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The purpose of this paper is to investigate humanitarian supply chains in the context of the Ukrainian crisis as example of complex emergency. The paper focuses on a selection of support modes: in-kind donations, cash-based assistance and local procurement.

This paper adopts a case-study approach and interpretive paradigm. Findings are based on the analysis of primary sources including interviews with three Polish humanitarian organizations, internal documents, and secondary sources such as published reports.

Findings indicate that in a middle-income urbanized country such as Ukraine non-standard modes such as cash transfer programs and local procurement can be employed, since the necessary infrastructure and market are operational. However, each mode has limitations, so they should match the local context and the needs of diverse social groups.

The findings and recommendations are specific to the case analyzed, Ukraine, and its socio-economic context. The research contributes to discussions about mode selection, stressing the links between mode, stage of the disaster response and local context.

Applying cash transfers and local procurement can reduce supply chain costs, such as transport and warehousing. Shortened supply chains enable faster responses and increased agility.

Cash transfers and procurement involve the local community and beneficiaries, and can better fulfill needs maintaining people’s dignity. However, for vulnerable groups and those in conflict zones, in-kind goods are a better option.

The author argues that the much-discussed dichotomy of cash or goods does not reflect reality; local and regional procurement should be added as important support modes in middle-income countries in crisis.

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.

During the 2014 independence referendum in Scotland, there was much debate about the future broader political direction of the country but little discussion about its impact on Scottish tourism. The purpose of this paper is to explore and discuss the impact of the different future political options from a tourism perspective.

From the literature, four main political drivers were identified, and using Scotland as a reference, they were used in discussions with six experts to explore how tourism could develop under different political options. The outcomes from these discussions were combined by the researcher to develop in conjunction with the experts an agreed discussion note. This discussion note formed the basis for the exploration of the impact on tourism under four different future political options.

Of the four political options (devolution limited, devolution plus, devolution max/fiscal autonomy/federation and full independence), it is clear that all options had different positive and negative impacts for tourism. The devolution max option, however, was perceived as most damaging to tourism, because tourism would not be considered a priority, relative to other policy issues. The study concludes with six key lessons that destination management organisations (DMOs) should contemplate when considering the impacts of different political futures.

Being focussed on one country with a strong political party whose raison d'être is independence makes it difficult to extrapolate the results. Nevertheless, given the strong commonality of agreement of the impacts within the experts consulted, this study suggests that DMOs can and should engage in political debates about the future of tourism in their destination.

The 2014 independence referendum in Scotland failed to achieve its primary aim of independence for Scotland, but it did provide space for other political options to be explored. This paper provides a perspective on how tourism could develop under different political options, and so help raise its profile in any future debates, both in Scotland and other destinations.

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.

Port competition attracted much scholarly attention in Northwest Europe during the 1980s. Following the rise of powerful economies in East Asia, particularly during the 1980s and 1990s, port competition has become an important phenomenon with the top five container ports in the world being located in the region. This paper aims to overview major port competition issues and outlines and analyzes the main alternative methodologies that researchers have employed to address them, referring to 70 items, mostly papers but including a few books and reports

An examination is made of developments in port dynamics since 1965. Initially, this task is addressed by studying changes in past port patterns using a simple descriptive model to accommodate shifts induced by containerization. Over time these changes have led to the reversal of the concentration and centralization of port activities. Then consideration is given to the behavior of stakeholders active in the contemporary port scene by elaborating a bipolar global-local analytical framework through an invocation of the hybrid concepts of glocalization and loglobalization. This analysis leads to an examination of emerging economies to gauge future trends in port dynamics following the dramatic emergence of China. Finally, there is a discussion of the need to go beyond inter-port competition to comprehend global production-distribution networks by exploring synergies between the supply chain and the total transport network to bring out parallels in the hub-and-spoke structure not only underpinning maritime activities but also air transport and telecommunications.

The purpose of this paper is to build possible future scenarios for indoor connectivity in a venue such as a university campus and build alternative value network configurations (VNCs) defining different local network deployment options, focused on the Finnish telecom market.

In this paper, Schoemaker’s scenario planning method (Schoemaker, 1995) is used to construct future scenarios and the VNC method of Casey et al. (2010) is used to build alternative VNCs. The paper studies the Aalto University campus network for current end-user data usage demand and the existing technology used in meeting the end-user needs and forecasts the demand for the next five years to understand the need for 5G.

This research concludes that with the provision of local spectrum licenses, there is an opportunity for venue owners to take the role of 5G local operator on the venue premises. Furthermore, it enables venue owners to collaborate with the incumbent mobile network operators (MNOs) in a neutral host model and provide venue-specific connectivity services.

