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The purpose of this paper is to investigate and contribute to the understanding of the critical issue of “driver turnover” in the USA long-haul trucking environment which is becoming a malaise in the transportation sector not only in the USA but also worldwide. Most importantly, it accomplishes this through an exploration of the perceptions of the “drivers” themselves regarding the external customer-base in the trucking industry. This, to the best knowledge of the authors, has not yet been done and so becomes the missing angle in focus on driver turnover research.

This exploratory study employs a qualitative research methodology via in-depth interviews of a select sample of drivers in a field setting followed by content analysis of the responses. This methodology, by and large, is the most suitable for this type of exploration.

A content analysis of the perceptions of drivers reveals several important reasons (or causes) for driver turnover. This paper elaborates on those and offers customer-centric solutions to alleviate the plight of the driver and improve overall performance in the trucking sector.

Needless to say, this exploratory research should be replicated in several other locations within the USA, other settings (e.g. trucking in extreme conditions), and other countries in order to enhance the external validity of the findings and recommendations.

All implications of this research are practical as they have direct managerial significance.

The value of this research lies in the fact that, to the best knowledge of the authors, this is the first study that explores the perceptions of long-haul drivers regarding the external customer-base of the trucking industry. The findings have direct implications for management in the trucking sector.

In response to increasing demands on improved environmental performance, companies need to develop their capabilities in assessing the environmental performance of their operations. Knowledge among practitioners as well as solid research results in this area is lacking. This paper aims to present a framework of dimensions, which are important to consider regarding environmental measurement in supply chain management. The paper also aims to present a practical example on how environmental performance measurements can be a success by applying these dimensions.

Literature regarding logistics management and performance measurement is coupled with theories regarding environmental logistics and green supply chain management. A framework is developed. A case study based on four actors in a reverse supply chain is used to illustrate the framework.

The paper outlines important aspects to consider in the design of environmental performance measurements in supply chain management and identifies shortcomings in existing research. The case presents successful examples of how environmental performance measurements can be applied across managerial levels as well as company borders in a supply chain.

The literature review shows shortcomings in the measuring tools applied today. The case provides examples of how these shortcomings can be addressed.

This paper addresses the intersection between environmental logistics and performance measurements. The case shows how environmental performance measurements can be applied over a single company's borders by including four different actors in the supply chain.

A successful project in Malawi designed to provide a viable method of short‐haul transport, in rural areas with poor infrastructure, for agricultural produce is described. The tractor plus two trailers unit that was developed was not only efficient but cost effective compared to other systems. It was also assembled and therefore could be maintained by skilled workers locally. The problems of raising capital for projects of this kind are discussed.

The purpose of this research is to analyse the relationship between economic pressure, multi‐tiered subcontracting and occupational health and safety (OHS) outcomes for employee and owner/drivers in long‐haul trucking, using Australian evidence.

The analysis is based on direct interviews with 300 long‐haul drivers, using a structured questionnaire along with an examination of documentary records, statistics and government reports. Qualitative and quantitative data were gathered on self‐reported acute and chronic injuries, the incidence of occupational violence, truck crashes, indicators of illicit drug use, hours of work/fatigue and psychological distress.

Variations between owner/drivers and employees working for small and large firms were investigated. Overall, owner/drivers reported worse OHS than small fleet and, more especially, large fleet drivers. Evidence also indicated a connection between economic pressure, the expansion of contingent work and negative OHS outcomes.

Further longitudinal and comparative research is needed to test the hypothesized link between competitive pressures, supply chain rationalization and OHS outcomes. Research to investigate these issues in other countries is required in order to compare findings with those for Australia and to assess the effectiveness of new enforcement initiatives.

Findings suggest the need for policy interventions aimed at improving OHS to address commercial practices, including elaborate subcontracting chains, more explicitly than is currently the case with road transport regulation. Recent moves in this direction are identified.

Unlike manufacturing, healthcare and the public sector, there have been few studies of the OHS effects associated with contingent work arrangements in transport. In addition to helping to fill this gap the paper provides evidence on the effects of competitive pressure and supply chains on work practices and OHS.

The purpose of this paper is to solicit perspectives from stakeholders concerning health, environmental and operational challenges among Commercial motor vehicle (CMV) drivers in Canada (truck and bus drivers).

Two focus groups and one interview were conducted with key industry, government and advocacy groups representing or working with CMV drivers. Perspectives pertaining to working conditions, health issues, driver recruitment and retention, and other key issues in the CMV sector were obtained.

The findings show that undesirable working conditions are primary issues that impact recruitment and retention, as well as health and wellness (H&W), and productivity of drivers in both the truck and bus sectors. Compared to our US counterparts, finding parking areas and rest stops were seen as a major issue for Canadian truckers (particularly in the north). Unfortunately, there is limited or out-dated information on drivers and companies in Canada. Stakeholders stated the need for more information from both carriers/companies and from drivers themselves (particularly long-haul drivers).

This study identifies gaps and key priority research areas pertaining to the H&W of the CMV sector in Canada that require further investigation.

CMV drivers are considered a vulnerable sector of the population. While drivers themselves have reported on undesirable work conditions leading to poor health, prior studies have not assessed the awareness or perspective of stakeholders involved in the CMV sector. This is the first study to capture stakeholder perspectives of the working conditions and health outcomes of CMV drivers.

Since the 1973–74 oil embargo, many comparisons have been made relative to the fuel efficiency of various modes for different trip characteristics. The most commonly cited comparison is between truck and rail. No doubt this is due to the natural competition between these modes and the availability of data for making head to head comparisons. While no clear consensus has emerged from these studies, there is at least the conventional wisdom that intercity rail is more energy efficient than truck. We intend to show that making intermodal comparisons between truck and rail is more complex than the conventional wisdom suggests. In so doing, we examine these procedures which rely exclusively on the use of one‐dimensional measures of energy efficiency, e.g., Btu/ton‐mile. We suggest alternative measures, which are multi‐dimensional and include a variable for various aspects of service.

