Search results

For a sustainable and eco-friendly supply chain, the objective is to reduce the harmful effects on the environment caused by a variety of factors, such as supply chain revenue and profit concerns, water and energy use and waste production. The primary barrier to more sustainable supply chains is cost, and smaller enterprises in particular find it difficult to pay for the upfront expenses. The prices are utmost important in freight forwarding services. The chapter aims to identify the different variables that affect the spot freight rate, considering a small number of Indian logistics firms, and to determine the spot freight rate factors that affects freight rates and supply chain management's sustainability. Using a structured questionnaire, the information was gathered from 308 logistics service companies. Descriptive statistics was used and factor analysis using principal component analysis (PCA) are the tools and methodologies employed for the analysis of the data gathered. The software tool utilized for the data analysis is SPSS (Statistical Package for the Social Sciences) 17.0. SPSS helps to obtain clear and precise results. From the analysis, it was deduced that there are five factors of spot freight rate which was done by using factor analysis using PCA, which affects the volatility explaining a total of 67.75% variation in the data set. The study shows that these identified factors impact the freight rate and also the sustainability in management of supply chain practices in India.

Ocean transportation is not only the cheapest and the best mode of bulk transport but also the most polluting form of transportation. The International Maritime Organization (IMO) has set strict targets to cut down carbon dioxide (CO₂) emissions, following which several initiatives have been taken by the shipping industry to embrace new technologies that can make the industry greener. Significant investments have been made into research and development (R&D) to develop alternative marine fuels. This chapter explores the feasibility of setting up a Biomass Recycling Facility (BRF) in the Tirupur–Tuticorin region in Tamil Nadu. The region was chosen because Tirupur being a textile valley generates tonnes of textile wastes every year. It can become good feedstock for biofuel generation, and it is also near Tuticorin Port, which is one of the major ports in Tamil Nadu. On an average, every year 1,000 vessels of medium and large size call at this port. There is a high probability that a BRF established in the vicinity can generate and supply bioethanol for the ships calling at Tuticorin Port. It is apparent from the findings of the study that the feedstock generated by textile industry alone may not be sufficient to meet the huge volumes of biofuel requirements of vessels, more over considerable investments into infrastructure and technology are required. But the study points out that still it could become a viable option because of the government support and favourable Foreign Direct Investment (FDI) policies. The growing demand for biofuel and the increasing price in the world market can become an added advantage.

People, in general, seem to maintain a rather elementary meaning of rural marketing. Although there exists certain common features of rural marketing, there does not exist as yet, a reliable published work on this concept. The methods of rural marketing are very different from marketing in urban areas. These differences have usually occurred for a variety of reasons especially (a) paying careful attention to the development of urban markets and (b) a development in the marketing sector in the urban areas would be more visible than what they might be in the rural areas.

However, rural marketing stands for developing a form of marketing suitable for the rural areas. In this process of marketing, the marketeers and promoters will be required to consider the rural prejudices of the inhabitants therein, including those of the women consumers too. These markets also lack infrastructures, goods on demand are often different from those of the urban markets and lack of facilities proves to be a hazard for the suppliers of products. Nevertheless, it has been maintained in this work that rural marketing can be developed when it becomes a policy issues.

The research about the concept of Halal tourism has emerged recently. It becomes the vital factor in determining the tourists's satisfaction or their loyalty. Thus, this concept needs to be developed in certain areas because it still not acknowledged. The purpose of this study is to align the theoretical foundations of Halal tourism to conventional tourism paradigms. It investigates the value of Muslim tourists' perception in the context of Malaysian tourist destination. The six variables of Muslim tourist perceived value (MTPV) are examined such as quality, price, emotional, social, physical and non-physical attributes. The respondents of the research are a total of 205 Muslim tourists in Langkawi, Malaysia during October 2021 (Langkawi Tourism Bubble). The results indicated four (4) variables have impacts on tourist satisfaction. Practical implications will impact towards cognitive, affective and Islamic (i.e. Halal) values on tourist satisfaction. It was examined as one of the priotitize destination experience on tourist satisfaction. The findings provide Malaysian tourism with significant managerial implications. It also impacted the Halal tourism as a new approach specifically in the post COVID-19 era. Hence, in improving Muslim tourist satisfaction, destination marketers should consider the Halal tourism. Tour agencies also should scrutinize the product and services value including destination attributes that they offer. The destination's competitiveness will be strengthened with the right destination attraction, facilities, accommodation and activities that suit Muslim tourists.

