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The automotive industry has been studied extensively, but few studies focus on outbound logistics in automotive supply chains, or on the logistics service provider’s (LSP’s) point of view. Furthermore, there is hardly any research on service model innovation in LSPs. The purpose of this paper is to narrow these research gaps.

The analysis is based on a single-case study – an LSP that specializes in services for the automotive industry. The paper examines the company’s service models and their development over time.

The findings show how the case company has moved towards multifaceted service models through a number of radical and incremental innovations. Moreover, it has used the same methods in developing all its new service models, and has applied modularity principles in service innovation to achieve better process efficiency and service effectiveness.

The rather narrow focus of this study – automotive logistics in a specific area – decreases the generalizability of the findings beyond this context. However, the single-case approach offers in-depth insights, and the analytical frameworks developed herein for service models is applicable in other contexts.

The analysis may help LSPs and service companies in their service design and development. The use of modularity principles makes it easier to offer mass-customized services and to develop efficient processes.

This study narrows a research gap in examining outbound logistics services in the automotive supply chain and focussing on the LSP’s perspective.

The ocean transportation of automobiles is carried out by specialized Roll‐on/Roll‐off ships, which are designed to carry a large number of automobiles at a time. Many of these shipping companies have vertically integrated or collaborated with other logistics services providers to offer integrated maritime logistics solution to car manufacturers. The purpose of this study is to develop an optimization model to address the tactical level maritime logistics planning for such a company.

The problem is formulated as a mixed integer linear program and we propose an iterative combined Ant colony and linear programming‐based solution technique for the same.

This paper can integrate the maritime transportation planning of internally managed cargoes with the inventory management at the loading and discharging ports to minimize supply‐chain cost and also maximize additional revenue through optional cargoes using same fleet of ships.

The mathematical model does not consider the variability in production and consumption of products across various locations, travel times between different nodes, etc.

The suggested mathematical model to the supply‐chain planning problem and solution technique can be considered in the development of decision support system for operations planning.

This paper extends the maritime inventory routing model by considering simultaneous planning of optional cargoes with internally managed cargoes.

Stresses the crucial importance of the balance between companies' policies of inventory management and the occurrence of disturbances in logistics flows. The study is based upon a mail survey in the automotive industry. It is concluded that there is in part a significant association between companies' inventories and disturbances in inbound and outbound logistics flows. The financial benefits that might be achieved through leanness in inventory management might also negatively influence the financial costs due to increased disturbances. Therefore, it is a crucial managerial task in the automotive industry to achieve a suitable balance between the inventory and the occurrence of disturbance within inbound and outbound logistics flows. It is this balance that generates the best managerial outcome in a competitive business setting. A principle of balance, a process of balance, and a typology of companies' inventories and disturbances in inbound or outbound logistics flows are introduced.

The reason for this research originates from the time‐ and functional dependencies between firms’ activities and resources in supply chains. These dependencies cause vulnerability. The principal objective of this research is to conceptualize the construct of vulnerability in firms’ inbound and outbound logistics flows. The vulnerability construct of this research consists of two components: disturbance and the negative consequence of disturbance. This research is based upon a two‐phase process utilizing sequential triangulation. It is proposed that the vulnerability in the inbound logistics flows from sub‐contractors, and the vulnerability in the outbound logistics flows to customers, may be measured and evaluated by four principal dimensions, namely: service level, deviation, consequence and trend. In addition, a model of inbound and outbound vulnerability scenarios in supply chains is introduced for teaching and training purposes, as well as to position and compare the outcome of replication studies of vulnerability in firms’ inbound and outbound logistics flows.

This research applies the construct of bullwhip effect in a non‐traditional context. It is explored in intra‐organisational echelons. It is argued that the bullwhip effect in a company's inventory management of inbound and outbound logistics flows depends in part upon the gap between the degree of speculation and postponement of business activities. It is also argued that the bullwhip effect is caused by the value adding of business activities in supply chains. The study shows that there is a potential bullwhip effect between companies’ inbound and outbound logistics flows, i.e. two internal stocking levels. A see‐saw model of the bullwhip effect, and a typology of the bullwhip effect in intra‐organisational echelons, are introduced. The term “reversed bullwhip effect” is also introduced. Finally, a model of the bullwhip effect‐scenarios in a dynamic business environment positions these contributions in a wider theoretical and managerial context.

This research is based on a mail survey in the Swedish vehicle industry. It is concluded that the sub‐contractor and customer sourcing in the firms’ inbound and outbound logistics flows differ from each other. Furthermore, that there is no association between the sub‐contractor and customer sourcing in the firms’ inbound and outbound logistics flows. Finally, there is in part an association between the sub‐contractor and customer sourcing, and the occurrence of quantitative and qualitative disturbances in firms’ inbound and outbound logistics flows.

It is now becoming apparent that the prevalent “stock‐push” approach in the automotive industry of building vehicles against a long‐term forecast and fulfilling the large majority of orders from existing stock is no longer a viable proposition. Pressure from rising stock levels in the market and the discounts needed to sell these vehicles is forcing the vehicle manufacturers to rethink their sourcing strategy in favour of “build‐to‐order” systems. More responsive order fulfilment at vehicle manufacturer level however will have wide implications on the component supply and logistics subsystems. Based on findings of the 3DayCar research programme, this paper aims at assessing whether current logistics systems are capable of supporting such a “build‐to‐order” approach. Based on empirical evidence of benchmarks covering three million annual vehicle movements in the UK vehicle distribution system, key constraints in current vehicle distribution logistics will be established, and the cost and environmental impact of more responsive logistics will be assessed.

Cross-docking is a supply chain distribution and logistics strategy for which less-than-truckload shipments are consolidated into full-truckload shipments. Goods are stored up to a maximum of 24 hours in a cross-docking terminal. In this chapter, we build on the literature review by Ladier and Alpan (2016), who reviewed cross-docking research and conducted interviews with cross-docking managers to find research gaps and provide recommendations for future research. We conduct a systematic literature review, following the framework by Ladier and Alpan (2016), on cross-docking literature from 2015 up to 2020. We focus on papers that consider the intersection of research and industry, e.g., case studies or studies presenting real-world data. We investigate whether the research has changed according to the recommendations of Ladier and Alpan (2016). Additionally, we examine the adoption of Industry 4.0 practices in cross-docking research, e.g., related to features of the physical internet, the Internet of Things and cyber-physical systems in cross-docking methodologies or case studies. We conclude that only small adaptations have been done based on the recommendations of Ladier and Alpan (2016), but we see growing attention for Industry 4.0 concepts in cross-docking, especially for physical internet hubs.

The greening of the supply chain initiative, as implemented by world‐class ISO 14001 certified companies, has already demonstrated how much it contributes towards greening the industry of the region they operate in. The SMEs have been involved in such a green supply chain only to the extent of their participation as suppliers, distributors and in other capacities as business partners complementing the world‐class companies. All the same, in many regions, the environmental initiatives taken by the SMEs do conform to the different phases of the green supply chain. This study investigates if in the Philippine context this postulate is indeed true, and with the help of an empirical survey, establishes that the SME population in the Philippines do indeed carry out different phases of the green supply chain, though in a heterogeneous manner. This would be indeed expected given the heterogeneity in size and nature of business for SMEs in this region.

The topic of this research focuses on companies’ perceived time and relationship dependencies in supply chains. The empirical findings are based upon a mail survey in the Swedish automotive industry. The principal contribution is a typology of vulnerability scenarios in supply chains based upon perceived time and relationship dependencies towards both suppliers and customers. A methodological contribution of this study is its simultaneous consideration of companies’ inbound and outbound supply chains.