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This paper explores the interaction and impact of political disruptions on textile supply chain performance in Pakistan. A qualitative approach is adopted to explore the linkages and relationships between political disruptions and supply chain disruptions and performance. Semi-structured interviews were conducted at 25 different textile manufacturing firms. This study confirmed the prevalence of severe and variegated impacts of political disruptions on the textile supply chain. Supply chain disruption is found to be a key mediating factor that directly and indirectly affect supply chain performance through an increased production and delivery lead-time, transportation delays, interruptions of raw material supplies to plants and distributors and the restricted access to workplaces for suppliers and workers. The linkages are represented through vicious circles that illustrate the interactions and inter-relationships between disrupted supply chain and performance. This study provides empirical evidence to help government to formulate pertinent labour laws and industrial policy to mitigate political disruptions and minimise deleterious effects of supply chain disruption on production and distribution networks whilst respecting and protecting the democratic rights of people.

This editorial establishes the broader context for debating the great global convergence of world economic systems and the role of Belt and Road Initiative in shaping the reconfiguration of key global transport nodes and trade corridors. The interwoven relationships between various aspects of technological transformation, supply chain integration and demographic restructuring in shaping the global value chain and integrated production networks are theoretically and empirically probed in this special issue. The importance of technological innovation, and structural reforms are highlighted to help businesses to sustainably manage the growing supply chain complexity and the likely disruptions during the fourth industrial revolution.

Many studies have developed the corporate sustainability topic. The United Nations has implemented the 2030 Agenda and has brought “quality education” and “industry, innovation, and infrastructure” as two of the 17 Sustainable Development Goals. The educational processes in higher education can be focused on adding brand value and social value, and they can be promoting the social inclusion. In this sense, the purpose of this study is to answer some questions related to the corporate sustainability practices under the 2030 Agenda lenses in the Latin American higher educational scenario. After the literature review analysis, a conceptual framework was developed.

This exploratory research study proposes an educational conceptual framework, improving the corporate sustainability under the 2030 Agenda lenses. A literature review was developed, involving the seven variables: “Latin America,” “higher education,” corporate social responsibility,” “personal social responsibility,” “corporate sustainability,” “governance” and “sustainability.” A matrix was developed with 25 variable combinations, connecting the seven variables. Three questions have been proposed and answered: “How much research has been developed in the Latin American higher education?” “How can the corporate social sustainability be applied in higher education?” and “Which perspectives can be considered?”

The results of the literature review are presented through the number of papers found with the analysis of the year of publication and the conceptual background. A total of 524 papers were found. Of these studies, 49 addressed the Latin American panorama, 33 had a general approach and 16 promoted interactions between Latin American and European countries, as well as between regions and continents. Six topics emerged from the literature analysis: digital inclusion, internationalization, innovation, research, servitization and social inclusion. These topics are connected in the “discussion” section, and the educational conceptual framework shows the corporative perspectives on sustainability in higher education.

This research study presents “A conceptual framework for the corporate sustainability higher education in Latin America” and it brings some discussion topics: digital inclusion, internationalization, innovation, research, servitization and social inclusion. These topics were identified through the literature analysis, and they were applied in the conceptual framework to improve the quality of education. The implications of this study are connected with the conceptual framework to promote the discussion topics. The implications involved the public and private governance spheres, third sector, as well as the professors, students and other stakeholders of higher educational institutions. These implications can represent an agent of positive change in the Latin American scenario.

The purpose of this paper is twofold: first is to examine the changing spatio-temporal patterns and regional trends in residential fires; and second is to investigate the likely association of fire risk with seasons, calendar events and socio-economic disadvantage.

Using spatial analytic and predictive techniques, 11 years of fire incident data supplied by the Queensland Fire and Emergency Services are mapped and analysed.

The results show significant spatial and temporal variability in the distribution of residential fires. Residential fire incidents are more likely to occur in the inner city and across more disadvantaged areas. Mapped outputs show some areas in Brisbane at a higher risk of fire than others and that the risk of fire escalates at specific times of the year, in neighbourhoods with a higher disadvantage, during major sporting events and school holidays. The residential fires showed strong seasonal periodicity. There is a continuous yet gradual increase in the number of fire incidents recorded for all five sub-regions within SEQ. Sunshine Coast experienced the highest upward trend whereas Toowoomba and West Moreton show the lowest increase.

This study provides an empirical basis to guide future operational strategies through targeting high fire risk areas at particular times. This, in turn, will help utilise finite resources in areas where and when they need and thus enable minimise emergency management costs.

This study aims to evaluate the network robustness of major Asian airlines and to explore which airport types have the greatest impact on robustness. We also analyze airports’ specific brokerage roles and their impacts on the robustness of the entire air route network. We select 10 major Asian full-service airlines that operate the main passenger terminals at the top-ranked hub airports in Asia. Data is collected from the Official Airline Guide passenger route dataset for 2017. The results of the network robustness analysis show that Air China and China Eastern Airlines have relatively high network robustness. In contrast, airlines with broader international coverage, such as Japan Airlines, Korean Air, and Singapore Airlines have higher network vulnerability. The measure of betweenness centrality has a greater impact on the robustness of air route networks than other centrality measures have. Furthermore, the brokerage role analysis shows that Chinese airports are more influential within China and Asia but are less influential globally when compared to other major hub airports in Asia. Incheon International Airport, Singapore Changi Airport, Hong Kong International Airport, and Narita International Airport play strong “liaison” roles. Among the brokerage roles, the liaison role has a greater impact on the robustness of air route networks.

