Academic literature on the topic 'Logistics and supply chains not elsewhere classified'

The purpose of this article is to propose a framework for assessing the agile of manufacturing companies. Three supply chain logistics factors (capacity, transportation, and stock) along with three cross-functional factors (information, suppliers, and pricing) are selected as core sets to classify all required agility actions. In addition, supply chain contracts, as an important indicator of supply chain agile, are also considered for activity classification. These activities are ranked using the Hierarchy Analysis method and then classified according to the main agility factors. Using a cyclic approach to the supply chain, the developed activities are classified as the main strategies of the supply chain links.

The article explores theoretical and methodical aspects of managing dual relationships that arise between participants in logistic cooperation in the process of formation and functioning of supply chains. The use of a behavioral approach to defining supply chains has allowed identifying and justifying the priority role of behavioral factors that influence modern logistics entities and determine the effectiveness and long-term satisfaction with logistics cooperation. Given the literature summary, the study has classified types of cooperation in logistic activity and proved that among the behavioral factors influencing the of logistical cooperation efficiency, the trust is of particular importance, which remains a limitation, a bottleneck in the process of formation and development of dual relationships in logistics chains. It is proposed to introduce a generic indicator, namely the level of confidence in the supply chain to assess the social, economic and strategic aspects of logistics interaction. A methodological approach to assessing the level of trust in logistic cooperation was adjusted based on determining the composition of criteria that directly affect this indicator and using the expert survey of supply chain participants. The study proposes to use the confidence indicator to form and improve networks and supply chains, taking into account its value when constructing a generalized outsourcing model.

Recently, it has become an important issue to ensure sustainability, especially in food supply chains, against the rapidly growing population, increasing demand, and sudden disruptions caused by uncertain times such as that caused by COVID-19. Since food supply chains has vulnerable products and processes, it is critical to understand the sustainability factors of food supply chains especially in uncertain times such during the COVID-19 pandemic. This study aims to determine sustainability factors of food supply chains. An Interpretive Structural Modelling method is used to state the relations between sustainability factors of food supply chains. As a result of the study, Information Sharing and Managerial Approaches are classified as driving factors; Food Safety and Security, Know-How Transfer, Logistics Networking, Risk Mitigation, Employee Commitment, Innovation, Traceability and Responsiveness are categorized as linkage factors. This article will be beneficial for managers in helping them develop sustainable food supply chains during uncertain times by focusing on traceability, information sharing, know-how transfer, food safety and security.

When Industry 4.0 technologies are utilized in logistics practices, they create a Logistics 4.0 environment, and the key to successfully implementing Logistics 4.0 practices is the human capital of the logistics industry. The human capital of the logistics industry was found to be classified into four major categories, namely operative, supervisor, management, and government. This study aims to develop a new human capital framework that guides the logistics industry towards successfully implementing and managing Logistics 4.0 practices. The significance of this study is to utilize a new framework to shorten the gap between current basic logistics practices into Industry 4.0 practices. An integrative literature review technique was used thoroughly and reviewed and analyzed in order to create the Logistics 4.0 human capital development framework in a manner that satisfies the categories of logistics human capital. A combination of the business logistics management (BLM) framework and Industry 4.0 elements creates a new human capital development (HCD) framework in logistics and supply chains.

Commercial operations of uncrewed aerial vehicles (UAVs or drones) are expanding, with medical logistics using UAVs as part of health service supply chains being targeted. The ability to transport cargos that include items classified as Dangerous Goods (DG) is a significant factor in enabling UAV logistics to assist medical supply chains, but DG regulations for air transport have developed from the perspective of crewed aircraft and not UAVs. This paper provides an important audit of the current DG regulations, best practice in their application and the development of much-needed new governance that will be required to fully exploit UAVs for the safe transport of DG in medical logistics. Findings from the audit provide a summary of the circumstances and potential challenges resulting from the application of DG regulations as they stand to UAV operations, particularly for medical logistics, and convenient guidance on the practical implications of DG regulations for UAV operators. The main conclusion is that this is an under-researched domain, not yet given full consideration in a holistic way by regulators, governments, industry bodies, practitioners or academia.

