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The current paper is an attempt to refresh the concept of coaching in the minds of scholars to help them address major issues affecting performance, psychological well-being, and behaviors of employees due to the COVID-19 Pandemic. The paper serves as an effort to help organizational researchers recall the concept of coaching and its benefits for people and their organizations during the current times. The work also aspires to encourage researchers to consider investigating coaching to provide objective results for policy and implications. The article provides information on the idea of coaching and the various explanations given by management and organizational practitioners. The paper also provides information on the purpose of coaching and why organizations need to understand the concept of coaching and the different types that are available both within and outside of the organizations. Important to state that the paper also discusses the benefits of coaching, which spotlights the need for coaching to be utilized by organizations. Lastly, the paper discusses how coaching can be particularly important in crises like COVID-19 Pandemic followed to guide and recommend organizations to make the use of it to overcome employee, organization, and performance-related issues.

Purpose: Unprecedented communication features of social media noticeably reinforce the active role of consumers in the value co-creation (VCC) of offline and online brands including social media. From the consumer perspective, this study examines a contribution of VCC behavior to consumer-based brand equity (CBBE) and consequent intention to use social media based on Instagram as the most popular platform in Kazakhstan. Methodology: A web-based survey provided data from 550 Instagram users in Almaty city. Empirical analysis includes testing statistical assumptions using SPSS 23, conducting confirmatory factor analysis (CFA), and structural equation modeling (SEM) using Warp PLS 7.0. Findings: With the result of this study investigation, the paper develops the model that explains the effect of VCC on continuous usage intention to use social media through CBBE comprising brand associations, brand loyalty and brand perceived quality. Originality: Even though the importance of social media in the brand VCC process is widely recognized, a brand equity view of social media brands with users’ participation is under-investigated. However, brand equity’s importance for firm sustainability in terms of long-term business strategy is indisputable. This research enhances brand equity theory and VCC concept with the empirical data within the modern social media context. Practical implications: Owners and managers of social media brands can use the conceptual model to grow, maintain and assess their brands’ equities through their marketing efforts on the consumer motivation for brand VCC activities driving continuous usage of the brands.

The purpose of the study is to examine the role of entrepreneur education in the relation-ship between entrepreneur career and entrepreneurial self-efficacy. The study serves as substantiation for the previous entrepreneurial career studies and promotes better understanding of factors prompting the antecedents to entrepreneurial behavior. There is a need for more empirical research in this aspect because reviewed literature highlighted a number of problems associated with entrepreneurial education and entrepreneurial career in many nations’ world over and particular the developing countries. The study used survey-based method and SEM-PLS is employed to achieve the research objectives of the study. The data is collected from the manufacturing firms in Pakistan.The empirical evidence on the asso-ciation between entrepreneurial education, entrepreneurial self-efficacy, and entrepreneurial career with moderating effect of SEN will strengthened previously established models such as the entrepreneurial in-tention model, which is modification in the theory of planned behavior and entrepreneurial event theory, both of which are linked to the theory of reasoned action. It is assumed that human actions are reasoned, controlled and planned. Thus, action is possible for the consequences of the reflected behavior. The find-ings are in line with the proposed hypothesized results.The study could offer valuable insights into the stage of entrepreneurial education for a range of stakeholders in Pakistan at particular and the world at large. Perhaps it is among the earliest studies of this kind in Pakistan that examined the effects of entre-preneurial education on students’ attitude toward entrepreneurial career. The outcomes from this study would be of beneficial for variety of interested parties including academicians, policymakers, learning institutions, supervisory bodies and the public in general.

Evolving internet technology has brought about changes in consumer lifestyle and increased online shopping. Grounded in the theory of technology readiness (TR), this study aims to examine the effect of factors such as optimism, innovativeness, insecurity, and discomfort that may motivate consumers&rsquo, adoption intentions towards online food delivery ordering (OFDO) services. Additionally, this study intends to investigate the moderating role of situational influences (COVID-19) in affecting such an online behavior. By using survey methods, a total of 439 usable responses were gathered through an online survey. Data were analyzed by using Partial least square (PLS) and multigroup analysis (MGA) techniques. The results revealed that optimism and innovativeness have positive influences on adoption intentions while insecurity and discomfort have negative influences on adoption intentions in the use of OFDO services. The results also supported the moderating role of situational influences such as the COVID-19 pandemic. Furthermore, the PLS-MGA results indicate that the effects of optimism and innovativeness are stronger in demographic variables, i.e., young, male, high income, high education, etc. On the contrary, the effects of insecurity and discomfort are stronger for the opposite, i.e., elder, female, low income, low education, etc. Finally, this paper depicts remarkable insights for researchers, practitioners, service providers, and marketers.

