Search results

With the fast growth in China's economy and China's accession into WTO, the demand for logistics services has been growing significantly in China. China's logistics service providers need to pay more attention to adopt more efficient logistics technologies to provide better services for their customers. The purpose of this paper is to study the factors affecting the innovation in logistics technologies for logistics service providers in China.

Questionnaire survey on logistics service providers in Beijing, Shanghai and Shenzhen is conducted to study the innovation in logistics technologies by China's logistics industry. Logistics technologies are classified into four types: data acquisition technologies, information technologies, warehousing technologies, and transportation technologies. The influencing factors include internal and external factors. Regression analysis is used to analyze the influences of these factors on technological innovation.

The innovation in logistics technologies is significantly positively influenced by organizational encouragement, quality of human resources, environmental uncertainty, and governmental support for logistics service providers in China.

Owing to the lack of empirical research on the adoption of logistics technologies in China, this paper provides an empirical study on the factors influencing the innovation in logistics technologies by logistics service providers in China. Our research results can help China's logistics companies develop better strategies to adopt innovative logistics technologies, and can make them become innovation‐based logistics service providers.

So far, most of the literature on logistics social responsibility (LSR) has prioritized the examination, classification of and adaption toward positive LSR practices instead of investigating necessary logistics service providers’ capabilities to implement LSR strategies. Therefore, the purpose of this paper is to contribute to theory by an assessment of LSR and its linkages to dynamic capabilities theory to gain insights into how logistics service providers can foster an enhanced application of LSR practices.

The paper is conceptual and grounded on dynamic capabilities theory. Relevant literature from logistics management, supply chain management and sustainable supply chain management (SSCM) as well as dynamic capabilities was examined to build upon existing theory by conceptualizing LSR from a dynamic capabilities perspective. In addition, propositions for future research are presented based on the conceptual model.

With regards to the controversial discussion in the literature about the direct link between dynamic capabilities and competitive advantage as well as the necessary degree of heterogeneity of dynamic capabilities, the conceptualization of LSR from a dynamic capabilities perspective adds new elements to this discussion. Considering long-term or even sustainable competitive advantage, the current degree of homogeneity across logistics services might hinder a sustainable advantage in the long run and demands for more advanced logistical capabilities. In this line, it is important to understand and utilize the causal relationships between different logistical resources and capabilities to achieve a unique long-term advantage allowing logistics service providers to further enhance LSR practices.

Due to the current role of logistics service providers, they should not just foster their resources focusing on the relationship to the focal firm, but they should also develop and implement new logistical capabilities derived from SSCM-related dynamic capabilities to design alternative service portfolio extensions and new business models.

Although dynamic capabilities have been studied intensively in the last two decades, the causal relationships between different logistical resources and necessary dynamic capabilities to achieve advantages by enhancing LSR practices still lack conceptualization. To build on the understanding of LSR, the paper at hand presents a conceptual framework explaining LSR and SSCM practices through the lens of dynamic capabilities theory.

By introducing the mass customization service mode into the cloud logistics environment, this paper studies the joint optimization of service provider selection and customer order decoupling point (CODP) positioning based on the mass customization service mode to provide customers with more diversified and personalized service content with lower total logistics service cost.

This paper addresses the general process of service composition optimization based on the mass customization mode in a cloud logistics service environment and constructs a joint decision model for service provider selection and CODP positioning. In the model, the two objective functions of minimum service cost and most satisfactory delivery time are considered, and the Pareto optimal solution of the model is obtained via the NSGA-II algorithm. Then, a numerical case is used to verify the superiority of the service composition scheme based on the mass customization mode over the general scheme and to verify the significant impact of the scale effect coefficient on the optimal CODP location.

(1) Under the cloud logistics mode, the implementation of the logistics service mode based on mass customization can not only reduce the total cost of logistics services by means of the scale effect of massive orders on the cloud platform but also make more efficient use of a large number of logistics service providers gathered on the cloud platform to provide customers with more customized and diversified service content. (2) The scale effect coefficient directly affects the total cost of logistics services and significantly affects the location of the CODP. Therefore, before implementing the mass customization logistics service mode, the most reasonable clustering of orders on the cloud logistics platform is very important for the follow-up service combination.

The originality of this paper includes two aspects. One is to introduce the mass customization mode in the cloud logistics service environment for the first time and summarize the operation process of implementing the mass customization mode in the cloud logistics environment. Second, in order to solve the joint decision optimization model of provider selection and CODP positioning, this paper designs a method for solving a mixed-integer nonlinear programming model using a multi-layer coding genetic algorithm.