Purpose In the present context of a health-concious society, management of pharmaceutical supply chains has become more complex because it involves the life-saving interest of human being and requires the participation of different stakeholders such as pharmaceutical manufacturers, wholesalers, distributors, customers, information service providers and regulatory agencies. Limited research is available in the area of pharmaceutical supply chains. This paper aims to find the gaps in the literature by reviewing research papers on different strategic issues of supply chain management in the pharmaceutical sector. Design/methodology/approach In total, 136 research papers, mainly from refereed international journals, were reviewed to identify the issues of supply chain management (SCM) in the pharmaceutical supply chain. On the basis of a review, gaps are identified and research agenda is proposed. Findings It is observed from review that the pharmaceutical sector is not widely researched in developing countries because of many complexities in this supply chain. The share of pharmaceutical firms in the global market is also not very significant. Based on an extensive review of pharmaceutical supply chains, research gaps are identified in different areas such as inventory management, new product development, process development, capacity planning, network design, plant design, pipeline and development management, outsourcing logistics activities, reverse logistics, Lean manufacturing, green SCM and implementation of E-business processes and performance management. These strategic issues have been further classified into three broad categories, i.e. resources, processes and performance. Originality/value This paper explores major strategic areas of pharmaceutical supply chains for research. Findings of the paper will be highly useful for researchers to decide direction of future research.

<p class="FonteResumo">This paper discusses transport modes supporting Uncertainty Supply Chain Model (USCM) in the case of Manaus Industrial Pole (PIM), an industrial cluster in the Brazilian Amazon that hosts six hundred factories with diverse logistics and supply chain managerial strategies. USCM (Lee, 2002; Fisher, 1997)develops a dot matrix classification of the supply chains considering several attributes (e.g., agility, cost, security, responsiveness) and argues that emergent economies industrial clusters, in the effort to keep attractiveness for technological frontier firms, need to adapt supply chain strategies according to USCM attributes. The paper takes a further step, discussing which transport modes are suitable to each supply chain classified at the USCM in PIM´s case. The research´s methods covered the use of PIM´s statistical official database (secondary data), interviews with the main logistical services providers of PIM and phone survey with a sample of firms (primary data). Findings confirm the theoretical argument that different supply chains will demand different transport modes running at the same time in the same industrial cluster (Oliveira, 2009). In the case of PIM, this implies investments on port and airport infrastructure and a strategic focus on air transport mode, due to (1) short life cycle of products, (2) distance from suppliers, (3) quick response to demand and (4) the fact that even PIM´s standard products use, in average, forty per cent of air transport at inbound logistics.</p>

Sustainable development is now the focus of researchers and organizations worldwide. Several concepts, such as reverse logistics (RLs) and closed-loop supply chains, have been introduced to encourage sustainability in supply chains. RLs refers to the set of activities needed by consumers to collect the product used for reuse, repair, remanufacturing, recycling, or disposal of the used product. There are various processes involved in RL, and one of them is collection systems. Collection refers to a company obtaining custody of specific items. We review the literature on RLs collection systems. A bibliometric analysis was conducted to provide better insight into the field and establish any trends. Firstly, we present the classification methods used in the field, based on available review papers. Secondly, we evaluate literature from several fields that are related to either the problem setting or the technical features. Different perspectives are presented and classified. This method facilitates the identification of manuscripts related to the reader’s specific interests. Throughout the literature review, trends in measuring the performance of collection systems are identified, and directions for future research are identified and presented.