A detailed economic assessment for the network deployment in the campus is considered for future study.

Considering the provision for local spectrum licenses, this paper has taken a unique attempt in identifying the future scenarios for local 5G network operations. It provides a strategic direction for the venue owners in adopting 5G technology and whether to make 5G or buy 5G from MNOs.

Between 2006 and 2016, local communities in semi-arid Bobirwa sub-district in the Limpopo Basin part of Botswana had endured notable fluctuations in the delivery of critical ecosystem services. These changes have been coupled with adverse effects on local people’s livelihood options and well-being. However, a few such studies have focussed on the semi-arid to arid landscapes. This study therefore aims to provide recent knowledge and evidence of consequences of environmental change on semi-arid arid landscapes and communities.

To examine these recent changes in key ecosystem services, the authors conducted six participatory mapping processes, eight key informant interviews and several rapid scoping appraisals in three study villages. The analyses were centred on changes in seasonal quantities, seasonality, condition of ecosystem service sites, distance to ecosystem service sites and total area providing these services. Drivers of change in the delivery of key ecosystem services and the associated adverse impacts on human well-being of these recent changes in bundles of ecosystem services delivered were also analyzed.

Results show that adverse weather conditions, drought frequency, changes in land-use and/or land-cover together with unsustainable harvesting because of human influx on local resources have intensified in the past decade. There was circumstantial evidence that these drivers have resulted in adverse changes in quantities and seasonality of key ecosystem services such as edible Mopane caterpillars, natural pastures, wild fruits and cultivated crops. Similarly, distance to, condition and total area of sites providing some of the key ecosystem services such as firewood and natural pastures changed adversely. These adverse changes in the key ecosystem services were shown to increasingly threaten local livelihoods and human well-being.

This paper discusses the importance of engaging rural communities in semi-arid areas in a participatory manner and how such information can provide baseline information for further research. The paper also shows the utility of such processes and information toward integrating community values and knowledge into decisions regarding the management and utilization of local ecosystem services under a changing climate in data-poor regions such as the Bobirwa sub-district of Botswana. However, the extent to which this is possible depends on the decision makers’ willingness to support local initiatives through existing government structures and programmes.

This study shows the importance of engaging communities in a participatory manner to understand changes in local ecosystem services considering their unique connection with the natural environment. This is a critical step for decision makers toward integrating community values in the management and utilization of ecosystem services under a changing climate as well as informing more sustainable adaptive responses in semi-arid areas. However, the extent to which decision makers can integrate such findings to inform more sustainable responses to declining capacity of local ecosystems in semi-arid areas depends on how they value the bottom-up approach of gaining local knowledge as well as their willingness to support local initiatives through existing government structures and programmes.

Lessons are drawn from the experience of the logistics hub at Amsterdam's Schiphol Airport for Korea s Inc he on International Airport. After providing an overview of the air cargo market the key factors underpinning the success of air cargo hubs are outlined. Examples are provided of Schiphol's multi-level strategy that aims at being simultaneously an air transport hub, a multimodal hub, and a logistics hub as a part of the airport city strategy. Consideration needs to be given to how the successful development of an air transport hub depends on the capacity problems at other competing air traffic nodes in the region. With this background, interest is centered upon the prospects of the Incheon International Airport becoming a cargo hub for Japan.

The purpose is to market a reinterpretation of Brazilian economic history highlighting the importance of non-tradable goods to understand major historical developments such as the lack of industrialization in the mining boom; the rise and contribution of industries to development in the early 20th century; indexation as hyperinflation in the late 20th century; growth and cycles in the early 21st century.

Section 2 introduces analytical perspectives on the relationship between non-tradables, transport costs and external shocks. Section 3 presents a historical overview of the gold and coffee cycles in the Brazilian economy, which highlights the crucial role played by transport costs in the genesis of industrialization. Thus, in a more precise way, industrialization was not an import substitution process but the substitution of non-tradables by the domestic tradable manufactures.

Section 4 shows that Brazilian statistical records and historiography disregard this characterization and, to that extent, underestimate economic growth in the primary export phase (1872–1920) and overestimate growth rates in the industrialization period (1920–1940). Section 5 shifts to the end of the 20th century to analyze the relationship between non-tradables, indexation and hyperinflation. Section 6 concludes with a brief discussion of the role played by the terms of trade and non-tradables in the unfolding of the 2014 economic crisis.

Distance from international markets and a continental geographic size made transport costs in Brazil historically prohibitive: the relevance of non-tradables in the Brazilian economic history. While the theme is not new, it seldom received proper attention in the historiography.