E-logistics of agribusiness organisations

Logistics is one of the most important agribusiness functions due to the idiosyncrasy of food products and the structure of food supply chain. Companies in the food sector typically operate with poor production forecasting, inefficient inventory management, lack of coordination with supply partners. Further, markets are characterised by stern competition, increasing consumer demands and stringent regulation for food quality and safety. Large agribusiness corporations have already turned to e-logistics solutions as a means to sustain competitive advantage and meet consumer demands. There are four types of e-logistics applications: (a) Vertical alliances where supply partners forge long-term strategic alliances based on electronic sharing of critical logistics information such as sales forecasts and inventory volume. Vertical alliances often apply supply chain management (SCM) which is concerned with the relationship between a company and its suppliers and customers. The prime characteristic of SCM is interorganizational coordination: agribusiness companies working jointly with their customers and suppliers to integrate activities along the supply chain to effectively supply food products to customers. E-logistics solutions engender the systematic integration among supply partners by allowing more efficient and automatic information flow. (b) e-tailing, in which retailers give consumers the ability to order food such as groceries from home electronically i.e. using the Internet and the subsequent delivery of those ordered goods at home. (c) Efficient Foodservice Response (EFR), which is a strategy designed to enable foodservice industry to achieve profitable growth by looking at ways to save money for each level of the supply chain by eliminating inefficient practices. EFR provides solutions to common logistics problems, such as transactional inefficiency, inefficient plant scheduling, out-of-stocks, and expedited transportation. (d) Contracting, a means of coordinating procurement of food, beverages and their associated supplies. Many markets and supply chains in agriculture are buyer-driven where the buyers in the market tend to set prices and terms of trade. Those terms can include the use of electronic means of communication to support automatic replenishment of goods, management of supply and inventory. The results of the current applications of e-logistics in food sector are encouraging for Greek agribusiness. Companies need to become aware of and evaluate the value-added by those applications which are a sustainable competitive advantage, optimisation of supply chain flows, and meeting consumer demands and food safety regulations. E-business diffusion has shown that typically first-movers gain a significant competitive advantage and the rest companies either eventually adopt the new systems or see a significant decline in their trading partners and perish. E-logistics solutions typically require huge investments in hardware and software and skilled personnel, which is an overt barrier for most Greek companies. Large companies typically are first-movers but small and medium enterprises (SMEs) need institutional support in order to become aware that e-logistics systems can be fruitful for them as well

Competitiveness of Arabian gulf ports from shipping lines’ perspectives: Case of Sohar port in Oman

Purpose: The purpose of this article is to investigate the factors that encourage shipping lines to use port of Sohar, in Oman. Some selected factors were used to assess to what extent it affects the port choice from shipping lines companies’ perspective. These factors include infrastructure, hinterland, connectivity and port’s dues. Design/methodology/approach: for this study both quantitative and qualitative methodologies were used. Self-administered questionnaire used for collecting quantitative data while interviews were used to collect qualitative data. Secondary data was collected by reviewing academic literature and recent relevant articles and reports. Findings: Port of Sohar has a better opportunity to be the gateway of the Gulf Cooperation Council (GCC) States and all Cargo could have dropped in the port and transferred to other GCC States by road, rail and other transportation modes. This opportunity is gained by the strategic location of Sohar Port outside of the Strait of Hormuz. It can be concluded that port competitiveness can be improved through strategic location, improved hinterland conditions, port facilities, services cost, volume of cargo, connectivity to other ports and dwell time factor. Research limitations: The research was limited mainly by conducting it only at the port of Sohar because surrounding ports are too far away and it should involve more ports to gain comparative results. Limited number of stakeholders as Port Authority, Oman International Container Terminal (OICT) and shipping lines companies and agents is another limitation. Practical implications: The port can improve its competitive advantages and focus on the investigated factors. The government can also continue in working in the three big infrastructural projects; the new express roads, Sohar Airport and rail network connections with other GCC networks. Originality/value: the study used specific factors that expected to contribute to the shipping lines companies’ selection of ports in the gulf region. This could help the port to identify their competitive advantage and how they can use these competencies to improve their competitiveness in relation to other ports in the region.Peer Reviewe

Significance of Trans-European Transport Networks for Logistics Centre Localization as Exemplified by the Łódź Region

This work complements and structures knowledge in the field of logistics centres (with focus on the Łódź region). It presents a thorough analysis of strategic documents of the European Union in reference to the functioning of international transport networks. It also provides a detailed description of logistics facilities operations from the theoretical standpoint and definition of relations in points where logistics centres and TEN-T networks overlap. The result of this work is a set of recommendations referring to effective development of logistics centres on the background of transport corridors

The Post-War Port Industry Development Models: the Effects on the Economic Development of the Port’s Hinterland.

