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1 – 10 of 254Niklas Arvidsson, Howard Twaddell Weir IV and Tale Orving
To assess the introduction and performance of light electric freight vehicles (LEFVs), more specifically cargo cycles in major 3PL organizations in at least two Nordic countries.
Abstract
Purpose
To assess the introduction and performance of light electric freight vehicles (LEFVs), more specifically cargo cycles in major 3PL organizations in at least two Nordic countries.
Design/methodology/approach
Case studies. Interviews. Company data on performance before as well as after the introduction. Study of differing business models as well as operational setups.
Findings
The results from the studied cases show that LEFVs can compete with conventional vans in last mile delivery operations of e-commerce parcels. We account for when this might be the case, during which circumstances and why.
Research limitations/implications
Inherent limitations of the case study approach, specifically on generalization. Future research to include more public–private partnership and multi-actor approach for scalability.
Practical implications
Adding to knowledge on the public sector facilitation necessary to succeed with implementation and identifying cases in which LEFVs might offer efficiency gains over more traditional delivery vehicles.
Originality/value
One novelty is the access to detailed data from before the implementation of new vehicles and the data after the implementation. A fair comparison is made possible by the operational structure, area of delivery, number of customers, customer density, type of packages, and to some extent, the number of packages being quite similar. Additionally, we provide data showing how city hubs can allow cargo cycles to work synergistically with delivery vans. This is valuable information for organizations thinking of trying LEFVs in operations as well as municipalities/local authorities that are interested.
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Marcel Peppel, Stefan Spinler and Matthias Winkenbach
The e-commerce boom presents new challenges for last-mile delivery (LMD), which may be mitigated by new delivery technologies. This paper evaluates the impact of mobile parcel…
Abstract
Purpose
The e-commerce boom presents new challenges for last-mile delivery (LMD), which may be mitigated by new delivery technologies. This paper evaluates the impact of mobile parcel lockers (MPL) on costs and CO2 equivalent (CO2e) emissions in existing LMD networks, which include home delivery and shipments to stationary parcel lockers.
Design/methodology/approach
To describe customers’ preferences, we design a multinomial logit model based on recipients’ travel distance to pick-up locations and availability at home. Based on route cost estimation, we define the operating costs for MPLs. We devise a mathematical model with binary decision variables to optimize the location of MPLs.
Findings
Our study demonstrates that integrating MPLs leads to additional cost savings of 8.7% and extra CO2e emissions savings of up to 5.4%. Our analysis of several regional clusters suggests that MPLs yield benefits in highly populous cities but may result in additional emissions in more rural areas where recipients drive longer distances to pick-ups.
Originality/value
This paper designs a suitable operating model for MPLs and demonstrates environmental and economic savings. Moreover, it adds recipients’ availability at home to receive parcels improving the accuracy of stochastic demand. In addition, MPLs are evaluated in the context of several regional clusters ranging from large cities to rural areas. Thus, we provide managerial guidance to logistics service providers how and where to deploy MPLs.
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Travis Fried, Anne Victoria Goodchild, Ivan Sanchez-Diaz and Michael Browne
Despite large bodies of research related to the impacts of e-commerce on last-mile logistics and sustainability, there has been limited effort to evaluate urban freight using an…
Abstract
Purpose
Despite large bodies of research related to the impacts of e-commerce on last-mile logistics and sustainability, there has been limited effort to evaluate urban freight using an equity lens. Therefore, this study proposes a modeling framework that enables researchers and planners to estimate the baseline equity performance of a major e-commerce platform and evaluate equity impacts of possible urban freight management strategies. The study also analyzes the sensitivity of various operational decisions to mitigate bias in the analysis.
Design/methodology/approach
The model adapts empirical methodologies from activity-based modeling, transport equity evaluation, and residential freight trip generation (RFTG) to estimate person- and household-level delivery demand and cargo van traffic exposure in 41 U.S. Metropolitan Statistical Areas (MSAs).
