Search results

The Incheon Region has numerous assets that fall within a Pentaport model.' These include the Incheon International Airport, the Port of Incheon, a coastal industrial park, free economic zones, a leisure port, and Songdo new town designed to be the future Silicon Valley of Korea. This paper looks at how Northeast Asia trade flows between China and Korea might be enhanced by application of the Pentaport model in making the Incheon region a North East Asian Hub. It looks also at their trade and logistics systems as well as their water borne commerce. It proposes an integrated transportation system for the Yellow Sea Region being beneficial to the economies of the Northeast Asia. It also stresses that innovative technologies for ships, terminals and cargo handling systems should be introduced to develop a competitive short sea shipping system in the region and cooperation among the regional countries will be essential to achieve the final goal. The potential of methods of container shipping is discussed as it might apply to short sea shipping in the Yellow Sea Region that could greatly facilitate Incheon's situation with respect to the broader region in application of the Pentaport model.

The purpose of this paper is to refine a logistics triad uncertainty model taking a supply chain perspective, to determine and assess the different causes and sources of supply chain uncertainty that impact on the sustainability of the UK road freight transport sector.

To clarify the link between sustainability and transport uncertainty, a methodological triangulation strategy is applied combining the results of eight focus groups and an online structured questionnaire.

The findings indicate that the main drivers impacting the sustainability of transport operations are delays, variable demand/poor information, delivery constraints and insufficient supply chain integration. The consequence of these problems is to reduce the efficiency of transport operations.

The model has been refined based only on participants' perceptions. Therefore, the finding should also be verified through the investigation of real‐world situations. Moreover, the transport uncertainty model needs to be incorporated within a wider business process re‐engineering approach to evaluate solutions to reduce transport uncertainty within supply chains.

The findings further strengthen the understanding of the main uncertainty sources within supply chains in the UK. The internal root causes of uncertainty can be mitigated while external issues have to be accommodated; therefore, mitigation techniques, methods and strategies for reducing external and internal supply chain uncertainty in transport operations need to be identified through the research.

This paper determines the industry perceived economic and environmental risks associated with transport operations in four UK sectors.

Increasing load factor is crucial for transport efficiency and may benefit shippers because of its potential to reduce both environmental impact and transportation costs. The purpose of this paper is to explore how shippers can increase load factor in their road transport by identifying opportunities for logistics action and influences on load factor performance measures created by such opportunities.

A case study is performed of the outgoing goods flow from the central warehouse of a large retailer in Sweden. Data are collected from interviews with the shipper and its contracted freight forwarder, as well as from archival sources and visual observations, and applied to produce a framework.

Logistics actions that can increase load factor are identified and categorised according to packaging efficiency, loading efficiency and booking efficiency, all of which are linked to logistics variables and specific performance measures in the framework. Visual observations of volumetric load factor in vehicles indicate room for improvement via, for example, making lead times more flexible.

The framework’s principles can be used to support shippers in finding opportunities to increase load factor.

The framework clarifies the concept of load factor as a whole by explaining each logistics action’s contribution to increasing load factor, as well as the actions’ combined effect in the context of a shipper and its purchased transport share.

Countries in eastern Europe are going through a period of economic transition as they move from centrally planned to free market economies. But they can only achieve continuing economic growth if they have appropriate infrastructures – and in many countries the existing infrastructure is struggling to meet new demands. In Poland, the government introduced in series of reforms to promote rapid economic development, but the resulting increase in trade put pressure on a transport system that had been largely ignored for 40 years. Road transport was privatised and deregulated, but there are still problems with the inadequate road network. Describes some of the changes that have occurred in road transport during Poland’s economic transition.

This paper aims to clarify the resistance degree of group road logistics to flood disaster resilience. The paper measures the resilience of group road logistics by establishing network structure model. The purpose of this study is to improve the resilience of road log.

This paper adopts Delphi method to collect data, interviews mainly flood management experts and supply chain risk management experts, and then analyzes the data through the network structure model combined with interpretative structure model (ISM) and analytical network process (ANP).

The results show that flood frequency and drainage systems are the main factors affecting the resilience of road transport logistics in urban areas. These research results provide useful guidance for the effective planning and design of urban road construction and infrastructure.

However, the main factors affecting the resilience of road transport logistics are likely to change with the development of factors such as climate, economy and environment. Therefore, in future work, the authors' research will focus on the further application of this evaluation method.

The results show that the impact of flooding on the four dimensions of road logistics resilience varies. This shows that in deciding what intervention measures are to be taken to improve the resilience of the road network to flooding, various measures need to be considered.

This paper provides a more scientific analysis of the risk management ability of the road network in the face of floods. In addition, it also provides a useful reference for urban road planners.

This paper addresses a clear need to study how to build models to improve the resilience of road logistics in flood risk.

The purpose of this paper is to explore the environmental impact of logistics service provider (LSP) activities in the light of customer priorities and the fragmentation of the road haulage industry in Europe. It also explores the extent to which LSPs can actually monitor the environmental impact of logistics activities in the supply chain (SC).

The research is based on a narrative literature review, an interview study, a case survey and three in-depth case studies. A framework on sustainability challenges in SCs, derived from the literature, is used to structure and analyse the findings.

Despite the ambitious environmental schemes communicated by several LSPs, they show little interest in, and exert little control over, the actual emissions generated from their transport operations. It is clear from the results that any real concern from customers for environmental solutions which negatively influence the cost and time requirements of logistics services is not yet a reality.

