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The purpose of this paper is to explore leadership in the context of the hub and spoke network in oral and maxillofacial surgery (OMFS) in the English National Health Service (NHS).

This paper is a conceptual paper using literature relating to the antecedents of shared leadership and relevant policy documents pertaining to both NHS policy and the development of OMFS. The paper is informed, theoretically by the conceptual lens of shared leadership.

The paper identifies the challenges that may be faced by policymakers and those involved in the hub and spoke network in developing shared leadership. It also reveals the implications for policymakers in developing shared leadership.

The paper is conceptual. It is acknowledged that this is a preliminary study and further work will be required to test the conceptual framework empirically. The paper discusses the policy implications of developing leadership in the hub and spoke network. As networks are of interest internationally this has wider relevance to other countries.

There is limited research on the antecedents of shared leadership. In addition, the conceptual framework is applied to a new policy context.

The Hub and Spoke system (H&S), initially applied to the airline industry, is an innovative distribution approach which has proved to be successful especially in transportation systems dealing with several origins and destinations and with balanced good flows in both directions. This paper provides an overview of Hub and Spoke theory and proposes some possible improvements to this practice for freight transportation (trucking industry). In particular, the re allocation of transportation resources and the direct connection between pairs of nodes in the distribution network (short cut) have been applied in a case study involving the SKF European distribution network. All aspects of feasibility have been discussed and alternative solutions have been compared to the present configuration in terms of average lead times, goods flow, truck utilisation rate and transportation costs. The results confirm the effectiveness of the proposed interventions, mainly in terms of cost reduction and system flexibility.

The purpose of this paper is to investigate the “last mile” delivery link between a hub and spoke distribution system and its customers. The proportion of retail, as opposed to non‐retail (trade) customers using this type of distribution system has been growing in the UK. The paper shows the applicability of simulation to demonstrate changes in overall delivery policy to these customers.

A case‐based research method was chosen with the aim to provide an exemplar of practice and test the proposition that simulation can be used as a tool to investigate changes in delivery policy.

The results indicate the potential improvement in delivery performance, specifically in meeting timed delivery performance, that could be made by having separate retail and non‐retail delivery runs from the spoke terminal to the customer.

The simulation study does not attempt to generate a vehicle routing schedule but demonstrates the effects of a change on delivery performance when comparing delivery policies.

Scheduling and spreadsheet software are widely used and provide useful assistance in the design of delivery runs and the allocation of staff to those delivery runs. This paper demonstrates to managers the usefulness of investigating the efficacy of current design rules and presents simulation as a suitable tool for this analysis.

A simulation model is used in a novel application to test a change in delivery policy in response to a changing delivery profile of increased retail deliveries.

There is a strong academic and professional interest in the changing business model of LCCs in Europe. Recently, even Ryanair which is often considered a European LCC role model has departed from the point-to-point paradigm by offering transfers within its own network. We first provide a general overview of recent changes in the business model of airlines that used to be categorized as LCCs. We then add to existing studies on LCC network strategies toward building connections. While we distinguish different approaches to accommodate transfer passengers, our analysis focuses on mesh networks as an airline network topology other than hub-and-spoke networks to provide online connections. A schedule analysis of Ryanair’s direct and indirect services at its base at Porto airport exemplifies that a mesh network might allow LCCs to go beyond stand-alone operations to become network carriers without requiring a complete transition of the generic LCC business strategy.

In this article, I propose a theory of network opportunity emergence. The core of the argument is that as an overall industry network structure becomes centralized, opportunities emerge for new entrants. As the institutional environment evolves toward a centralized network flow structure, innovators can identify newly emerged rich resource niches that serve as the perfect breeding ground for an entrepreneurial start-up. While the framework is an aggregate level conceptualization of market opportunities, it also identifies specific actionable opportunities at a very micro level. Examples from the networks of the airline industry illustrate the logic. I conclude by discussing the innovation and entrepreneurship implications for a wide variety of industries and network tie types, calling for utilization of the framework to answer a broad variety of research questions.

Supply chains deliver goods and services between shippers and receivers, covering collection, transportation, distribution as well as their handling and storage in between. In particular, transportation services are carried out by different transport modes. In some modern supply chains, different categories of air cargo carriers – combinations, freighter-only, and/or integrators – provide critical transport services.