Findings
Evaluating 12 measurements across varying population segments and spatial units, the study finds robust evidence for racial and socio-economic inequities in last-mile delivery for low-income and, especially, populations of color (POC). By the most conservative measurement, POC are exposed to roughly 35% more cargo van traffic than white populations on average, despite ordering less than half as many packages. The study explores the model’s utility by evaluating a simple scenario that finds marginal equity gains for urban freight management strategies that prioritize line-haul efficiency improvements over those improving intra-neighborhood circulations.
Originality/value
Presents a first effort in building a modeling framework for more equitable decision-making in last-mile delivery operations and broader city planning.
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The purpose of this paper is to illustrate the growing role of robots in the logistics industry.
Abstract
Purpose
The purpose of this paper is to illustrate the growing role of robots in the logistics industry.
Design/methodology/approach
Following an introduction, which identifies key challenges facing the industry, this paper discusses robotic applications in warehouses, followed by sections covering transportation and delivery and conclusions.
Findings
The logistics industry faces a number of challenges that drive technological and operational changes. Robots are already playing a role within the warehouse sector and more complex applications have recently arisen from developments in artificial intelligence-enabled vision technology. In the transportation sector, autonomous trucks are being developed and trialled by leading manufacturers. Many major logistics companies are involved and limited services are underway. Last-mile delivery applications are growing rapidly, and trials, pilot schemes and commercial services are underway in Europe, the USA and the Far East. The Chinese market is particularly buoyant, and in 2019, a delivery robot was launched that operates on public roads, based on Level-4 autonomous driving technology. The drone delivery sector has been slower to develop, in part due to regulatory constraints, but services are now being operated by drone manufacturers, retailers and logistics providers.
Originality/value
This paper provides details of existing and future applications of robots in the logistics industry.
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Cam Tu Nguyen, Kum Fai Yuen, Thai Young Kim and Xueqin Wang
Crowd logistics is a rising phenomenon in last-mile delivery that integrates technological applications and sources a large number of participants to do logistical activities…
Abstract
Purpose
Crowd logistics is a rising phenomenon in last-mile delivery that integrates technological applications and sources a large number of participants to do logistical activities, achieving sustainable shipping in urban environments. However, up until now, there has been limited literature in this field. This research aims to investigate the extrinsic and intrinsic factors that impact the participative behaviour of driver-partners in crowd logistics.
Design/methodology/approach
An integrated model is developed based on motivation theory, incorporating attitude as a contributor to both extrinsic and intrinsic motivations. A questionnaire was constructed and distributed to collect data from 303 respondents who are existing or potential driver-partners in Vietnam.
Findings
Our findings confirm (1) the influence of monetary rewards on extrinsic motivation and (2) the power of self-efficacy, trust and sense of belonging on intrinsic motivation. Further, we find that attitude positively impacts extrinsic motivation, whereas there is no effect between attitude and intrinsic motivation. Both extrinsic and intrinsic motivations are demonstrated to significantly influence driver-partners' participative intentions. Additionally, a positive association is found between extrinsic and intrinsic motivations.
Originality/value
Findings from this study theoretically enrich the literature on crowd logistics, especially on the supply side, and empirically contribute to implications that are valuable to crowd logistics firms on driver-partner recruitment and business strategy development.
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Le Yi Koh, Ying Sien Peh, Xueqin Wang and Kum Fai Yuen
The COVID-19 pandemic has resulted in a brand-new phenomenon in customer consumption patterns. This resulted from heightened health awareness brought on by the COVID-19 epidemic…
Abstract
Purpose
The COVID-19 pandemic has resulted in a brand-new phenomenon in customer consumption patterns. This resulted from heightened health awareness brought on by the COVID-19 epidemic. There is a dearth of appropriate health psychology perspectives in the existing study examining the effect of COVID-19 on consumers’ use of crowdsourced logistics (CL) platforms. In order to provide unique and thorough insights into how consumer health concerns can affect consumers’ subjective views and their decisions to use CL, this study combines the health belief model and the technology acceptance model.
Design/methodology/approach
Five hundred valid responses from an online survey that was created and administered in Singapore were analysed using structural equation modelling.
