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The purpose of this paper is to empirically investigate the impact of global sourcing and exports on US domestic manufacturing inventories and quantify the additional…
The purpose of this paper is to empirically investigate the impact of global sourcing and exports on US domestic manufacturing inventories and quantify the additional inventory costs associated with global operations.
A panel data set of 19 US manufacturing sectors is constructed over the period 2002‐2005. Data are collected from the US economic census and other government statistics. Fixed and random effects models in both linear and LOG terms are estimated and the estimated coefficients used to calculate the cost to US manufacturing industries of additional inventories attributed to global operations.
Imports and exports have a positive, significant impact on raw materials inventory and finished goods inventory, respectively, in terms of days of supply. Based on estimations using 2005 data, a 10 percentage point increase in the import and export ratios for all US manufacturers is estimated to be accompanied by $3.03 billion additional costs for raw materials inventory and $5.33 billion for finished goods inventory, respectively.
This study is among the first to quantify the impact of global sourcing and exports on US domestic inventories using secondary data. To macroeconomic policy makers and industry managers, the results may serve as a benchmark to how domestic inventories are affected by global outsourcing and exports, and as a reminder that the benefits of global activities may be overestimated if inventory costs are not explicitly taken into consideration.
The purpose of this paper is to propose that transportation modal mix in global supply chains is a result of the strategic alignment between industry characteristics and…
The purpose of this paper is to propose that transportation modal mix in global supply chains is a result of the strategic alignment between industry characteristics and supply chain strategies.
Using annual US trade statistics and manufacturing industry data for the years 2002-2009 between the USA and its top 12 Asian trading partners, this study applies various regression methods to examine key factors associated with the transport modal decision.
The results show that industry characteristics have an impact on the transportation modal mix in global supply chains. Manufacturing industries use more air freight and less ocean freight when facing positive sales surprises, high-monthly demand variation, a high-contribution margin ratio, a high cost of capital, and increased competition.
The findings provide important insights for logistics managers and freight forwarders. While transportation cost remains an important concern, a logistics manager must also consider non-cost factors such as competition, working capital, and demand uncertainties in their modal decisions. Freight forwarders should be supply chain solution providers who consider all of these industry factors and suggest a proper mix of transportation modes for their customers.
This study is among the first efforts to examine the impact of industry characteristics on the transportation modal mix in global supply chains. This study first develops a theoretical framework for the modal choice decision for international transportation movements and then, using an extensive and innovative data set, provides new findings regarding current air freight practices in global supply chains.
This chapter reviews the effects of air transport liberalization, and investigates the roles played by airport-airline vertical arrangements in liberalizing markets. Our…
This chapter reviews the effects of air transport liberalization, and investigates the roles played by airport-airline vertical arrangements in liberalizing markets. Our investigation concludes that liberalization has led to substantial economic and traffic growth. Such positive outcomes are mainly due to increased competition and efficiency gains in the airline industry, and positive externalities to the overall economy. Liberalization allows airlines to optimize their networks, and thus may introduce substantial demand and financial uncertainty to airports. Vertical arrangements between airlines and airports may offer a wide range of benefits to the parties involved, yet such arrangements could also lead to airline entry barriers which reduce the effects of liberalization. Three approaches have been developed to model the effects of liberalization in complex market conditions, which include the analytical, econometric and computational network methods. These approaches should be selectively utilized in policy studies on liberalization.
The term ‘obsolescence’ occurs frequently in the literature of librarianship and information science. In numerous papers we are told how most published literature becomes…
The term ‘obsolescence’ occurs frequently in the literature of librarianship and information science. In numerous papers we are told how most published literature becomes obsolete within a measurable time, and that an item receives half the uses it will ever receive (‘half‐life’) in a few years. ‘Obsolescence’ is however very rarely defined, and its validity, interest, and practical value are often assumed rather than explained. Before reviewing studies on ‘obsolescence’, therefore, it is necessary to look at the concept and to identify the reasons why it should be of interest.
A survey of 372 logistics managers in different industries revealed multiple outsourcing linkages among logistics activities. These results are consistent with previous…
A survey of 372 logistics managers in different industries revealed multiple outsourcing linkages among logistics activities. These results are consistent with previous findings that suggest that firms can improve customer service and reduce costs by outsourcing multiple logistics functions. The results are also consistent with previous research on the role that improved coordination of information and material flows have in the achievement of economies of scale and economies of scope. Future research developments in the field of logistics outsourcing are also proposed.