Starting in 2013, a reform process in the Turkish rail freight sector resulted in liberalisation in 2017. This paper assesses the state of the demand before the liberalisation using rail commodity flow data of 2011–2016 period. With the GIS-based analyses, the study discusses the demand characteristics for city-based and station-based production/attraction values to detect important load centres and corridors for rail freight demand. The results include major rail commodity flows and origins-destinations in terms of transported net weights and revenue earnings. The evaluation of the relationship between city-based rail freight demand and gross domestic product (GDP) values showed that the origins/destinations of significant rail freight are not necessarily the most industrialised cities, but those are either port or mineral ore producing ones. Furthermore, analysis of the international rail freight traffic, mainly on the European borders, showed a decreasing trend in recent years. The findings of the study are expected to help new entrants and incumbent companies, including domestic or international ones, to compete in the freight market and offer competitive and reliable service to existing rail customers. This will attract new customers and thus, will hopefully contribute to the modal shift to rail from other modes of transport.

Purpose: The aim of this paper is to enrich our scholarly understanding on the topic of organizational performance. The paper talks about entrepreneurial training and suggests that it can have a significant impact on boosting organizational performance and an organization needs to act concerning to enriching its critical values to ensure they do their best for the business. Design/Methodology/Approach: This is a conceptual paper, which elaborates on the role and relationship between entrepreneurial training and organizational performance. The paper sheds light on how businesses can further their prosperity, performance and productivity through entrepreneurial training whilst reviewing prominent literature in the area. Findings: The results of the paper are providing a conclusive understanding to the fact that scholars have reported significant impact of entrepreneurial training on organizational performance. The paper has found that empirical evidence is in line with the prepositions this gives confidence in asserting that all business sectors can responsively work on boosting their organizational performance through entrepreneurial training. Originality/Value: The paper is based on the review of literature on the topics of interest pertaining to the undertaken variables.

The present study is motivated to investigate the importance of ecological innovations and knowledge management in influencing environmental performance. The focus of the present study lies in identifying the contribution of environmental management accounting in driving the firm’s knowledge transfer, green innovation, and environmental performance in Indonesian small and medium enterprises sector. The current collected the data from 223 respondents from different SMEs of Indonesia. The results of PLS-SEM confirm that all variables have a positive and significant impact on the environmental performance of Indonesia SMEs. Moreover, the outcomes of the PLS-SEM confirm that knowledge transfer, green innovation, and environmental performance have significantly and positively impacted by environmental management accounting system. The outcomes of partial least square structural equation modelling also indicate that knowledge transfer and green innovation have also positively and significantly impact on the environmental performance. The results further recommended that the firms can improve their environmental performance by implementing good environmental management accounting system. Keywords: Knowledge transfer, green innovation, environmental performance, Indonesia.JEL Classifications: Q55, Q50DOI: https://doi.org/10.32479/ijeep.8285

