Search results

This study explores the main factors considered when shippers and container shipping lines select their import/export and transshipment ports. In the present study, 38 container port selection indices were chosen from the previous research and field interviews. The scores of the 38 items were collected via survey to the three major maritime/port market players: shippers, shipping lines, and container terminal operators. In order to analyze the different priorities imposed on the port selection factors by the three market players, the ANOVA method has been employed. The empirical test shows the different perceptions about port selection attributes among service suppliers and demanders. In addition, the 38 items have been categorized into seven key factors through an exploratory factor analysis. The ANOVA technique was employed again to analyze the perspective differences for the port selection factors among the market players. The results show that there are significant differences among the players assessing the importance of the three port choice factors: liners and terminal operators give more weight to ‘hinterland and terminal basic conditions’ than shippers; terminal operators do not take ‘line operation’ as seriously as carriers and shippers; the factor of ‘terminal operation’ is more significantly considered by liners and terminal operators than by shippers.

In current business management, knowledge is considered to be a strategic resource that can strengthen an organization’s competitiveness. Today, under the process of continuous globalization, almost all companies are rapidly exposed to global competition regardless of their scale or type of business. However, multinational management is very complicated and uncertain and it is hard for multinationals to effectively coordinate and manage their global value chains. In light of this, the utility of multinational management based on knowledge is increased. The present study examines multinational firms’ knowledge management systems, knowledge creation processes and global supply chain performance and attempts to reveal any significant linkages between these latent variables. For this research interest, we proposed 18 items to measure four types of knowledge creation processes (SECI) designed by Nonaka (1994) and revised by authors considering the global business environment, in particular involving the global supply chain management concept. Utilizing the confirmed SECI model, 128 sample companies were classified into four groups according to the levels of their knowledge creation processes. The empirical results of this study reveal important linkages between a multinational firm’s knowledge management system and knowledge creation process, as well as between its knowledge creation process and global supply chain management performance. In particular, the current work suggests that the creation and conversion of tacit knowledge as well as explicit knowledge can be effectively supported by information and communication technology.

Recent advancements in information and communication technologies have led to the rapid growth of electronic commerce market. In the United States, e-commerce retail sales for 2002 reached $45.6 billion, indicating an increase of 26.9% from 2001 while total retail sales increased 3.1% during the same period. Although e-commerce sales account for only 1.4% of total sales in this country, forecasts show that the magnitude of digital economy will continue to expand. The logistical requirements of e-commerce goods that extend to each customer's address stimulate greater complexity in traditional supply chain management, potentially causing higher costs for freight supply chain participants. To harness the economic potential of e-commerce, it is important to encourage the development of a freight transportation system that will support its steady growth, while avoiding the possible negative effects from the changes in freight transportation. Due to the intrinsic nature of e-commerce goods, advances in home delivery have the potential to promote the growth of e-commerce as well as to create sustainable urban freight transportation systems. Based on the case study of the United States, this paper presents an in-depth discussion of the key challenges arising in home delivery operations, and proposes potential solution strategies that will lead to more efficient and reliable home delivery systems.

This paper employs the concept of supply chain orientation in container port management and empirically tests whether the measurement models proposed in some notable previous research have universal application. In addition, this study attempts to identify any significant causal relationships between port supply chain orientation and port performance from the view point of shipping companies. In the current study port supply chain orientation was found to have limited effect on customer satisfaction and port competitiveness, which might has been caused by some implemental and practical issues. However, the present study reveals the potential importance of port supply chain management by empirically demonstrating that “closer relationship with shipping lines” and “innovative value added service” could function as critical components for container ports/terminals to improve customer satisfaction and enhance their competitiveness.

The purpose of this study is to empirically analyze the impact of logistics efficiency on trade volume growth, and to examine the effects of lower tariffs resulting from free trade agreements. In order to measure the impact of logistics efficiency on trade volume growth, the export and import trade volume among 53 countries was introduced as the dependent variable. Macroeconomic indicators including annual average tariff rate, logistics efficiency indicators for port, air, railroad, road and container vessel connectivity, as well as dummy variables such as whether a free trade agreement was signed, were introduced as the explanatory variables. Bilateral panel data between trading nations was used to estimate the gravity panel model, and analysis followed the categorization: 1) separate inputs of the five logistics efficiency variables and 2) one aggregated input of the five variables as a single indicator. The analysis found that logistics efficiency had a statistically significant impact on bilateral trade volume growth, while the impact of lowering tariff rates on increasing trade was insignificant. In addition, logistics efficiency was found to have a greater impact on increasing trade volume than free trade agreements. These results imply that trade can be promoted more effectively by establishing and efficiently operating logistics-related infrastructure rather than traditional methods of reducing trade barriers such as lowering tariffs and signing free trade agreements.

In the current dynamic business environment, Internet of Things (IoT) is employed by a number of companies in the logistics industry to achieve intelligent sorting, network optimization, real-time tracking and simplifying last-mile service. Although logistics entities are trying to introduce IoT into their business areas, users' perception of this new technology is still limited. This paper aims to develop a research model for the factors influencing the user adoption of IoT technology in the logistics industry.

In this study, based on the major theories on the application of new technologies such as technology acceptance model (TAM), technology–organization–environment (TOE) and innovation diffusion theory (IDT), a new research model was established to identify factors affecting customers' behavioral intention (BI) to adopt IoT technology provided by logistics companies. In addition, the authors surveyed unspecified customers of Cainiao Logistics Network, which is in charge of the logistics operation of Alibaba Group, China's largest e-commerce company, and tested the causality between the latent variables presented in the model using the structural equation model (SEM).