Sustainable development is now the focus of researchers and organizations worldwide. Several concepts, such as reverse logistics (RLs) and closed-loop supply chains, have been introduced to encourage sustainability in supply chains. RLs refers to the set of activities needed by consumers to collect the product used for reuse, repair, remanufacturing, recycling, or disposal of the used product. There are various processes involved in RL, and one of them is collection systems. Collection refers to a company obtaining custody of specific items. We review the literature on RLs collection systems. A bibliometric analysis was conducted to provide better insight into the field and establish any trends. Firstly, we present the classification methods used in the field, based on available review papers. Secondly, we evaluate literature from several fields that are related to either the problem setting or the technical features. Different perspectives are presented and classified. This method facilitates the identification of manuscripts related to the reader’s specific interests. Throughout the literature review, trends in measuring the performance of collection systems are identified, and directions for future research are identified and presented.

The food supply chain (FSC) is made up of producers, traders and processors who bring the product from supply to demand through logistical processes. Food supply chains require specific methodologies for their current diagnosis, evaluation and improvement. Logistics in food supply chain requires to be managed according to its nature. This article identifies the different methodologies through a systematic literature review of publications from 2005 to 2022, using Web of Science, Scopus and Google Scholar search engines, in order to establish the state of the art. As a result of this review, a new taxonomy is proposed and includes the following methodological groups: management, qualitative, quantitative, multi-criteria decision-making (MCDM), statistics, machine learning, mathematical modelling, discrete simulation, system dynamics and others. The methodologies of characterization, evaluation and improvement are classified into two main groups of logistical means and modes. The performance measures most commonly used in the methodologies by the researchers were also identified. From the article, discussions, challenges and trends are generated to identify possible future research and different gaps.

The advent of information technology (IT) and today's unpredictable and unforgiving business environment has enticed many 'best-in-class' manufacturers into adopting supply chain management (SCM). The SCM involves a set of several independent organisations, including the logistics service provider, responsible for moving materials from the point of origin to the point of consumption. The materials cost often comprises a large portion of the total cost of manufacturing. However, management of the large numbers of different levels of suppliers is frequently difficult and complex.

This project proposes a five-stage framework. Within this framework, it discusses the process whereby an organisation creates a paradigm shift towards a new culture of directional SCM, called Directional Supply Chain Management (DSCM), which is the main theme of this project. It allows an organisation to utilise a common logistics service provider (CLSP) for all members along the supply chain and provide direction to them. DSCM uses technology to monitor variability and complexity, to decide on the right courses of action, and then to act rapidly on those decisions so that the business can better keep its promises to customers and deliver the right product, at the right price, at the right quantity and at the right time.

The use of such a technique, successfully implemented in the case study, enabled the company concerned to reduce its material cost from US$36,344/machine in the period July - September 2003 to US$30,256/machine in the period October - December 2005, with different amounts for each quarter due to different sales volumes, translating into an overall total saving of US$7,134,000 over a period of ten quarters (or savings of US$2.854 million per annum). The guidelines proposed in this study for DSCM can help other companies reduce their costs and increase responsiveness to improve overall performance.

On the basis of the literature review and case study, a questionnaire-based survey was formulated to investigate contemporary practices and concerns regarding DSCM. A general conclusion is that all of the significant DSCM practices positively impact on performance.

The focus of this thesis is to examine the use of techniques of risk management employed by companies in Central Queensland's mining manufacturing supply chain. This is a rapidly growing industry sector supporting one of Queensland's major export industries. The specific objective of this research is to examine how companies in the supply chain employ techniques to identify, assess, and manage supply risks.

The research methodology entailed the use of in-depth interviews of companies in Rockhampton, Mackay and Yeppoon in Central Queensland. This method has been selected because of limited empirical data relating to supply chain issues in this field. Quantitative questions have been incorporated into an interview questionnaire to gain more information in the limited time available. A total of 21 interviews were conducted, and methods of qualitative description and descriptive statistics have been used to analyse the subsequent data.