Purpose Economic growth is defined as growth in the capacity to meet individual and collective consumption demands. Decline in economic growth for a longer period (i.e. recession) occurs as a part of the “The Limits of Growth” concept. During such an economic crisis, three policy concepts can be implemented: “austerity”; “business as usual”; and “fiscal stimulus”. The purpose of this paper is to examine the economic response to the 2008 recession, in the area of sustainable transport system development, in Europe. Design/methodology/approach The study assesses and identifies the need for investments in transport infrastructure, in particular rail, to remove barriers to developing a sustainable multimodal transport system. Towards this, by analysing secondary data collected from relevant online sources, the paper explores the prospects for sustainable rail freight transport development in Europe, during the recession period. For this, eight EU countries were selected, based on the length of railway lines in use: France, Germany, Italy, Poland, Romania, Spain, Sweden and the UK. Findings Investment in five transport infrastructures were examined – road, rail, IWT, maritime ports and airports – and the research finds that overall, the “austerity” policy was implemented for investment in rail infrastructure, whereas a modest “stimulus” policy can be observed for investment in road infrastructure. The average investment in IWT infrastructure had a “stimulus” policy, whereas the average investment in Maritime port and Airport infrastructure suggests a “business as usual” policy. Of the various approaches taken in the recent recession period, European rail transport appears to have fared least well. Research limitations/implications To some extent, the research is limited by lack of some data (e.g. data unavailability on the UK airport infrastructure investment from year 2006). Practical implications The findings of the research will encourage policy makers in national government to invest in sustainable transport infrastructure. Originality/value The study suggests that there is a lack of uniform policy response to the recession, in terms of investment in transport infrastructure, and that there is a significant difference between the policy goals set by the EU – modal shift from road to rail and/ IWT to develop a sustainable transport system – and their practice. The author argues for an integrative, common and action-oriented approach to sustainable rail freight system development, by European countries, to develop effective, Europe-wide rail freight corridors, under schemes such as Horizon 2020 and Shift2Rail.

Introduction In recent years there have been major changes in the composition of cargo to the point where, in Europe, semi-finished products (e.g. car parts) and finished goods represent the greatest transport demand. This type of cargo is typically of lower density and higher value (LDHV) than previous goods and requires faster and more reliable transportation. Currently, LDHV goods are predominantly transported by road. Methodology This research applies qualitative approach with an online survey consisting of 24 industry experts in assessing the ‘existing’ solutions for competitive rail freight service operation for LDHV cargoes, plus the proposed ‘future’ (i.e. in 7 years’ time). The results are presented in the form of a ‘GAP’ analysis that examined three core themes: ‘wagon’, ‘train and hubs’ and ‘business quality and planning’. Results The study finds that, under the theme of wagon, the provision of an electrical power supply to each individual rail freight wagon is deemed important. In the train and hubs theme, the research suggests that greater importance is assigned to terminal access and functionality, rather than their overall cargo handling capabilities. In the business quality and planning theme, one issue in particular stood out: the ability to freely integrate freight and passenger services; this is considered a key requirement of the railways of the future. Conclusion This research contributes significantly to the field by demonstrating that the desire to transport LDHV goods by rail freight has potential. There are difficulties in integrating freight and passenger services, but technical innovation can allow freight services to operate at similar performance levels to passenger services. This research has identified a number of such technical innovations. It is envisaged that the adoption of these innovations, by the rail industry, will lead to a modal shift from road to rail for the transport of LDHV goods. The analysis suggests that the emerging technologies presented in the survey (e.g. horizontal transhipment) have the capability to promote modal shift by directly strengthening the rail freight service offering, as an alternative to less sustainable modes such as road. Finally the research is revelatory in that this topic has not been addressed by academia nor the industry previously, and has identified future research gaps and questions with potential impact that researchers can look to answer in the future.

Purpose The purpose of this paper is to examine the necessity of longer and/heavier and/or faster freight train operations and their viability in the European context. Design/methodology/approach Using a case study, the current research applies qualitative methods, including desktop research and informal discussion with the rail freight industry and shippers. The case study is the recently conducted trial of 1.5 km long Marathon freight train in Europe. Findings The research finds that at this stage there is no commercial necessity of running a 1.5 km long train. There are technical and operational limitations which are less problematic, but the commercial necessity is a must and that will need sufficient traffic volume on a longer route (to justify extra time and cost incurred in marshalling yard and reasonable pre- and post-consolidated rail transport haul). The time required to form up/disperse such large formation could arguably be a major constraint for the train itself as well as for other services run on the same network. The authors agree in principle with the “do more with less” notion and the necessity of faster train concept. Also, the authors are agreeing with the heavier train aspect. Practical implications Considering the current and future (more semi-finished and finished, containerised) cargo trend, it is more important that freight train is operated consistently, reliably, and commercially attractive relatively faster and frequent serving moderate distances (around 300+ km). Towards this, the operation of merging two (or more) short trains to form up to 750 m long trains should be explored, in particular on the nine Rail Freight Corridors, to identify the potential and realistic opportunities for commercial deployment of “longer and/or faster and/or and heavier” freight train. Social implications At the moment there is no need of a 1.5 km long freight train to improve the performance of EU railways. Originality/value The case study provides an important platform for debate on the contemporary notion of “longer”, “faster” and “heavier” freight trains in the European context.

