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Recent studies on commuter parking in an age of fully autonomous vehicles (FAVs) suggest, that the number of parking spaces close to the workplace demanded by commuters will decline because of the capability of FAVs to return home, to seek out (free) parking elsewhere or just cruise. This would be good news because, as of today, parking is one of the largest consumers of urban land and is associated with substantial costs to society. None of the studies, however, is concerned with the special case of employer-provided parking, although workplace parking is a widespread phenomenon and, in many instances, the dominant form of commuter parking. The purpose of this paper is to analyze whether commuter parking will decline with the advent of self-driving cars when parking is provided by the employer.

This study looks at commuter parking from the perspective of both the employer and the employee because in the case of employer-provided parking, the firm’s decision to offer a parking space and the incentive of employees to accept that offer are closely interrelated because of the fringe benefit character of workplace parking. This study develops an economic equilibrium model that explicitly maps the employer–employee relationship, considering the treatment of parking provision and parking policy in the income tax code and accounting for adverse effects from commuting, parking and public transit. This study determines the market level of employer-provided parking in the absence and presence of FAVs and identifies the factors that drive the difference. This study then approximates the magnitude of each factor, relying on recent (first) empirical evidence on the impacts of FAVs.

This paper’s analysis suggests that as long as distortive (tax) policy favors employer-provided parking, FAVs are no guarantee to end up with less commuter parking.

This study’s findings imply that in a world of self-driving cars, policy intervention related to work commuting (e.g. fringe benefit taxation or transport pricing) might be even more warranted than today.

In a supply-constrained region like Asia, promoting exports has always been a challenge particularly at a time when Asia’s trade has been severely affected by lack of external demand. This paper argues that price barriers have taken a new shape during the global financial crisis period which may generate differential impacts on trade flows as we proceed toward recovery. The size and shape of price barriers would be higher if NTBs, applied by the countries during the crisis period, were counted. One of the conclusions of this paper is that ‘price’ barrier is still more important than ‘non-price’ barrier in enhancing Asia’s trade and integration. The higher the price barrier between countries in a pair, the less they trade. In other words, a 10 percent increase in the ad-valorem price (transport and tariff) lowered trade by 6 percent. Tariff and transport costs, each considered separately, also influence the trade flow in the same direction, to more or less the same extent. There are indications of huge domestic infrastructure bottlenecks in countries in Asia. Based on direct and indirect evidence related to trade barriers, this paper concludes that complementary trade policies focusing on price and non-price barriers have immense importance in enhancing international trade and integration in the post-crisis period.

Agricultural aggregation schemes provide numerous farmer-facing benefits, including reduced transportation costs and improved access to higher-demand urban markets. However, whether aggregation schemes also have positive food security dimensions for consumers dependent on peri-urban and local markets in developing country contexts is currently unknown. This paper aims to narrow this knowledge gap by exploring the actors, governance structures and physical infrastructures of the horticultural value chain of Bihar, India, to identify barriers to using aggregation to improve the distribution of fruits and vegetables to more local market environments.

This study uses mixed methods. Quantitative analysis of market transaction data explores the development of aggregation supply pathways over space and time. In turn, semi-structured interviews with value chain actors uncover the interactions and decision-making processes with implications for equitable fruit and vegetable delivery.

Whilst aggregation successfully generates multiple producer-facing benefits, the supply pathways tend to cluster around urban export-oriented hubs, owing to the presence of high-capacity traders, large consumer bases and traditional power dynamics. Various barriers across the wider enabling environment must be overcome to unlock the potential for aggregation to increase local fruit and vegetable delivery, including informal governance structures, cold storage gaps and underdeveloped transport infrastructures.

To the best of the authors’ knowledge, this study is the first critical analysis of horticultural aggregation through a consumer-sensitive lens. The policy-relevant lessons are pertinent to the equitable and sustainable development of horticultural systems both in Bihar and in similar low- and middle-income settings.

This paper deals with network configurations in liner shipping and inland transportation from a carrier's perspective. The cost efficiency of different possible network configurations in the foreland-hinterland continuum is discussed based on a cost model and on a qualitative analysis. It is demonstrated that the tendency towards cargo concentration in a limited number of ports has led to the redesign of collection and distribution networks in the hinterland. Further cargo bundling in the foreland-hinterland continuum towards even fewer ports and inland centres is only interesting from a cost perspective if considerable economies of scale and density can be realised in the associated hinterland networks. The more cost efficient the network becomes, the less convenient that network could be for the shippers ' needs in terms of frequency and flex ibility. As such, the future configuration of liner shipping networks and inland transport networks will largely depend on the balance of power between carriers and shippers.