Findings
The findings show that all of the suggested constructs have a favourable influence on consumers’ intentions to use CL. The suggested model also demonstrates high explanatory power, with perceived usefulness serving as the primary driver, followed by perceived ease of use and self-efficacy.
Originality/value
The study advances previous academic research on CL and offers guidance to CL companies and lawmakers for promoting sustainable and secured last-mile delivery.
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Gustavo Morales-Alonso, José Antonio Blanco-Serrano, Yilsy Núñez Guerrero, Mercedes Grijalvo and Francisco José Blanco Jimenez
This research aims at the theory of planned behavior (TPB) and the global entrepreneurship monitor (GEM) framework – How can cognitive traits for entrepreneurship be used by…
Abstract
Purpose
This research aims at the theory of planned behavior (TPB) and the global entrepreneurship monitor (GEM) framework – How can cognitive traits for entrepreneurship be used by incubators and accelerators?
Design/methodology/approach
In this research the authors analyze the factors that catalyze the founding of new technology-based firms. From a practitioner stand-point, the GEM posits that these factors can be classified as contextual, social and individual factors. The present study focuses on the latter, looking into how demographic characteristics, possession of human capital and cognitive traits interrelate. The authors rely on a sample of 141 technological new ventures being incubated in Madrid, Spain, which is analyzed with the multilayer perceptron technique.
Findings
The results show that cognitive traits, as defined in the TPB, act as the “last mile” in the entrepreneurial decision process, while demographic and human capital factors appear to antecede them. These results are relevant for incubators and accelerators, which now gain a better, more complete understanding of success factors of their incubatees.
Originality/value
This research deals both with practitioners' view of entrepreneurship and with scientific literature, intertwining both with the purpose of providing valuable information for incubators and accelerators.
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Xueqin Wang, Yiik Diew Wong, Wenming Shi and Kum Fai Yuen
Omni-channel shopping affords consumers a variety of delivery options to receive products based on their preferred times and locations. By considering consumers' contributions…
Abstract
Purpose
Omni-channel shopping affords consumers a variety of delivery options to receive products based on their preferred times and locations. By considering consumers' contributions (physical, social and attentive efforts) in co-creating delivery services, this study investigates their preferences for parcel delivery.
Design/methodology/approach
A scenario-based questionnaire survey is conducted for data collection in Singapore (n = 483). Furthermore, a multinomial logistic regression is performed to assess consumers' choice mode of delivery among five alternatives, that is attended home delivery, unattended home delivery, automated self-collection locker, attended pickup point and click-and-collect.
Findings
Compared to attended home delivery, consumers who choose the alternatives are found to be more willing to contribute physical effort but less interested in responding attentively to informational updates. Efforts required for social interactions discourage consumers from choosing attended deliveries, prompting unattended alternatives (e.g. home delivery and self-collection) as more attractive choices. Additionally, socio-demographic factors and product value also influence consumers' preferences.
Originality/value
This study contributes to the literature by integrating the theoretical concept of consumer logistics into omni-channel studies, providing a new approach to examining consumers' channel behaviour. With detailed profiling that links product value and consumers' socio-demographics to their choice mode of delivery, the authors create practical insight into the optimal design of omni-channel distribution systems that best harness consumers' voluntary contributions.
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George Okello Candiya Bongomin, Charles Akol Malinga, Alain Manzi Amani and Rebecca Balinda
The main purpose of this study is to test for the interaction effect of digital literacy in the relationship between financial technologies (FinTechs) of biometrics and mobile…
Abstract
Purpose
The main purpose of this study is to test for the interaction effect of digital literacy in the relationship between financial technologies (FinTechs) of biometrics and mobile money and digital financial inclusion among the unbanked poor women, youth and persons with disabilities (PWDs) in rural Uganda.
Design/methodology/approach
Covariance-based structural equation modeling was used to construct the interaction effect using data collected from the unbanked poor women, youth and PWDs located in the four regions in Uganda as prescribed by Hair et al. (2022).