Against the background of the scanty knowledge about inventory financing in supply chains, the goal of this paper is to provide a conceptual explanation of the relevance and the implications of alternative inventory financing by a logistics service provider (LSP).

First, based on a literature review, inventory‐related conflicts of interest between actors in the supply chain are discussed. Second, a concept of inventory financing through an LSP is developed. Third, the concept introduced is illustrated by means of a numerical example.

The results of an illustrative example from Switzerland and a rough revenue and expenditure calculation highlight the effects that inventory financing through a logistics service provider may have for LSP. For the LSP profit depends mainly on the value and amount of the goods to be financed.

The results of this paper can be applied to logistics service providers. The model developed can accordingly be used to calculate the additional effects of inventory financing service.

This research offers initial insights into the importance of inventory financing from an LSP perspective. As activities in this field may offer additional profits and differentiation options, decision makers at logistics service providers might want to estimate the potential resting in this expansion of their service catalogue.

The purpose of this paper is to explore the perceptions of supply chain managers regarding the elements that make up cyber supply chain risk management (CSCRM) and the related level of alignment, to understand how organizations can deploy a CSCRM strategy that goes beyond the technical, internal functioning of single companies and moves beyond the dyad, to create a better alignment that can ultimately lead to improved cyber supply chain resilience.

An exploratory survey in the fast-moving consumer goods (FMCG) industry involving over 100 organizations in Italy was conducted. Results were analysed through one-way analysis of variance, to appraise the differences in the perceptions of the various actors of the FMCG supply chain (Manufacturers, Logistics Service Providers, Retailers).

While a certain degree of alignment of the perceptions across the FMCG supply chain exists, the study found that Logistics Service Providers can play a crucial role as orchestrators of the CSCRM process towards a more “supply chain-oriented” response to cyber threats and risk events. The research also highlights the necessity to see people as key elements for improving cyber resilience in the supply chain.

Through a vertical analysis of a supply chain, the study extends the existing theory on CSCRM, which contains isolated case studies. It also contributes to extending the current theory with the proposal of the paradigm of Logistics Service Providers as orchestrators of the CSCRM process. The study combines different classifications of CSCRM initiatives and embraces theories external to the supply chain literature.

Through the empirical analysis, this study helps practitioners in streamlining the design of cyber security strategies and actions that span across the supply chain for better alignment. This could mean more coordination of efforts and more targeted/accurate investments in CSCRM initiatives. The study invites practitioners to ponder the perceived relevance of the human factor as a source of risk and the perceived importance of countermeasures aimed at mitigating risk events stemming from that source.

By focusing on an entire supply chain, this is one of the first studies on CSCRM that goes beyond the dyad. Its originality also lies in its use of the investigations of perceptions along the supply chain as pillars for the alignment of CSCRM strategies and mitigation initiatives. This original perspective allows for discovering the role of Logistics Service Providers in driving the alignment of the efforts towards better outcomes of the CSCRM process.

Awareness of environmental impacts on society is increasing among companies. In order to turn environmental problems into business opportunities, many companies are beginning to consider how environmental, or green aspects can be integrated into their service offerings. This opportunity can be of specific interest to logistics service providers, whose core business is an environmental impact in itself. The purpose of this article is to indicate where green‐labelled logistics service providers are positioned today in their development, and to seek the underlying rationale in development of green service offerings.

This article takes a logistics service provider's perspective and is based on a multiple case study of six companies. The analysis is based on cross‐case analysis, and empirical, as well as theoretical, pattern matching.

The attitude towards a green approach differs among the case companies: while some are working towards a green integration throughout the entire business, others offer green alternatives to the original service offering. The results point to possible explanations for these differences, and include differences in range of service offerings, size, and to different management principles for green aspects.

The article can inspire logistics service providers in their continuing work to integrate green initiatives into the company. By introducing alternative green approaches in the development of service offerings, logistics service providers can match their own business and context with alternative rationales.

While most of the green logistics research focuses on the logistics system's characteristics, this article offers initial insights into how the integration of green aspects into logistics services can impact logistics service providers.

The purpose of this paper is to present a test of scales that measure brand equity and its two dimensions – brand image and brand awareness – in the context of logistics services. The scales are tested with both logistics service providers and customers.