One can easily see that there is abundant opportunity for the introduction of harmful impurities unless every care is taken to avoid contamination due to impure ingredients or by metals, if used, in the plant. The Departmental Committee already referred to considered that the maximum permissible quantity of arsenic in any colouring substance used for food purposes should be 1/100th of a grain a pound, and that the total amount of lead, copper, tin and zinc should not exceed 20 parts per million. Thus a dyestuff should be of a high degree of purity in spite of the fact that it is only added in very small proportions to food. In America the Food and Drug Authorities issue certificates for each batch of dyestuff after it has passed thorough physiological and chemical tests. There is no doubt that if such tests were carried out in this country by officially appointed chemists and physiologists the health of the community would be more securely safeguarded from the possible ill effects of ingested dyestuffs. Under the present system it is apparently no one's business to detect the presence of harmful colours in food other than those actually prohibited, for obviously such work does not come within the scope of the Public Analyst. My last point is concerning the labelling of food containing added colouring matter. It has already been seen that colours are very frequently added to conceal inferior quality, or to simulate a valuable ingredient which is not actually present in the food. Therefore, in my opinion, the presence of added colouring matter should definitely be declared to the purchaser either by a label attached to the article or by a notice displayed in the shop. Such a declaration would help to counteract unfair competition. It is true that the Departmental Committee reported that “If a list of permitted colours is prepared in the way we have suggested, we do not think that, as far as health considerations are concerned, a declaration of their use need be required.” It is obvious that the Committee made that recommendation from health reasons alone and did not take into account cases where colour was added to conceal inferior quality. The food laws of this country lag far behind those of some others, and the tightening up of legislation in this respect is overdue. It is interesting to note that the following countries make the declaration of added colours to some or all types of food compulsory: The United States of America, Canada, New Zealand, Australia, Germany, Italy and France. Argentina takes a bold stand and prohibits absolutely the use of artificial colours in food, only harmless natural colours in certain instances are allowed. In America a food is not covered by a declaration of the addition of colouring if it is added to make the food appear of better quality or of greater value than it is. Also in America the labels of compound food such as confectionery must have a list of the quantities of the separate ingredients, exemption being allowed where there is of necessity insufficient space on the label to accommodate all the statements and information required. Unpacked confectionery, owing to the difficulty of labelling satisfactorily, is exempt. It has been remarked that a certain proposed label for use in America looked like a newspaper, and even the Readers' Digest could not condense it! Still, I feel sure that the intelligent purchaser would far rather have too much information, if that is possible, regarding the quality of the food he eats rather than too little, and those who, owing to lack of knowledge, are less discriminating in their choice of food, need to be protected. In conclusion, then, in my view, there is no objection to the artificial colouring of food provided that the colouring agent employed has no adverse effect upon the human organism, that it is not added to imply superior quality or to otherwise deceive, and that its presence, where practicable, is declared to the purchaser.
Nobody concerned with political economy can neglect the history of economic doctrines. Structural changes in the economy and society influence economic thinking and…
Nobody concerned with political economy can neglect the history of economic doctrines. Structural changes in the economy and society influence economic thinking and, conversely, innovative thought structures and attitudes have almost always forced economic institutions and modes of behaviour to adjust. We learn from the history of economic doctrines how a particular theory emerged and whether, and in which environment, it could take root. We can see how a school evolves out of a common methodological perception and similar techniques of analysis, and how it has to establish itself. The interaction between unresolved problems on the one hand, and the search for better solutions or explanations on the other, leads to a change in paradigma and to the formation of new lines of reasoning. As long as the real world is subject to progress and change scientific search for explanation must out of necessity continue.
There is significant amount of literature tackling different issues related to the port industry. The present chapter focuses on a single business unit of seaports aiming…
There is significant amount of literature tackling different issues related to the port industry. The present chapter focuses on a single business unit of seaports aiming at the documentation of works related to container terminals.
An effort to review, collect and present the majority of the works present in the last 30 years, between 1980 and 2010, has been made in order to picture the problems dealt and methods used by the authors in the specific research field. To facilitate the reader, studies have been grouped under five categories of addressed problems (productivity and competitiveness, yard and equipment utilization, equipment scheduling, berth planning, loading/unloading) and four modelling methodologies (mathematics and operations research, management and economics, simulation, stochastic modelling).
The analysis shows that most works focus on productivity and competitiveness issues followed by yard and equipment utilisation and equipment scheduling. In reference to the methodologies used managerial and economic approaches lead, followed by mathematics and operations research.
In reference to future research, two fields have been identified where there is scope of significant contribution by the academic community: container terminal security and container terminal supply chain integration.
The present chapter provides the framework for researchers in the field of port container terminals to picture the so far works in this research area and enables the identification of gaps at both research question and methodology level for further research.