The results show that Supply Unavailable, Supply Price Increase, and Unpredictable Lead Times are three main sources of supply risks perceived by respondents. For risk identification and assessment, specific techniques have been adopted widely, especially Communication with Suppliers. For risk mitigation, Alternative Suppliers when Supply Interrupted is perceived as the most important technique to reduce the impact of risk occurrence, while Close Working Relationship with Suppliers and Localised Sourcing are broadly used as the techniques to reduce the likelihood of risk occurrence. However, traditional buffer-oriented techniques, such as Multiple Sourcing, and Increased Stockpiling and Buffer Inventory, are not as popular in this industry as would be expected from published literature.

Private food standards are an increasingly important regulatory mechanism in the agri-food system. Driven by quality demands of consumers, high profile food scares, changes to the legislative requirements of retailers and increasing risk in global supply chains, retailers are frequently involved in the development of private food standards, and their enforcement along supply chains. This new role for retailers as de facto gate keepers for quality and production processes points to an increase in power of this group.

Regulation theory provides a useful perspective from which to contextualise the economic and regulatory changes that have created an environment in which retailers have both the incentive, and the ability, to impose their requirements throughout the supply chain. This theory suggests that the neo-liberal agendas pursued by many developed nations have not led to a deregulation of production but have created space for re -regulation which has been taken up by global organisations attempting to remain profitable and grow in a highly competitive operating environment. While there is a great deal of enquiry regarding the limitations and opportunities these private standards create for marginal farmers, little has been revealed about the ways in which those producers based in developed countries have been affected. The actor approach provides a framework for the consideration of producers, empowering them and positing that they are not passive recipients of the changes occurring around them.

This thesis examines how the development of GlobalGAP, a private food standard developed by a consortium of many of Europe's largest retailing chains, shaped the production relations of an Australian Citrus producers cooperative. The hypothesis at the heart of this study is that while GlobalGAP may be evidence for a strengthening of the market power of retailers, as well as a mechanism through which retailers can reassert this market power to downstream supply chain actors, producers will have nuanced and varying responses. This suggests that although some producers may be unwilling or unable to certify to the standard, others will successfully negotiate GlobalGAP and incorporate its' requirements in standard business practice. Those that do may benefit from doing so through, for example, increased market access or more streamlined business practices.

The author investigated the condition under which competition effect and contagion effect impact the suppliers of the firm encountering data breach. An event study was conducted to analyze the stock price of 104 suppliers of Target after the large-scale data breach in 2013. The result showed that suppliers with high dependence on Target experienced negative abnormal return on the day after Target’s announcement, while those with low dependence experienced positive abnormal return. After regressing the abnormal return on some explanatory variables, the result showed that firms with better operational performance and high information technology capability were less negatively affected. This study suggested that suppliers who relatively highly rely on one customer company are susceptible for the negative shock from that customer because of contagion effect. Furthermore, maintaining good performance and investing in information technology can help firms reduce losses from negative events happened in customer companies.