The economic development of the port industry that followed the Second World War was based upon two economic theories trends. Until the late 70’s the model based on Keynesianism forms the basic idea for ownership, infrastructure, investment, pricing policy and role of ports. Since the early 80’s neoliberalism is adopted as a new model of development oversetting what was taken for granted until now and employing a new basis for the port production. Within this framework container ports are the spearhead. The reformed container port industry focuses on container terminals as links in the logistics’ chain with effectiveness in port production and in the integrated logistics’ chain being their main aim. For this purpose private investment and private port operators come forth. This paper tries to examine whether and in what ways the modern port affects the economic development of its local (port city) or broader (region) hinterland. How is this accomplished in the age of globalized economy?

UNPLUGGED CITY Escaping from Global Networks and Flows Trap? New Geographies of Logistics :: Urban and Regional Implications

The urban and regional influence of contemporary passengers, goods and information traffic within the new global economy based on knowledge and logistics, and the physical structures that shape the networks (harbours, airports, train stations, motorways) are assumed as capitally important. Nevertheless, so far, the impact of these dynamics is much more attached to hierarchical processes of socio-spatial fragmentation-segmentation-polarization rather than balanced re-distributive systems. Global connectivity has as much strengths as threats, and the integration within the new production, consumption and distribution geographies generates as much opportunities as irreversible mutations. Unplugged City is presented as an incursion on connectivity and accessibility, exploring the strengths and threats derived from the management of logistics and freight transport flows within the frame of the so-called “catch-up†economy. The Trans-European Transport Network Plan (TEN-T) will be on focus as the main policy-making framework behind the new geographical transformation in Europe. The importance of the exponential growing freight transport and logistic sector has been exposed as a key factor to understand the bases of current globalisation. The sharp changes generated by the dropping of transport cost in patterns of production-consumption-distribution geographies have to be contrasted with deep transformations of labour market, linkages between transport and industrial location and new network models. What is close is just what is cheap. Distances nowadays are no measured in kilometres or hours but in Euros, imposing a new logic for the global geographic structure. Regions with better access to locations of input materials and markets are assumed to be more productive, more competitive and hence more successful than more peripheral and isolated regions. But this hypothesis has to be urgently reformulated, contrasting transport policies with quantitative research and the appraisal of real socio-economic impact of the new transport geographies. The assumed idea of connectivity as pure benefiting will be critically discussed as a much complex phenomena. Corridors are fostering the survival of core regional centres meanwhile a growing regional imbalance is monitored; regions that still have to deal with environmental, budgetary and indirect issues derived from the management of these flows.

The role of supply chain integration in achieving competitive advantage: A study of UK automobile manufacturers

The competitive nature of the global automobile industry has resulted in a battle for efficiency and consistency in supply chain management (SCM). For manufacturers, the diversified network of suppliers represents more than just a production system; it is a strategic asset that must be managed, evaluated, and revised in order to attain competitive advantage. One capability that has become an increasingly essential means of alignment and assessment is supply chain integration (SCI). Through such practices, manufacturers create informational capital that is inimitable, yet transferrable, allowing suppliers to participate in a mutually-beneficial system of performance-centred outcomes. From cost reduction to time improvements to quality control, the benefits of SCI extend throughout the supply chain lifecycle, providing firms with improved predictability, flexibility, and responsiveness. Yet in spite of such benefits, key limitations including exposure to risks, supplier failures, or changing competitive conditions may expose manufacturers to a vulnerable position that can severely impact value and performance. The current study summarizes the perspectives and predictions of managers within the automobile industry in the UK, highlighting a dynamic model of interdependency and interpolation that embraces SCI as a strategic resource. Full commitment to integration is critical to achieving improved outcomes and performance; therefore, firms seeking to integrate throughout their extended supply chain must be willing to embrace a less centralized locus of control

Opportunities for greater Lincolnshire's supply chains: full report

A study of the key sector supply chains across Greater Lincolnshire, and identification of barriers and opportuniteis for growth