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This chapter investigates productivity and cost patterns in the all-cargo US air transport sector. We empirically test the productivity growth influence of changes in unexplained technology, air operations movement characteristics, and factor input prices. Findings show productivity trends depicting negative growth for the 1993–2001 sample, then shifting measurably such that productivity trends depict positive growth for the 2002–2014 sample. The post 2001 growth was fueled by changes in unexplained technological advancements. We interpret this finding as an indication of the importance of technological innovation as a performance enhancer in this transport sector. Findings also reveal a lack of productivity change associated with changes in input prices and movement characteristics. We interpret input price findings as indicating increases in factor input prices such as wages and fuel prices are commensurate with enhanced labor and fuel productivity. The movement characteristic findings are attributable to a lack of sustained increases in load factors, stage length, network size and carrying more volume over the network (density).

In small group settings, is it the position in social networks or the content of communication that constitutes a leader? Studies focussing on the content suggest that leadership consists in creating and promoting meanings, whereas studies focussing on the connections stress that it is the network position that ‘makes a leader’. These two dimensions of leadership communication style have not been compared yet. To fill this gap, this chapter applies an emerging approach – socio-semantic network analysis – to jointly consider the content of, and the connections, in leaders' communication. Using a multisource dataset, we empirically study the social network positions (social network analysis) and the content of communication (semantic network analysis) of three leaders in a creative collective. Our findings reveal that different styles of leadership make diverse use of the content and the connections in a small group. The academic and practical implications are outlined.

In the context of organizational change, identifying, and organizing the various roles of change agents remains a challenge for practitioners and scholars alike. This chapter examines how different agents can enable an effective change process. Empirical evidence from three hospitals illustrates the process of transformation and its underlying arrangements to identify agents and their roles. The findings underline the importance of designing a coherent system of agents, determining where they come from, their role during the process, and how this may change throughout the change process. Managerial choices in the cases are discussed, leading to implications for theory and practice.

Increasingly, competition is moving from inter-company rivalry to that between supply chains and networks. In the field of manufacturing, such collaboration between companies may develop into an Extended Manufacturing Enterprise (EME), a chain or network comprising all the relevant functions of the partners. EME competitiveness depends on how effective the partner companies are as innovative and knowledge creative players within dynamic, complex integrated networks. The CO-IMPROVE project explores this premise, focusing in particular, on the learning required to enhance collaborative improvement of the performance of EMEs and among researchers. The CO-IMPROVE project was undertaken in Europe through a collaborative research approach where the researchers were both managing the project and studying it at the same time. The company networks were comprised of the managers from the system integrators and their suppliers, while the researcher network was comprised of academic researchers and the system integrator managers working in outsider-insider researcher teams. This chapter identifies emergent challenges in collaboration in both settings and explores implications for such collaboration.

This study develops a method for categorizing airports based on the amount of cargo each airport handles in relation to its passenger traffic. Such a categorization allows for systematic comparisons of airports largely specializing in cargo with those that have more balanced freight/passenger roles. The results show that cargo-focused hub airports (i.e., major cargo-handling airports that handle little or no passenger traffic) in the continental United States shoulder a growing burden in freight movement. One of the most successful of these, Chicago Rockford International Airport, has risen to become the 15th largest airport with respect to domestic cargo shipments on the US mainland, while Texas's Fort Worth Alliance Airport and Seattle's Boeing Field also rank among the top 50. A considerable amount of volatility, however, has accompanied the evolution of this specialized grouping of airports over the past 20 years. Presently, among the 100 airports on the U.S. mainland handling the most domestic freight, cargo-focused hub airports serve only a secondary role, handling less than 5% of domestic air freight shipments as measured by weight. Most major hubs operated by air-freight integrators, such as those developed by FedEx and UPS at Memphis, TN, and Louisville, KY, respectively, are at mixed-purpose airports that have a greater balance of passenger and freight activity. The findings point to some of the unique challenges facing airports that specialize in the movement of freight.

Existing studies about airline productivity and cost competitiveness are focusing on combination carriers, transporting both passengers and cargo in the same aircraft and with the same inputs. Scientific research about the cost structure and productive performance of all-cargo carriers is very limited. However, the importance of air cargo and express transport in our globalized economy, the high volatility of all-cargo carriers (especially since the 2008 economic crisis), and the success of integrators show the need for more scientific attention to this industry. This chapter aims at benchmarking the productivity and cost competitiveness of US integrated and non-integrated cargo carriers, based on total factor productivity and unit cost competitiveness analyses. The results unveil a positive correlation between productivity on the one hand and the size of the carrier and its average stage length on the other hand, indicating economies of scale. Correcting the results for such factors beyond managerial control and input prices allows us to measure the impact of the crisis and the consequences for the management of the individual carriers.

This study proposes targeted modernization of the Department of Defense (DoD's) Joint Forces Ammunition Logistics information system by implementing the optimized innovative information technology open architecture design and integrating Radio Frequency Identification Device data technologies and real-time optimization and control mechanisms as the critical technology components of the solution. The innovative information technology, which pursues the focused logistics, will be deployed in 36 months at the estimated cost of $568 million in constant dollars. We estimate that the Systems, Applications, Products (SAP)-based enterprise integration solution that the Army currently pursues will cost another $1.5 billion through the year 2014; however, it is unlikely to deliver the intended technical capabilities.

Trends in the car and aircraft manufacturing industry showed an evolution in the configuration and management of the production network. For instance, the aerospace manufacturing industry tended to be a closed system, competing on scale of production and focusing on maximization of own profit. Nowadays the automotive companies are developing open systems under the influence of globalization, outsourcing, and co-creation of value. Doing this with suppliers causes a shift of value from the focal firm to the supply chain, creating a value levering position for the so-called large-scale system integrator (LSSI). The leverage of value on suppliers introduces the value-leverage capability of the LSSI company. The capability of the LSSI to balance continuation, conception, and configuration is crucial for (long-term) profitability and competitive position. To express the value-leverage capabilities, the authors propose the variables “turnover per employee” (T/E), “research and development per employee” (RD/E), and “profit per employee” (P/E), whose (inter) relationship determines the capabilities.

The use of offsets is one of the main characteristics of international defence trade. The rising costs of defence equipment and the significant contraction of defence spending have resulted in an environment that favoured the use of offset policies, the latter becoming increasingly demanding in both quantitative and qualitative terms. The chapter analyses the role of offsets on the process of integration of defence equipment markets, with a specific focus on the EU. Particular attention is given to the offset-relevant regulation and practice and to their recent evolution in the EU following the adoption of European Directive on defence and security procurement (81/81/EC). Offsets play a dual role with regard to the integration of defence industries: on one hand they can be trade-distorting and contribute to the survival of inefficient suppliers in arms importing countries; on the other hand, they can contribute in overcoming barriers that may otherwise prevent some potentially efficient suppliers from accessing the supply chains of the big system integrators. The chapter draws the attention on the need to complement the regulatory evolution by further initiatives aiming at improving the access of non-incumbent suppliers to the supply chains of the large defence system integrators.