Death and serious injuries caused by heavy vehicle crashes occur daily in the heavy vehicle transport industry, which has been described as the deadliest industry to work in. There is much suffering and grief amongst families caused by these deaths and serious injuries, and there is a significant financial burden costing the economy billions of dollars each year, yet crash investigations do not appear to identify the underlying causes of these crashes and why heavy vehicle drivers, as well as other road users, are being killed or seriously injured. This is a worldwide problem and not unique to any one country. This research has been undertaken to identify whether systemic investigations are needed to improve safety in the heavy vehicle transport industry. A systemic investigation is the detailed process of collecting and analysing crash information from a broad and varied scope, using a wide range of resources, techniques and methods in order to identify and establish the underlying causes of a crash. The heavy vehicle transport industry operates in a socio-technical system that has been described as a multi-layered hierarchical system, which is multifaceted, non-linear and complex, and contains a level of uncertainty where actors, technologies and tasks are interacting across levels of the hierarchical layers. Their relationships are interlinked and interconnected, having causal ties where there are direct or indirect operational requirements. For this research the socio-technical system has been identified as consisting of government, regulatory/enforcement agencies, supply chain parties, heavy vehicle companies, drivers/co-drivers, and environment/road and vehicles. A part of the heavy vehicle transport industry socio-technical system comprises of policies, rules, legislation and procedures to help guide the decision-making process to ensure both safety and compliance within the system. The intent is captured in the legislation that governs the system where compliance to the legislation is required. Heavy vehicle crashes are investigated by state and territory police forces as well as regulatory agencies. These police forces and regulatory agencies have a mandate to investigate for the purposes of identifying driver liability, and as a consequence look for blame. However, the recent enactment of the Heavy Vehicle National Law and Compliance and Enforcement legislation does not support this approach and seeks to apportion blame throughout the logistics chain, rather than placing blame on the driver. This research discovered that there are a number of underlying causes that adversely influence heavy vehicle driver behaviour and contribute to crashes; however, these causes are not usually identified in investigations, with the outcome of an investigation often being to blame the driver. Investigations do not tend to look at the socio-technical system within which the heavy vehicle transport industry operates to identify the interactions and interconnections that can influence and impact upon a driver’s behaviour. In most instances when human errors are identified the investigation ceases with no further exploration as to what caused the human errors. This research has identified that investigators do not use a systemic investigation methodology, indeed many who have conducted investigations of heavy vehicle crashes have no knowledge of what a systemic investigation is. In addition, this research discovered that investigators did not have the training, skills and competencies or specialist knowledge of the heavy vehicle transport industry to investigate heavy vehicle crashes. These investigators primarily gained their skills and competencies ‘on the job’ through a tacit transfer of knowledge, essentially learning as they worked. Unfortunately, the investigators from the state and territory police forces and regulatory agencies are not specialists in the heavy vehicle transport industry and lack the understanding of the heavy vehicle transport socio-technical system. These investigators have a mandate to investigate for the purposes of prosecution, and as a consequence look for the attribution of blame. These agencies do not apply a systemic investigation methodology to determine the underlying causes of a crash. Even the recent enactment of the Heavy Vehicle National Law, which seeks to apportion liability to others throughout the logistics chain, is consistent with this prosecutorial approach. In contrast, investigations into aviation, rail and maritime incidents are conducted by the Australian Transport Safety Bureau (ATSB), which adopts a “no blame-no liability” investigation methodology, albeit one that is not systemic. These investigations are tailored to each specific domain which seeks to uncover underlying causes without attributing blame. Incident investigations in these transport modalities have facilitated a reduction in rates of serious incidents. Consequently, the adoption of such an approach to heavy vehicle crash investigations should also result in a reduction of serious crashes due to a more comprehensive uncovering and understanding of underlying causative factors. This research was conducted in three stages. The first stage consisted of a literature review that identified the socio-technical system within which the heavy vehicle transport industry operates, the underlying causes of heavy vehicle crashes identified by academic research, the legislative regimes governing the heavy vehicle transport industry, the actors involved in the heavy vehicle transport system, and what investigation methods are currently being used to conduct heavy vehicle crash investigations. Stage two consisted of two parts: the first part being a survey of heavy vehicle transport industry participants seeking their responses to twenty survey statements, and the second part being semi-structured interviews of investigators who have investigated heavy vehicle crashes. Stage three also consisted of two parts. Part one was a thematic analysis of investigation reports completed by the ATSB of investigations of heavy vehicles crashing with trains at level crossing that occurred between 2000-2019. Part two was a thematic analysis of Coronial report findings of heavy vehicle fatal crashes that occurred in Australia between 2005 and 2020. This research identified that a number of stakeholders have called for the ATSB to take over investigations of heavy vehicle crashes; however, the ATSB are under resourced to meet their current obligations and may not be best suited to conduct investigations of heavy vehicle fatal crashes. The ATSB have also, in the past, been criticised for not having suitable systemic investigation processes in place. This research’s original contribution to knowledge is the development of an investigation framework that can be used by investigative agencies to assist with investigations of heavy vehicle crashes. The investigation framework will help direct investigators in their search for answers to identify the underlying causes of a heavy vehicle crash. The framework instructs the investigator to look beyond blame and driver error and motivates the investigator to look at other underlying causes and contributory factors influencing driver behaviour. This research has obtained evidence to support the need for a dedicated heavy vehicle crash investigation agency which uses a systemic investigation methodology to investigate crashes. Additionally, the research has identified the need for investigators to be trained in the necessary systemic investigation techniques and to gain knowledge and develop skills specific to the heavy vehicle transport industry. This research has developed an investigation framework that can be used by investigators to conduct investigations of heavy vehicle crashes. This framework is a systemic methodology that when applied will ensure investigators delve deeply to uncover the underlying causes from within the heavy vehicle transport socio-technical system, rather than assigning blame to the driver and ceasing investigations when human error has been identified.