This paper analyses the determinants of transport demand for maritime container transport. Such an analysis is relevant, among others for port planning, since port expansion plans are based on forecasts. Inevitably, different opinions about the future development of (container) transport flows exist, and decisionmakers are confronted with uncertainty. This paper analyses the variables of container transport demand. Seven variables are identified, four related to the overall volume of trade and international transport flows (the GDP, export quote of economies, the direction of trade and the value density of trade) and three related to the containerised proportion of transport flows (the containerisable share of transport flows, the containerisation rate and the share of shipping in international trade). The rise of containerised transport flows from 1980 to 1995 is based on different 'underlying factors'. The future development of the variables is highly uncertain, and a 'extrapolation' of the high growth rates of the past, is not likely to lead to a good forecast for the future. Thus, decision-makers confronted with the uncertainty about future trade flows, should try to maximise flexibility in port planning.

This paper defines the emerging intermodal issues, identifies alternative solutions and develops strategies to achieve them. It reviews intermodal logistics policies in the EU, NAFTA and Asia, focusing on the United States and Japan in NAFTA and Asia respectively, because they have been the prominent motors of international trade in their regions. From an Asian standpoint, it is a pity that it is not yet possible to report on a common intermodal strategy.

This study aims to review the literature on sharing economy logistics and crowd logistics to answer the three following questions: How is the literature on sharing economy logistics structured? What are the main trends in sharing economy logistics and crowd logistics? What are the future research options?

Bibliometric analysis is used to evaluate 85 articles published over the past 12 years; it identifies the top academic journals, authors and research topics contributing to the field.

The sharing economy logistics and crowd logistics literature is structured around several disciplines and highlights that some are more scientifically advanced than others in their subject definitions, designs, modelling and innovative solutions. The main trends are organized around three clusters: Cluster 1 refers to the optimal allocation of costs, prices, distribution and supplier relationships; Cluster 2 corresponds to business related crowdsourcing and international industry practices; and Cluster 3 includes the impact of transport on last-mile delivery, crowd shipping and the environment.

The study is based on data from peer-reviewed scientific journals and conferences. A broader overview could include other data sources such as books, book chapters, working papers, etc.

Future research directions are discussed in the context of the evolution from crowd logistics to crowd intelligence, and the complexities of crowd logistics such as understanding how the social crowd can be integrated into the logistics process. Our results are part of the crowd science and engineering concept and provide some answers about crowd cyber-system questions regarding crowd intelligence in logistic sector.

This study aims to develop an assessment methodology using a Bayesian network (BN) to predict the failure probability of oil tanker shipping firms.

This paper proposes a bankruptcy prediction model by applying the hybrid of logistic regression and Bayesian probabilistic networks.

The proposed model shows its potential of contributing to a powerful tool to predict financial bankruptcy of shipping operators, and provides important insights to the maritime community as to what performance measures should be taken to ensure the shipping companies’ financial soundness under dynamic environments.

The model and its associated variables can be expanded to include more factors for an in-depth analysis in future when the detailed information at firm level becomes available.

The results of this study can be implemented to oil tanker shipping firms as a prediction tool for bankruptcy rate.

Incorporating quantitative statistical measurement, the application of BN in financial risk management provides advantages to develop a powerful early warning system in shipping, which has unique characteristics such as capital intensive and mobile assets, possibly leading to catastrophic consequences.

The purpose of the paper is to analyse how transport activities are embedded in supply chains and networks.

The paper is empirically grounded in a single case study that describes and analyses a supply chain of a particular product, Geocloth, focussing on how transport activities are organised in the supply network.

The paper concludes that transport activities are embedded in two related settings – the supply chain setting and the transport network setting – with implications for how adjustments can be made to increase transport performance. Furthermore, the paper shows how transport performance can be analysed as a function of how business relationships are connected vertically (i.e. how transport activities are sequentially connected within supply chains) and horizontally (i.e. how transport activities are connected across supply chains with regard to joint resource use).

The paper contributes to the understanding of how transport is integrated in supply networks by focussing on the connections between business relationships in supply chains and by pointing to how transport activities are embedded both in supply chain settings and in transport network settings.

A number of literature contributions have underlined the importance of developing value-added logistics activities or VALS in order to help improve customers’ satisfaction. However, there is usually very little attention given regarding where to perform these VALS. This study aims to: (1) identify a comprehensive set of factors which may influence the location of VALS, (2) to analyze to what extent those factors influence location decisions, and (3) to distinguish the determinants behind the location choices for distribution centers and for the kind of VALS that will be developed in these distribution centers.

In this paper, we will present a conceptual framework on the locations of VALS in view of the identifying determinants for assigning VALS to logistical centers. We argue that the optimal location of VALS is determined by complex interactions between the determinants at the level of the choice of a distribution system, distribution center location factors, and different logistical characteristics regarding products.