This paper implies that LSP sustainability cannot be investigated in isolation if a company does not manage its proprietary resources (like owning trucks and employing drivers), but rather engage subcontractors.

Environmental policies among different LSPs appear to be similar as policies, but differ in practice. This variation of practices emphasises the importance of follow-up control by environmentally aware buyers of logistics services.

This paper represents a novel approach as to how LSP environmental policies should be viewed. It highlights the concrete need for action to achieve the environmental targets of 2020 and 2050 for carbon emissions from road transportation.

The purpose of this paper is to develop a measure that links the causes and consequences of disruptions in freight transport operations. Such a measure is needed to quantify the scale of impact and identify the root causes of disruptions.

In order to develop this measure, an inductive approach was adopted, using four primary case studies to test the measure in an industrial environment. The case studies are from the fast moving consumer goods sector with primary and secondary distribution networks included. The “Extra Distance” measure has been evaluated against established generic criteria that define the quality of any performance measure.

The research indicates good compliance with the criteria used to evaluate the “Extra Distance” measure. The measure is also found to be useful for practitioners who are able to directly relate the measure to their distribution network operations.

Further research should see the “Extra Distance” measure further tested in other freight transport operations and industrial sectors.

The measure is directly related to a number of causes of uncertainty which helps freight transport managers to quickly identify potential solutions. The “Extra Distance” measure can be used to quantify the effects of disruptions which can occur in road freight transport networks generate unnecessary cost within distribution networks, potentially eroding profit margins which are known to be very low in the road freight transport industry.

This paper presents a novel approach to the assessment of the impact caused by uncertainty within freight transport operations.

Much of the recent research on supply chain uncertainty has focused on relationships between manufacturers and suppliers and existing models have therefore been based on this dyadic structure. The aim is to establish a supply chain uncertainty model that explicitly incorporates transport operations and hence the logistics triad; supplier, customer and transport carrier.

This is a literature‐based activity that synthesises and extends existing models of supply chain uncertainty.

The paper develops a new model to reflect the nature of transport operations. Consequently, it identifies five main categories of uncertainty, namely from the points of view of the supplier, the customer and the carrier, respectively, the control systems used in the supply chain and external factors. The interfaces between the uncertainty categories involving all three parties of the logistics triad are identified, so as to develop a more holistic perspective on supply chain uncertainty and how it can be reduced.

This paper is conceptual in nature and empirical research into the area of transport uncertainty will be required to validate its findings. Following this, the model can be used to investigate and evaluate improvements in the economic and/or environmental performance of freight transport within supply chains.

The model is intended to provide a framework within which organisations, including logistics providers, can develop a supply chain strategy to mitigate the effects of uncertainty. By categorising uncertainty into the types described, organisations may determine where the greatest uncertainties lie and hence develop a prioritised plan for supply chain re‐engineering by initially targeting those uncertainties with the most significant implications for supply chain efficiency.

Little research has been undertaken on the impact of uncertainties on transport in the context of collaborative supply chain management. The model rationalises uncertainties into various types taking into account the nature of the logistics triad.

Although recent research acknowledges the importance of reducing the inefficient activities from road transportation, there is still a missing link in literature of how transportation extended wastes impact road haulers efficiency. The purpose of this paper is to investigate the relationship between waste reduction practices (WRP) and fleet operational efficiency (FOE) in road hauler firms.

A theoretical model was developed to assess this relationship. The authors test the model with a sample from logistics companies providing road haulage services in the Middle East, providing a contribution to extant literature from a different setting.

Results suggest that WRP have a positive and significant impact on FOE. A valuable scale for the measurement of operational efficiency was developed and validated, representing an index toward the most efficient organization.

The findings of this study serves as a tool for shippers to benchmark the efficiency levels of their motor carrier service providers against each other, considering that segmentation is a relevant issue to understand the choice in favor of a given provider to the detriment of another. Furthermore, road haulers can use the efficiency measurements as a basis for establishing future action plans to adopt waste reduction practices.

The research deals with a newly emerging stream of research on linking waste practices to road transport. The authors contribute to this developing body of research through filling a gap in the link between waste and road transport operational performance. The research is also different from recent literature in that the authors provide insights from a larger population, unlike other similar studies who used VSM and studied only a particular case. Thus, the work is important to generalize the findings, especially that the authors provide a perspective from a non-western perspective.

This paper aims to develop a framework that rationalises transport flexibility into different types. In this way the role of the flexibility types in delivering specific strategic logistics outcomes can be determined.

The authors undertake a synthesis of available literature related to flexibility to determine what types of transport flexibility are required and when.

Twelve definitions and key components of transport flexibility are identified. These signify a proactive approach to the consideration of the subject within the context of a collaborative approach to relationships between carrier, supplier and customer.

This is a conceptual study developing definitions and models for transport flexibility. While these frameworks have been formed within the context of the literature, further research to determine the application of the model will need to be undertaken, to examine the benefits and costs associated with various degrees of flexibility.

While the definitions and models are conceptual, they are important as generic templates by which carriers may develop a logistics strategy, determining their competitive offering and hence defining their flexibility capabilities. They may then determine the degree of collaboration necessary. The results of this paper also inform further empirical research into the area of transport and logistics flexibility.

There is little research that addresses the issue of transport flexibility from a logistics perspective. Thus, there is originality in developing a framework that rationalises transport flexibility into different types. This will provide a foundation by which carriers and shippers may develop collaborative and information technology strategies.