Far North Queensland covers an area in the tropics that extends roughly from Cardwell on Australia's east coast to the tip of Cape York Peninsula. The city of Cairns is its administrative centre. Europeans first began moving into the inland parts of this reeion in the 1860s but the mountains and tablelands along the eastern hinterland were clothed in thick, tropical rainforest that defied efforts to develop transport routes between inland settlements and potential ports along the east coast. Colonisation could not have occurred without the provision of roads, and colonial and state governments played a leading role in this, driven by the demands of settlers who were both road builders and users.

This thesis demonstrates the significance of roads in the development of Far North Queensland from the 1860s to the 1960s. Within the context of the overall pioneer project of which road construction was a key part, it examines the leading role played by government, the technological advances that influenced the development of a road network, the contribution of people who worked on road construction, and the demands of road users that influenced their location and the rate of construction. It posits that the process of developing a road network contributed to the formation of a 'pioneer legend' in Far North Queensland, which had its origins in geographical remoteness and a challenging physical environment.

The rise of technologies and the Internet have provided opportunities to connect logistics demand and supply using the crowd. In this system, named crowd-shipping (CS), a requester doing the shipping selects a courier via a platform. In reality, the idea of CS has been explored by many firms over the last several years. However, there is a lack of fundamental understanding of the issues related to: (1) the markets that are likely to be influenced by CS; (2) the considerations that govern the success of this system; and the (3) the impacts of CS and its design.

To address these issues, there is a need of understanding CS system's stakeholders, such as requesters' (i.e. senders') and potential couriers' (i.e. driver-partners') behaviors as well as operations and management of CS firms. This research will address these gaps by conducting a survey to understand driver-partners' behaviors and requesters' behaviors given the CS services availability in the logistics market. Then, pricing and compensation strategies are designed and modeled based on behavior rules of supply and demand generations as well as various CS market penetrations. As such, this research addresses the CS industry in a triad of supply, demand, and operations and management.

This research uses advanced econometrics, statistics analysis, mixed integer optimization, and data science techniques to analyze data and generate insights. The contributions of this research are to identify the contributing factors that impact the emerging logistics service. This research also reveals factors that influence the current and future shipping behaviors of requesters, as well as influencing factors of the individuals' willingness to work as driver-partners. The integrated matching and routing models have been developed to examine different pricing and compensation strategies under several market penetration scenarios. `Individual' price and compensation have found to provide the highest profit for CS platform providers.

This research provides meaningful knowledge for stakeholders, especially for the CS firms to develop business strategies. Several remarkable benefits that CS firms can obtain include: focusing on some specific population groups to recruit driver-partners (e.g. people with children, middle-aged people having lower incomes, or no car ownership); addressing certain market segments to promote CS services (e.g. tight-window delivery packages, peripheral products, or personal health and medicine items); implementing `individual' or `flatted' pricing and compensation strategies depending on the time of the day, the day of the week, or the market penetration; and improving platform features to incorporate requesters' and driver-partners' expectations.