The purpose of this paper is to identify traits and skills of a truck driver for sustainable transportation, develop a theoretical framework and outline further research directions.

The present study undertakes a review of extant literature and appreciative inquiry, a quasi-ethnographic approach to identify traits and skills of a truck driver. Further, using a pragmatic approach, a theoretical framework has been developed.

The study proposes a theoretical framework, which can be further used for formulating training modules for truck drivers for sustainable transportation and logistics.

The present framework needs to be statistically validated using survey data and second, the proposition of the theoretical framework needs to be tested using hierarchical regression analysis. Second, in the study the authors have used AI. However, the authors have only interviewed selected senior police officials. This may lead to bias and to further strengthen the present study, one needs to identify other regulatory authorities and human resource managers of transportation companies. However, in Indian subcontinent situation the trucks are primarily owned by unorganized sector. Hence, the owners may have five to ten trucks and this case there is no human resource manager. However, in such case an interview with truck owners may provide a useful insight.

The study has outlined recommendations on the basis of a literature review of extant literature and appreciative inquiry. The recommendations can further help policy makers or technical bodies run by a government agencies or privately managed to develop a training module for truck drivers to meet the future challenges of sustainable transportation.

This research is related to truck drivers and their welfare as well as how they can contribute to sustainable transportation and logistics.

This research attempts to identify traits and skills of a truck driver for a sustainable transportation and logistics, and develops a theoretical framework and outline further research directions. This particular study ventures into new domain (the role of truck driver's role in sustainable logistics and transportation).

The purpose of this paper is to examine the long-term cointegrating relationship between ocean, rail, truck and air cargo freight rates, as well as the short-term dynamics between these four series. The authors also test the predictive ability of these freight rates on major economic indicators.

The authors employ a vector error-correction model using 16 years of monthly time series data on freight rate data in the ocean, truck, rail and air cargo sectors to examine the interrelationship between these series as well as their interrelationship with major economic indicators.

The authors find that truck freight rates and as well as dry bulk freight rates have the strongest predictive power over other transportation freight rates as well as for the four major economic indicators used in this study. The authors find that dry bulk freight rates lead other freight rates in the short-run but lag other freight rates in the long run.

While ocean freight rate time series have been examined in a large number of studies, little research has been done on the interrelationship between ocean freight rates and the freight rates of other modes of transportation. Through the use of data on five different freight rate series, the authors are able to assess which rates lead and which rates lag each other and thus assist future researchers and practitioners forecast freight rates. The authors are also one of the few studies to assess the predictive power of non-ocean freight rates on major economic indicators.

The purpose of this paper is to examine the impacts of the ongoing freight market deregulation in the European Union (EU). Specifically, this case study focuses on cabotage penetration rates in Germany, the largest logistics market in Europe. In light of the upcoming trade barriers, we intend to move this topic forward by emphasising its interdisciplinary nature.

Based on the analysis of Eurostat data, expert interviews and a review of related literature, we elaborate and discuss four propositions related to the factors affecting cabotage penetration, future cabotage levels and the effects on modal split and empty runs.

We found that cabotage in Germany plays a more important role than officially reported and has increased drastically since 2008. Given our analysis, increased cabotage penetration seems to thwart efforts within the EU to promote a modal shift from road to rail and increased national empty runs are the future outcome of current regulations. In Germany, the cabotage share is likely to reach 16% in the next five years.

This paper highlights the need for incorporating a more contextual understanding in freight carrier selection theory development in general as well as country-specific investigations in particular.

Logistics managers and policymakers looking at future strategies are advised to take the ongoing deregulation trend into consideration. European freight movement using cabotage operators may represent significant cost savings; however, these cost savings come at an environmental and social sustainability price as the modal shift to rail and fill rates suffer.

This paper represents an empirical and unbiased point of view, in contrast to the reports of the European Commission (pro-deregulation) or the reports of the haulage associations and labour unions (anti-deregulation).

This paper aims to analyse available multimodal transport route variations for iron ore shipments from northwest Australia to northeast China, focusing on a major iron and steel manufacturer.

The research is focused on a case study and uses an established cost model as a framework, for the first time, in the context of heavy bulk cargo shipments. Field interviews and a questionnaire form the principal methods of primary data collection. The characteristics of bulk iron ore transport flow are analysed against traditional criteria and an appraisal of the transport infrastructure in north east China is made, considering both road and rail options, and various possible combinations for transport being evaluated. All factors affecting modal choice in the region are examined, including cargo volume, weight, and value, transport distance, transit time, transport costs and schedule reliability.

The volumes of iron ore moved are large, with a high weight‐to‐volume ratio, and shipments are regular. The research initially confirms that sea and rail transport combinations are the most appropriate for the movement of iron ore. However, where rail transport corridors are congested, provided that the transport distances are not too great, road haulage appears to be an effective substitute and the most competitive multimodal transport route, at least in the short to medium term, is found to be a rail‐sea‐road combination via Port Bayuquan in China.

The research focuses on the delivery of iron ore to one major steel manufacturer in northeast China; so findings may not be transferable to other companies or circumstances.

The paper first demonstrates that, for heavy, high volume cargoes concentration of flows on to one corridor, perhaps under the control of one service provider, maximises scale economies, but works against competition and route/mode choice. Second, it demonstrates that, for long haul shipments of iron ore, port variations and modal differences for inland transport yield only marginal differences in overall logistics costs.

An assessment of high volume/heavy/low value cargoes such as iron ore has not previously been undertaken using this cost model. This paper therefore provides an original analysis of such supply chains.