Findings
The findings from this study are threefold: first; the results revealed a positive interaction effect of digital literacy between FinTechs of biometrics and mobile money and digital financial inclusion. Second; the results also confirmed that biometrics identification positively promotes digital financial inclusion. Lastly; the results showed that mobile money positively promotes digital financial inclusion. A combination of FinTechs of biometrics and mobile money together with digital literacy explain 29% variation in digital financial inclusion among the unbanked poor women, youth and PWDs in rural Uganda.
Research limitations/implications
The data for this study were collected mainly from the unbanked poor women, youth and PWDs. Further studies may look at data from other sections of the vulnerable population in under developed financial markets. Additionally, the data for this study were collected only from Uganda as a developing country. Thus, more data may be obtained from other developing countries to draw conclusive and generalized empirical evidence. Besides, the current study used cross sectional design to collect the data. Therefore, future studies may adopt longitudinal research design to investigate the impact of FinTechs on digital financial inclusion in the presence of digital literacy across different time range.
Practical implications
The governments in developing countries like Uganda should support women, youth, PWDs and other equally vulnerable groups, especially in the rural communities to understand and use FinTechs. This can be achieved through digital literacy that can help them to embrace digital financial services and competently navigate and perform digital transactions over digital platforms like mobile money without making errors. Besides, governments in developing countries like Uganda can use this finding to advocate for the design of appropriate digital infrastructures to reach remote areas and ensure “last mile connectivity for digital financial services' users.” The use of off-line solutions can complement the absence or loss of on-line network connectivity for biometrics and mobile money to close the huge digital divide gap in rural areas. This can scale-up access to and use of financial services by the unbanked rural population.
Originality/value
This paper sheds more light on the importance of digital literacy in the ever complex and dynamic global FinTech ecosystem in the presence of rampant cyber risks. To the best of the authors' knowledge, limited studies currently exist that integrate digital literacy as a moderator in the relationship between FinTechs and digital financial inclusion, especially among vulnerable groups in under-developed digital financial markets in developing countries. This is the novelty of the paper with data obtained from the unbanked poor women, youth and PWDs in rural Uganda.
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Yunlong Duan, Yan Liu, Yilin Chen, Weiqi Guo and Lisheng Yang
This study aims to focus on the impact of multi-level knowledge sharing between and within organizations on the risk control of rural inclusive finance. The paper presents…
Abstract
Purpose
This study aims to focus on the impact of multi-level knowledge sharing between and within organizations on the risk control of rural inclusive finance. The paper presents a synergistic risk control system integrating external and internal factors for rural inclusive finance by constructing different knowledge-sharing platforms in an environment, which is full of many uncertainties.
Design/methodology/approach
This study is based on survey methods. To achieve the research objectives, the authors adopt a single case study approach. For data collection, the authors apply a wide variety of methods such as semi-structured interviews, field visits, second-hand databases and official websites.
Findings
The results emphasize that using multi-level knowledge sharing such as the inter- and intra-organizational level, can facilitate the risk control of rural inclusive finance during the post-COVID-19 era. Furthermore, it is also noted that achieving knowledge sharing at different levels by building diverse knowledge-sharing platforms can promote the risk control of rural inclusive finance from the individual-organization level to the chain level of multi-organization collaboration, which contributes to the formation of symbiotic risk control ecology.
Research limitations/implications
The authors have formed the “Chinese wisdom” to deal with inclusive financial risks and to promote in-depth development in relation to the “last mile” practice of inclusive finance, which means the final and the most important phase of a project. The conclusions contribute to enriching the outcomes regarding the risk control of rural inclusive finance, provide experiences to its sustainable development and offer a reference to other countries with their risk control of rural inclusive finance.
Originality/value
Drawing on the knowledge-sharing approach, this study creatively resolves the persistent problems in the risk control of rural inclusive finance, which forms a powerful supplement to the extant literature. Meanwhile, the paper combines the two contextual factors of the post-COVID-19 era and emerging economies, which can be deemed as a novel attempt.
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