This study aims to evaluate the network robustness of major Asian airlines and to explore which airport types have the greatest impact on robustness. We also analyze airports’ specific brokerage roles and their impacts on the robustness of the entire air route network. We select 10 major Asian full-service airlines that operate the main passenger terminals at the top-ranked hub airports in Asia. Data is collected from the Official Airline Guide passenger route dataset for 2017. The results of the network robustness analysis show that Air China and China Eastern Airlines have relatively high network robustness. In contrast, airlines with broader international coverage, such as Japan Airlines, Korean Air, and Singapore Airlines have higher network vulnerability. The measure of betweenness centrality has a greater impact on the robustness of air route networks than other centrality measures have. Furthermore, the brokerage role analysis shows that Chinese airports are more influential within China and Asia but are less influential globally when compared to other major hub airports in Asia. Incheon International Airport, Singapore Changi Airport, Hong Kong International Airport, and Narita International Airport play strong “liaison” roles. Among the brokerage roles, the liaison role has a greater impact on the robustness of air route networks.

The purpose of this paper is to measure and map the potential transportation network impedance to last-mile delivery (LMD) using spatial measures representing attributes of road network and planning controls.

The transport network impedance is estimated as the potential hindrance to LMD as imposed by the characteristics of the built and regulatory environment. A matrix of key transport and planning measures are generated and overlaid in geographical information systems to compute and visualise the levels of transportation network impedance to LMD using a composite indexing method.

The mapped outputs reveal significant spatial variation in transportation network impedance to LMD across different part of the study area. Significant differences were detected along the road segments that connect key industrial hubs or activity centres especially along tram routes and freight corridors, connecting the Port of Melbourne and logistic hub with the airport and the Western Ring Road.

The use of static measures of transport and urban planning restricts the robustness of the impedance index, which can be enhanced through better integration of dynamic and real-time movements of business-to-business LMD of goods. Spatial approach is valuable for broader urban planning at a metropolitan or council level; however, its use is somewhat limited in assisting the daily operational planning and logistics decision making in terms of dynamic routing and vehicle scheduling.

The built and regulatory environment contributes to the severity of LMD problem in urban areas. The use of land use controls as instruments to increase city compactness in strategic nodes/hubs is more likely to deter the movement of urban freight. The mapped outputs would help urban planners and logisticians in mitigating the potential delay in last-mile deliveries through devising localised strategies such as dedicated freight corridors or time-bound deliveries in congested areas of road network.

This is the first study that measured the potential transport network impedance to LMD and improved understanding of the complex interactions between urban planning measures and LMD. Micro-scale mapping of transportation network impedance at the street level adds an innovative urban planning dimension to research in the growing field of city logistics.

The paper models the effect of spatial clustering on various dimensions of inter-firm competitive rivalry among port logistics firms using Porter's five forces model.

A survey-based quantitative approach is adopted to collect data from logistics firms, which are directly or indirectly dependent on the Port of Melbourne in Australia. A structural equation modelling (SEM) technique is used to examine the theorised relationships between various dimensions of inter-firm competitive rivalry and the tendency of spatial clustering of logistics firms in the vicinity of Port of Melbourne.

The results indicate that the inter-firm competitive rivalry increases significantly when logistics firms are spatially clustered. This effect is further augmented when they cluster around the port. Co-location of firms near the port tends to increase “bargaining power of buyers”, whilst indirectly affecting “competitive rivalry” via “threats of substitutes”. This indicates that co-location enhances the bargaining power of buyers through the greater availability of substitute services that in turn promotes competitive rivalry among firms. However, co-location has an insignificant effect on “barriers to entry” and “bargaining power of suppliers”. Low entry barrier thus favours high competitive rivalry among firms. Hence, this paper validates the Porter's cluster and five forces models that confirm the positive effect of port logistics clusters (PLCs) on bargaining power of buyers and indirect effect on competitive rivalry partially mediated through threats of substitutes.

This study provides empirically grounded evidence for firms to evaluate co-location decision choices and help buyers and sellers to devise business strategies to enhance inter-firm competitive rivalry and bargaining power.

This is the first systematic attempt to empirically validate Porter's five forces model in the context of PLC. Furthermore, the conceptualisation of PLC concept both as spatial and functional constructs (i.e. dependency on port) is novel. This study thus has broadened the meaning of cluster from a geographic entity to a more useful functional construct to reflect inter-firm dependencies.

The purpose of this paper is to examine the impact of employer-sponsored workforce training on employee productivity in the Australian transport and logistics industry. It challenges the quantitative notion of the ratio of input–output per labour hour as the single most important measure of productivity.

The study utilised a mixed-method approach, involving online and on-site survey questionnaires and on-site semi-structured interviews of employers, employees and students within the industry. Survey questionnaires were administered to Vocational Education and Training (VET) learners to determine the dimensions of productivity gains, while qualitative interviews were conducted specifically to capture employers’ perceptions and expectations of the benefits of training.

Results show that the relationship between employer-sponsored training and workforce productivity is multi-dimensional where, ideally, all essential dimensions must be fulfilled to effectively achieve sustainable productivity level. One dimension is the quantitative measure of increased performance as an outcome of enhanced knowledge, skills and competencies. Another relates to the increased self-confidence, job satisfaction and pride. The third dimension is the cost savings that come with increasing employees’ overall awareness and appreciation of occupational health and safety. The results show that, aside from the dominant theories on training and labour productivity, the perception of the benefits of training on workplace productivity is not merely limited to the conventional understanding of productivity as a simplistic relationship between resource inputs and tangible outputs.

Firms should consider redefining the benefits of training to include employee well-being and individual contribution to common team and organisational goals. Organisations therefore should broaden the notion of productivity to incorporate intangible benefits.

The use of multi-method approach to investigate the views and perceptions of employees, employers and trainers about the productivity benefits of training and key concerns and challenges for the industry.