logistics systems to support overseas marketing efforts transportation becomes an extremely important factor. The readiness of the US transportation system to support the growing global logistics needs of American business is examined. The authors conclude that with few exceptions the US international freight transport industry cannot meet the challenges presented by the rapid globalisation of the marketplace.
The purpose of this paper is to utilize quality function deployment (QFD), Benchmarking analyses and other innovative quality tools to develop a new customer‐centered…
The purpose of this paper is to utilize quality function deployment (QFD), Benchmarking analyses and other innovative quality tools to develop a new customer‐centered undergraduate curriculum in supply chain management (SCM).
The researchers used potential employers as the source for data collection. Then, they used QFD and benchmarking to develop a Voice of Customer matrix. Using information from the matrix, a new customer‐oriented SCM undergraduate programme was designed.
The researchers outline a practical solution to the problem of designing academic programmes which satisfy the main expectations of potential employers (customers).
The study is specifically concerned with the design of an SCM curriculum, but the researchers argue that the design methodology could be applied in other academic contexts.
The application of QFD and benchmarking as a joint analysis tool is an interesting approach in education because the information is analysed from different perspectives simultaneously. The new programme successfully meets customer/employer expectations and requirements.
This study demonstrates the effective application of quality design tools to enhance academic programmes. The approach can clearly be extended to other areas for the design of specific courses and programmes. The most important needs in programme design are those of identifying the programme's main customers and of clarifying their expectations.
Examines the difference in perceptions of 18 carrier selections factors between import shippers, export shippers, and international containership carriers. MANOVA was used…
Examines the difference in perceptions of 18 carrier selections factors between import shippers, export shippers, and international containership carriers. MANOVA was used to determine differences between the three groups. Suggests that there are significant differences between import shippers and carriers; export shippers and carriers; and import shippers and export shippers. Significant differences between the import shipper and carrier groups were found on the loss and damage and equipment availability factors. Significant differences between the export shipper and carrier groups were found on the rate changes, service frequency, financial stability, service changes, and equipment availability factors. The only significant difference between the import shipper and export shipper groups was found on the door‐to‐door transportation rates factor.