Safe and reliable traffic management is vital for uninterrupted and successful operation of the European rail network, where mixed traffic (i.e. freight and passenger) services are run. Although rail freight derailment is infrequent, its consequences can be severe and may result in different forms of costs, including infrastructure; rolling stock; traffic disruptions; injuries and fatalities. The objective of this research paper is to conduct a cost benefit analysis (CBA) to identify cost effective mitigation techniques for efficient rail freight traffic management in Europe, by 2050. Reviewing previous derailments and studies, eight sets of derailment causes are analysed and, for each of them, sets of mitigation techniques are aimed at for their alleviation. The study finds that the highest cumulative costs of derailment are associated with ‘wheel failure’, while the lowest cumulative cost is identified for ‘excessive track width’. Regarding mitigation techniques, the lowest cumulative benefits are demonstrated for ‘track height’ interventions, whereas ‘wheel failure’ alleviation demonstrates the highest benefits, in value terms (all by 2050). In most cases, the benefit to cost ratio did not exceed 2.6; in two cases (‘track height’ and ‘rail failures’) the ratio remained below 1 – a negative outcome where cost is higher than benefit. The study suggests that the most cost-efficient interventions are those applied to ‘hot axle box and axle rupture’ and ‘spring and suspension failure’.

The European Transport White Paper 2011 sets high modal shift targets from road freight to rail 50% by 2050. The objective of this paper is to determine the rolling stock fleet size and type up to the year 2050 and associated challenges for stakeholders. Considering the White paper targets, three scenarios are considered; a) Business as usual or Reference Scenario – extrapolation of current trends without major policy change; b) White Paper 2011 Low Scenario (WPL) based on a partial implementation of the modal shift targets and c) White Paper 2011 High Scenario (WPH) based on the full implementation of modal shift targets. To determine the future fleet size, the current paper also conducts a sensitivity analysis assuming 60% productivity level as a base line. The study finds, among others, that significantly more rolling stock (in particular flat wagons, covered wagons and covered hopper wagons) as well as improved asset utilisation will be vital to facilitate the transport of increased freight volume. A unified rail freight system starting with nine Rail Freight Corridors and cooperation among the rail freight operators, wagons manufacturers and companies involved in leasing and hiring wagons will be very important to achieve the modal shift.

Objective Previous studies have suggested an upward growth trend in low density, high value (LDHV) goods in Europe. Such goods require time sensitive, reliable services and currently, most LDHV goods are transported by road. The paper presents the findings of four case studies which detail the barriers and enablers to intermodal rail services for transporting LDHV goods. Methodology We applied a methodological pluralism, quantitative and qualitative, on an inductive basis. Using a case study approach, the research investigates the requirements of shippers, identifies key barriers to intermodal rail service offerings and, based on the findings, suggests enablers for intermodal rail freight transport. The current research applies parallel top down and bottom up streams, with a final integration synthesis. Findings Terminals may appear as an important barrier or enabler towards achieving a competitive intermodal rail service. By making rail terminal as an enabler, the research suggests that it is possible to carry LDHV goods by intermodal rail in a cost-efficient manner. The research attempts to seek a potential innovative solution to the barriers identified. The research compares road with an intermodal rail-road solution, in terms of cost and time, for a door-to-door service along the selected routes/corridors. Recommendation The research recommends that technical solutions, such as automated transhipment and temperature controlled systems, are required for rail freight services for LDHV goods, but that they must be complemented by collaborative operational solutions and viable service planning for an intermodal rail transport service to be reliable and competitive with road transport.