Measurement items are adapted from existing scales found in the marketing literature. Academic colleagues and logistics practitioners reviewed the items for face validity and readability. The scales are evaluated for reliability, convergent validity, and discriminant validity using data collected in a mail survey of logistics service providers and customers.

Findings suggest that brand awareness, brand image, and brand equity scales are valid and reliable in the context of logistics services.

While there is a substantial research stream that examines branding of consumer goods and an increasing literature on industrial and service brands, little is known about branding in the context of logistics services. This paper extends existing measurement of brand equity and its dimensions to a new setting, namely logistics services.

This paper provides valuable insight into the measurement of brand awareness, brand image, and brand equity in the logistics services context and offers a foundation for future logistics branding research. The paper provides evidence for the validity of constructs used in the customer‐based brand equity framework, which is traditionally used in consumer contexts, in the context of logistics services.

The failure to manage the firm's brand successfully with trading partners is a potentially fatal obstacle to success in today's hypercompetitive global economy. Strong brands serve as an important point of differentiation for firms, assisting customers in their evaluation and choice processes. Considerable research exists on the branding of consumer goods, and the literature on business-to-business (B2B) brands and service brands is increasing. However, research on branding in the context of B2B services is relatively sparse. This paper integrates research in B2B brands and service brands to explore B2B service brands. The paper reports a multiple methods study of brands and brand management in the logistics services industry as a specific case of B2B service branding. The study addresses two research questions that are relevant for B2B service brands. First, how are brands perceived when the customer is an organization rather than an individual? Second, how do brands differentiate intangible offers that customers often consider as commodities? The first study reports data collected in an exploratory investigation comprised of depth interviews with representatives of logistics services firms and customers. The study supports the extendibility of Keller's brand equity framework into the B2B services context. The second study tests the framework using data collected in a mail survey of logistics service providers and customers. Results suggest that brands do differentiate the offerings of logistics service providers and that brand equity exists for this commodity-like B2B service. However, findings reveal differences in perceptions between service providers and customers. Specifically, brand image is a stronger influence on customers' perceptions of service providers' brand equity, whereas brand awareness is a stronger driver of the service providers' perceptions of their own brand equity. The paper discusses implications of these differences for managing B2B services.

This work aims to combine the perspectives of logistics‐service providers (LSPs) and small and medium‐sized enterprises (SME) in the development of value‐added logistics services. The purpose was to create a theory‐based and initially tested framework that could help both service providers and SMEs identify new opportunities for developing their logistics.

The research followed design‐science methodology and was carried out via semi‐structured interviews within the case company (a large Finnish LSP), its customers, and experts from the area of logistics services. Data on companies offering value‐added logistics services were also used in the research. The focus of the research was on advanced value‐added logistics services.

The paper presents a framework for categorizing logistics services for SMEs and proposes new logistics‐service models for SME customers. Altogether, three service models are proposed to bridge the gap between LSP and SME customers. In particular, the consulting‐oriented approach seemed to be appropriate for the SMEs. The other two models, 3PL with planning and Outsourced Chief Logistics Officer, require more effort from both parties.

The paper presents a theoretical framework for categorizing logistics services and discusses the strategic options for an LSP to expand its service portfolio. However, further empirical research related to logistics‐service design is needed to develop the framework further and to improve its external validity.

This work offers insights that support LSPs to develop their service offerings to better match the needs of SMEs, and also allow managers of SMEs to better utilize the available LSP competence and services.

The existing research in the area of value‐added logistics services has mainly focused on either the customer perspective or the service‐provider perspective. The dyad combining these perspectives has been largely neglected. Furthermore, studies in this area have been on large enterprises as opposed to SMEs. This work fills this gap by designing value‐added logistics‐service models that combine SME needs with LSP capabilities.

The purpose of this paper is to devise and test a model of halal logistic service quality.

To develop the halal logistics service quality model, the relevant literature was reviewed and a qualitative study was carried out on halal logistics service providers and their customers. A survey of 253 halal food and beverage firms in Malaysia was conducted, and based on the results, a model was developed and tested empirically.

Based on the literature review, interviews, pretest and empirical study, a valid and reliable measurement instrument for halal logistics service quality was developed.

The findings can help managers of halal logistics service providers to understand the criteria that halal food and beverage firms are considered to judge the quality of halal logistics services.

This study makes a valuable contribution by proposing a halal logistics service quality model.