This study attempts to recognize obstacles and barriers to financial inclusion in the agriculture sector, propose a framework based on the inter-contextual link between the barriers and understand the financial exclusion in the agriculture sector at the grassroots level. Previously published research articles were used to identify the barriers to financial inclusion, followed by informal interviews and collaborative discussions with the local farmers of the Sonipat district of Haryana and expert interviews using a structured questionnaire. TISM and MICMAC analysis are used to decern the nature of the relationship among the barriers discovered. The authors find that inadequate financial literacy, a shortage of financial awareness and the reluctance of various financial institutions are significant linkage barriers to strong driving and dependence power. High transaction costs and poor infrastructural support are the independent barriers. The paper identifies these new barriers to financial inclusion in the Indian agriculture sector and the framework depicting financial exclusion in India. This paper only gives a framework of barriers and does not quantify the effect of any relationship identified, but strongly emphasizes granting the Indian agriculture sector broad and simple financial access to advance and strengthen the nation's sustainable, inclusive economic growth.

India should hold a privileged position in maritime transportation due to its extensive coastline and advantageous location. However, the country heavily relies on other maritime nations like Singapore and Colombo for transshipment due to insufficient infrastructure and policy framework, and this has created disadvantage to Indian goods in the international market. The government has launched a significant drive to promote three transshipment ports in southern India with top-notch amenities in response to this worrying circumstance. It is anticipated that these ports would compete with the existing transshipment ports, particularly with Colombo, and divert the transshipped goods back to India. The move is expected to make Indian exports more competitive besides making India less prone to geopolitical and economic disturbances in the region. However, these initiatives have been met with many challenges. In fact, the first attempt of the Indian government to set up an International Container Transshipment Terminal (ICTT) at Vallarpadam in Cochin Port has met with failure despite its best infrastructure and connectivity. High-cost structure seems to deter the competitiveness of this port. Furthermore, the development of Vizhinjam into a transshipment hub in the same region has put additional pressure on Vallarpadam. This chapter draws attention to certain factors that might be considered to enhance the competitiveness of Cochin Port. Also, the study highlights the snags that could have well been avoided while implementing the project and might as well be avoided while implementing other projects in line.

The aim of this chapter is to develop a conceptual model for the analysis of sustainable development and the ranking of cities based on selected standard criteria and metrics of smart cities. The conceptual framework contains standard and measurable indicators that influence the creation and survival of smart cities that could be self-sustaining, Green Resilient. We can measure the level of smartness of cities from two perspectives, first from the point of view of the degree of automation of services, infrastructure, buildings, transport, etc. and second from the point of view of planning the further development of the city in order to raise the quality of life of its citizens. Indicators should satisfy the principles of specificity, measurability, availability, relevance and timeliness (Schomaker, 1997). Researchers in the field of smart cities define different sets of characteristics, on which they construct a system of indicators that together describe the degree of development of a smart city. It must be taken into account the fact that there is no single set of indicators that would refer to the level of smartness of the city. It is a complex phenomenon, which occurs differently depending on the conceptual framework and the goal of classifying cities according to the complex characteristics of smartness, especially if you take into account the fact that the general well-being and quality of life of citizens are more important than only indicators of the quality of city services.

Tourism value chain (TVC) analysis has been widely used as an alternative approach for designing sustainable and inclusive programs for tourism development in Africa, Asia, and the Pacific. This chapter looks at the experiences of three sustainable tourism initiatives in the Philippines to assess the strengths and limitations of the value chain as a framework for destination development. Short case studies describe the experiences of stakeholders in two popular destinations in the Philippines: the surfing town of San Juan, La Union, and the resort-island of Panglao, Bohol. The third case study shares the perspective of the Transforming the Tourism Value Chain (TTVC) project, a national campaign for more sustainable hotels, resort as well as meetings, conventions, incentives, and event (MICE) facilities in various destinations around the country. Stakeholders deeply involved in implementing these projects share their insights on the successes, challenges, and limitations of TVC-based approaches to resilient and sustainable destination development. The destinations' experiences suggest that the advocacy for sustainable management and operations may be comparable to a process of technology adoption or acceptance along the TVC. Practical and theoretical recommendations for leveraging the TVC toward more holistic and sustainable visitor economies are given at the end of this chapter.

The COVID-19 pandemic resulted in significant declines in international tourist arrivals and receipts. It has also influenced destination preference, tourist demographic, travel motivation, and behavior. Recognizing health and safety as the new considerations in pursuing tourism activities in the better normal, this necessitated a reassessment of the current tourism industry by directing the attention from the usual destination-centric perspective to a value chain perspective. This chapter proposes a new paradigm for the better normal value chain by deconstructing the concepts of travel, tourism, and travel sectors and revisiting the concept of the tourism value chain (TVC) by mapping out the chain and its functional levels and integrating travel, tourism, and hospitality sectors in one value chain. Policymaking approaches such as reorganizing the value chain, empowering stakeholder involvement through coopetition, and resilience building in the face of possible adversities in the future should be adapted to achieve this suggested paradigm's goals. This analysis provides stakeholders with a broader understanding of the needed interventions in future-proofing the industry backed by industry trends in the better normal while fostering collaboration and offering flexibility to cope better in other possible shocks in the future.