This empirical study shows that the support system of a logistics company and users' innovative propensity significantly affect perceived ease of use (PEOU) and BI for logistics services to which IoT technology is applied. It also presents that users' perceived security and enjoyment significantly affect perceived usefulness (PU) and BI. In addition, it was possible to confirm that the causal structure between variables suggested by TAM that PEOU has a significant effect on PU and BI, and PU has a substantial effect on BI.

Logistics companies should expand and upgrade technical support systems so that customers can flexibly accept logistics services with IoT technology and make efforts to alleviate customers' concerns about personal information leakage. In addition, it is necessary to find customers with an inclusive attitude toward using new technologies, to induce them to become leading users of logistics devices with IoT technology and to find various ways to amplify their enjoyment. Through a strategic approach to these technical and individual factors, it will be possible to boost customers' intention to use IoT logistics services.

As far as the authors know, this paper is the first study to set significant factors that affect users' BI to use IoT technology-applied logistics services provided by logistics companies and empirically analyze the causal relationships between proposed latent variables.

The purpose of this study is to investigate the role of eco‐oriented culture (EOC) in the relationship between stakeholder pressure (SP) and the adoption of environmental logistics practices (ELPs). It is proposed that the adoption of ELPs is influenced by SP perceived by a firm, and in turn this relationship is mediated by EOC.

Multiple theoretical perspectives are considered to explain why a firm adopts environmental strategies and how the firm overcomes environmental barriers. A structural equation modelling was utilized to empirically test the effect of SP on the adoption of ELPs, and the mediating role of EOC in its relationship, based on the survey data from Korean logistics and manufacturing companies.

Empirical analysis shows significant relationships between SP and ELPs, and the mediating role of EOC in the SP‐ELPs path. The results indicate that corporate EOC fully mediates the relationship between perceived SP and the adoption of ELPs.

SP is able to influence the adoption of ELPs only through its efforts to build a unique environmental culture. This implies that a firm with well‐developed EOC may more effectively correspond to an environmental paradigm shift and gain an edge over its competitors.

This study focused on the logistics area, where the environmental concerns have increased but little research interest has been exhibited. This research attempts to empirically test the mediating role of EOC that may explain the equivocal relationship between SP and ELPs while the previous studies have focused on the direct connections between ELPs and their antecedents.

While the origin of Korean Industrial Relations goes back 150 years when the country opened its seaports to foreign countries, it didn’t emerge as a field of study until 1950s when academics began to write books and papers on the Korean labor movement, labor laws, and labor economics. In this paper, we sketch this history and describe important events and people that contributed to the development of industrial relations in Korea. Korean industrial relations in the early 20th century were significantly distorted by the 35-year-Japanese colonial rule (1910–1945). After regaining its independence, the U.S. backed, growth-oriented, military-based, authoritarian Korean government followed suit and consistently suppressed organized labor until 1987. Finally, the 1987 Great Labor Offensive allowed the labor movement to flourish in a democratized society. Three groups were especially influential in the field of industrial relations in the early 1960s: labor activists, religious leaders, and university faculty. Since then, numerous scholars have published books and papers on Korean industrial relations, whose perspectives, goals, and processes are still being debated and argued. The Korean Industrial Relations Association (KIRA) was formed on March 25, 1990 and many other academic and practitioner associations have also come into being since then. The future of industrial relations as a field of study in Korea does not seem bright, however. Issues regarding organized labor are losing attention because of a steadily shrinking unionization rate, changing societal attitude toward labor unions, and the enactment of new and improved laws and regulations regarding employment relationships more broadly. Thus, we suggest that emerging issues such as contingent workers, works councils and tripartite partnership, conflict management, and human rights will be addressed by the field of industrial relations in Korea only if this field breaks with its traditional focus on union and union–management relations.

Incentives are effective at enhancing productivity, but research also suggests that performance incentives can have “unintended negative consequences” including increases in hazard/injuries, increases in errors, and reduction in cooperation, prosocial behaviors, and creativity. Relatively overlooked is whether, when, and how incentives can be designed to prevent such negative consequences. The authors review literature in several disciplines (construction, healthcare delivery, economics, psychology, and [some] management) on this issue. This chapter, in toto, sheds a generally positive light and suggests that, beyond productivity, incentives can be used to improve other outcomes such as safety, quality, prosocial behaviors, and creativity, particularly when the incentives are thoughtfully designed. The review concludes with several potential fruitful areas for future research such as investigations of incentive-effect duration.

The purpose of this study is to investigate the relationship between off-balance-sheet (OBS) operating leases and long-term debt by analyzing firms’ debt risk profiles measured by the constraints on firms in the financial ratios in their debt covenants.

This study determines debt risk profiles using three measures: the ex ante probability of covenant violation (Demerjian and Owens, 2016), firms in violation of debt covenants and firms close to covenant violations.

High-risk firms according to all three measures, on average, have a significantly lower level of operating leases, indicating that these firms use OBS leases as a substitute for long-term debt. Interestingly, for firms operating in industries in which leases are widely available, firms with a high probability of covenant violation have a significantly higher level of operating leases, indicating that these firms use OBS leases as a complement to long-term debt. Further analysis indicates that lease financing is less costly than debt financing for these firms.

Overall, evidence of this study indicates that firms facing financial constraints may attempt to lease more of their assets, but the availability of leasing is constrained by their debt covenant obligations and the strength of the leasing market in its industry.

This study identifies states in which risky firms may treat leases as either complements or substitutes for long-term debt, implying that the leasing decision relates to the availability of an active leasing market for a firm’s assets and the firm’s financial constraints. The findings of this study support recent research showing that debt and leases are complementary in the presence of counterparty risk providing insight into the paradoxical relationship identified in prior research between leases and long-term debt.