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This paper aims to present a system dynamics model for the interdependencies between logistics strategies and freight transport. As efficient freight transport operations are a crucial part within securing the competitiveness of a company, the “right” logistics strategy plays a key role within realization of efficient transportation movements lowering environmental impacts.

Freight transport is affected by different parameters determined within a logistics strategy. This research approach models interdependencies between logistics strategies and transportation movements through a systemic point of view.

The paper starts with an overview of challenges in freight transport and highlights the parameters of a logistics strategy. Afterwards, the qualitative and quantitative model is presented. Numerical experimentation further illustrates the applicability while providing additional intuitively insights.

The authors present a system dynamics model for the interdependencies between logistics strategies and freight transport. The developed model allows the comprehensive description and analysis of the system operations (parameters of logistics strategy) and taking also transport relevant factors (toll, CO₂ internalization, infrastructure capacity) into account. The model should serve as a basis for the realization of sustainable transport operations. Thus, it may prove as useful to loaders/industry, logistics service providers as well as policy stakeholders regarding the realization of efficient, sustainable transport movements in future.

The purpose of this paper is to present a framework for purchasing transport services to enable small and medium size enterprises (SMEs) to improve relationships with logistics service providers (LSPs) and enhance their own competitive advantage and profitability. Many SMEs lack competence in purchasing transport services and a subsequent lack of “purchasing power” may cause SMEs to be treated as “order takers” rather than “order makers” by LSPs, who have more leverage in the purchasing process.

This research stemmed from a knowledge transfer research project between the focal company and a university comprising a longitudinal single case study using action research for developing and implementing the framework.

A framework using several tools for purchasing transport services and improving transport performance has emerged from this research. Benefits from using this framework were enjoyed by both the focal company and its LSPs and the focal company improved the relationship power balance.

The research and resulting framework are based on a single case study and have not been tested in other firms or markets. However, the proposed framework may be applied in other contexts, entirely or in parts.

The research offers practical insights to a frequently‐encountered logistics issue for SMEs through developing and applying specific processes for practical transport purchasing.

The paper contributes by synthesising the literature relating to the transport purchasing process generally and in SMEs. It also provides a framework for SMEs to improve their transport purchasing efforts, thereby enhancing economic and operational efficiency.

The purpose of this chapter is to describe and analyze the economic advantage of the geographical location of the Republic of Belarus. The current state of the Belarusian logistics system is analyzed in detail in the chapter. Thus effects of each direction of transportations are analyzed and also approaches to assessment of their cost efficiency are formulated. The factors influencing the export of transport services as well as the development of trends in the transport sector of Belarus are defined. The main directions and ways of improvement of logistics in the Republic of Belarus are described.

The purpose of this paper is to clarify how activities may be coordinated within shippers’ organisations to enable high load factor (a key aspect of transport efficiency).

A multiple-case study involving three shippers was conducted, in which the logistics or transport managers of each company were interviewed. The cases were analysed according to which activities were coordinated to achieve high load factor, interdependencies between the activities, and the coordination mechanisms that shippers adopted.

A matrix is developed to show the differences in applying various coordination mechanisms in eight categories, according to intrafunctional or interfunctional coordination, sequential or reciprocal interdependencies, and the number of activities (dyadic or multiple). For example, coordination mechanisms aimed at exerting control are more suitable for intrafunctional than interfunctional interaction; interfunctional coordination relies more on mechanisms that aim to increase the understanding of transport-related issues among non-logistics activities.

The study is based on data from three Swedish companies.

Managers are provided with suggestions for coordinating activities when their goal is to improve load factor. These findings are of interest for reducing costs and emissions.

In response to suggestions in the earlier literature that shippers could improve their internal coordination to improve their load factor, this paper articulates several mechanisms for performing such coordination in eight situations.

Returnable transport packaging (RTP) solutions have found increasing attention in the recent past. It is not clear, however, under what conditions an RTP system improves a company's financial performance. This paper investigates the operational factors that influence the financial attractiveness of an RTP solution in a manufacturing environment and discusses how these factors are related to each other.

The paper presents the results of five empirical RTP use cases and compares the case study findings with the results found in literature in order to develop a taxonomy of RTP cost effects. Drawing on the concept of value-based management (VBM), the operational drivers of these RTP cost effects are systematized and categorized in a value driver model that relates RTP cost effects to overall economic value added (EVA).

Based on the use case findings, additional cost factors are identified that have not been previously discussed in literature. The amended taxonomy of influence factors is further operationalized in a value driver model.

The present paper is the first one providing a taxonomy of RTP cost effects and putting these effects in a conceptual framework that can be used for decision-making and performance benchmarking.

Resilient route selection for oversized cargoes, one of the general bulk cargoes, has not been adequately optimized in terms of using the Arctic route. This study solves the problem of selecting the optimal shipping routes for oversized cargoes from Busan (South Korea) to Balkhash (Kazakhstan).

The study used the consistent fuzzy preference relation (CFPR) method, which is used to solve multi-criteria decision-making (MCDM) and uncertainty problems, to tackle the route selection. This method involves three procedures: first, the critical factors and alternative routes were obtained by the previous literature and an in-depth interview of experts of oversized cargo-handling with more than 20 years of working experience; second, the weightings for each critical factor were identified using the CFPR calculation process and third, alternative routes were evaluated using weighted critical factors.

The Northern Sea Route (NSR) combined with the inland waterways of Russia and Kazakhstan was first suggested for bulk carriers that handle oversized cargoes. The NSR could be a suitable route from Busan to Cape Kamenny of the Russian transshipment seaport, where oversized cargoes will be transferred to the river barge at Cape Kamenny, covering 4,913 km from the latter to Balkhash of Kazakhstan via the Ob/Irtysh River.

This study equips stakeholders in route selection for cargoes with strategies and methods to improve transportation efficiently and enhance shipping routes between Asia and the Commonwealth of Independent States (CIS). In addition to oversized cargoes, coal and timber from Russia can be transported to Asia using inland waterways and the NSR, which can also be used to transport plant equipment for petroleum refineries among Asian countries.

This is the first study to evaluate the suitability of the Artic route for oversized cargoes from South Korea to Kazakhstan. It provides a comprehensive evaluation framework of multimodal shipping routes and offers references for decision-makers when dealing with similar problems.

Intersectionist, unionist and relabelling models have largely superseded the subsumption of supply chain management within logistics that formed the basis of the traditionalist model. As there is little congruence between logistics and supply chain management in the emergent intersectionist model, this is eliminated from consideration at the outset. However, an examination of the new unionist and relabelling models, offering differing permutations of the relationship between logistics and supply chain management, suggests that they offer a misleading foundation for examining the costs involved with the dispersal of supply chain activities across the world. The root problem is the failure to integrate the industrial goods transformation network operated by multinational corporations with the global transport and communications network. Reverting to privileging the global transportation and communications network over the industrial goods transformation network in a revamped traditionalist model can overcome this difficulty and open up new research vistas.