This chapter develops a methodology for estimating the performance of supply chains served by an air cargo carrier network. The methodology is based on indicators of infrastructure use, technical/technological level, operational factors, economic factors, and environmental performance. This proposed methodology is applied to estimate performance of supply chains served by an integrated air cargo carrier – FedEx Express – operating a single hub in the US domestic air network. Results indicate that the methodology may be useful for estimation of overall supply chain performance under the condition that relevant data are available.

The distribution function in a supply chain is an important internal service function for any firm, and has been increasingly recognized as playing a strategic role in achieving competitive advantage. This paper proposes improving the distribution function of the supply chain by employing hub‐and‐spoke network designs. Such designs have proven to be effective with third party logistics carriers such as Federal Express, UPS, Norfolk Southern, and Yellow Freight. Several models and heuristic solution techniques have been introduced in the literature in the past ten years. However, the performance of such heuristics, under different transportation environments, has not been examined. This paper acts as a first step in this direction. The performance of two heuristics to solve a hub‐and‐spoke network is compared against the performance of an optimal technique, for various configurations of data. With the results of this study, business managers can, by analyzing the structure of their data, assess the “risk” associated with applying one of the two heuristics. Heuristic developers can also exploit the results of this study to give them insight into areas where heuristics can be developed or strengthened in order to give rise to more robust heuristics.

Toyota's internationally coordinated production system in Asia and its selection of supply bases in South America and South Africa highlights the significance of recognizing global network firms and the global hub-and-spoke logistics system that has been developed to meet their needs. This system underpins the expansion of container shipping, air freight and telecommunications. Recognition of Main Street, linking Europe, Asia and North America with cui-desacs in Africa, Australasia and Central and South America, provides a framework for examining the relative importance of the system's hubs and terminals across different modes and regions. This analysis provides the basis for identifying and ranking key regional logistics platforms in Northeast Asia and their attraction as headquarter sites for global network firms. Examining the logistical situation pertaining after the end of the Cold War in the early 1990s and a decade later is used to gauge progress towards regional economic integration in Northeast Asia.

Supply chains need to balance competing objectives; in addition to efficiency, supply chains need to be resilient to adversarial and environmental interference and robust to uncertainties in long-term demand. Significant research has been conducted designing efficient supply chains and recent research has focused on resilient supply chain design. However, the integration of resilient and robust supply chain design is less well studied. The purpose of the paper is to include resilience and robustness into supply chain design.

The paper develops a method to include resilience and robustness into supply chain design. Using the region of West Africa, which is plagued with persisting logistical issues, the authors develop a regional risk assessment framework and then apply categorical risk to the countries of West Africa using publicly available data. A scenario reduction technique is used to focus on the highest risk scenarios for the model to be tractable. Next, the authors develop a mathematical model leveraging this framework to design a resilient supply network that minimizes cost while ensuring the network functions following a disruption. Finally, the authors examine the network's robustness to demand uncertainty via several plausible emergency scenarios.

The authors provide optimal sets of transshipment hubs with varying counts from 5 through 15 hubs. The authors determine there is no feasible solution that uses only five transshipment hubs. The authors' findings reinforce those seven transshipment hubs – the solution currently employed in West Africa – is the cheapest architecture to achieve resilience and robustness. Additionally, for each set of feasibility transshipment hubs, the authors provide connections between hubs and demand spokes.

While, at the time of this research, three other manuscripts incorporated both resilience and robustness of the authors' research unique solved the problem as a network flow instead of as a set covering problem. Additionally, the authors establish a novel risk framework to guide the required amount of redundancy, and finally the out research proposes a scenario reduction heuristic to allow tractable exploration of 512 possible demand scenarios.

The purpose of this paper is to study how cost efficiency and the reliability of a physical distribution network are affected by changes in online shopping demand and to suggest how logistics service providers can respond to such changes.

Based on a discrete event simulation approach, possible adaptive measures to online shopping demand increase are tested at three levels of decision making in parcel distribution network: priority assignment in the main hub (operational), introduction of sub‐hubs (tactical), and increase in the hub‐terminal capacity (strategic). The feasibility of the simulation is tested with parameters adopted from the logistics service data of an existing major parcel carrier in South Korea.

Findings from the simulation model suggest that the existing physical distribution network can improve its cost efficiency and service reliability by evolving into a more centralized network structure with increased capacity of transshipment facilities if the online shopping demand is expected to increase consistently over the long run.

This research will help logistics service providers to have good insights into performances of their distribution networks at different levels of demand and to devise a plan for adaptation to meet future demand.

This paper provides a framework to understand the complex relationship between network configurations, service levels, costs, and other decision‐making processes with respect to changes in online shopping demand based on a simulation approach.