The European rail freight market is ostensibly a free market where, from 1 January 2007, both incumbent and new-entrant operators are able to compete on every line and in every European Union country. The main objective of this research paper is to assess the advances in the competitiveness of the pan-European rail freight services operated by a new-entrant (private) operator. Its main focus is to assess and contribute to the understanding of the advances towards competitiveness and the future prospects in the open European rail freight market, including dealing with challenges (e.g. dormant and departure of partners, suspension of the project, indistinct roles and responsibilities of operating partners) at different phases of the research, development and service offerings, that will be an important contribution to the Research and Development (R&D) policy and management arena in the Europe rail freight transport sector. The current research applies a case study research approach. The assessment of the rail freight service is performed by conducting two phases: first, a comparison of the progress between first and second year of the REorganisation of Transport networks by advanced RAil freight Concepts (RETRACK) rail freight service, operated by a new entrant and conducted on the corridor between two hubs – Cologne, Germany, and Gyor, Hungary, and secondly a comparison of the opinions of customers on the RETRACK service and its competitors. From the comparative study between the first and second years, the study finds that the new-entrant operator was able to offer an increased number of services by consolidating cargo from satellite connections at both ends of the operational corridor by adopting a pragmatic and flexible approach. The customer satisfaction survey suggests that the new-entrant operator offered better service in terms of price, transit time, reliability and information flow/management compared to its competitors' services (offered by incumbent rail operators) on the corridor. However, their service was inferior to that of its competitors, in terms of frequency and availability of service. These less-well performed service factors have improved gradually over time. The study suggests that intra-rail competition has improved, but that inter-modal completion is yet to be achieved. The ups and downs of the project provide important lessons for R&D management, academia and policy makers. The study suggests that a pan-European rail freight service can be efficiently and effectively run by new-entrant operators, and this will lead to more intra-modal competition. However, they have yet to achieve competitiveness that will result in a shift of cargo from road to rail by offering an improved service that at least matches the major attributes of road freight service, e.g. price, transit time, door-to-door service and working in a collaborative way with other actors.

The objective of this paper is to examine and identify barriers to and enablers for the European rail freight transport services as a transport chain partner along the supply chains in the changing market scenario. The changing market scenario includes, among others, requiring 'door-to-door' rather than 'terminal to terminal' and integrated service, competitive ability to attract non-rail cargo type, changes in the customer requirements (e.g. reliable service) and changes in the operational requirements and practices. Using a literature review method, the paper is presented in two parts. The part 1 focuses on the identification of barriers to the European rail freight service by reviewing freight logistics services for global supply chains followed by the current performance of European rail freight transport followed by a discussion on the rail freight market liberalisation in Europe. Then rail freight transport in the Unites States (U.S.) is discussed. The research notes that although the background, scope and necessity for reform measures in Europe differ from those of the U.S., some lessons can be learned and the main lesson is that an appropriate reform measure can enhance rail sector competitive ability in Europe. Examining and identifying the barriers in the part 1 (with the pan-Pacific examples of rail freight transports), the part 2 of the paper focuses on recommending clear actions and steps as enablers for the rail freight industry in general and operators in particular. The research in part 1 of the paper finds that: • In many European countries, the rail freight market is not fully liberalised. In such market segment, infrastructure managers do act independently for incumbents and new entrant operators that hamper the progress of building a competitive market; • The rail operators have not yet achieved the service quality (e.g. customer tailored service) needed for the modern supply chains; • They operate ‘terminal-to-terminal’ but modern supply chain needs door-to-door service; • They act primarily for the ‘terminal-to-terminal’ chain; but modern supply chain needs total transport chain; not a part of it.

This paper analyses the extent to which an open access rail freight market has enabled new pan European rail freight services, using a case study within the context of policy. Methodology was: desk top analysis of European Union freight policy, from the Railway Directives, through successive White Papers, to the recent 2011 White Paper; review of rail freight market performance; semi-structured interviews with rail regulators; operational records from a novel, cross-border rail freight service from Western Europe to the Black Sea. Evidence to date is mixed. The research finds that new entrants can operate within imperfect open access environment, facing many barriers from incumbents, infrastructure managers, rail regulators, and terminal operators. Examples of issues are: infrastructure discrimination; non-transparent or liberalised energy supply; monopolistic shunting services; safety certification; terminal access restricting trade; weak or discriminatory regulatory authorities. The research identified key barriers: trust between partners, wagon availability, lack of single European driver certification and access to non-path infrastructure and services. The pilot was successful and is commercially viable, and succeeded in a hybrid block and single wagon-load train service, integrating new private entrants and Eastern state railways. The research identified a research agenda and implications for practitioners and policy makers.

This paper reviews and adapts the methodology “Guide on the methodology for carrying out cost-benefit analysis” prepared by the European Commission (EC). It is specifically tailored to the assessment of an innovative rail freight service, and its application in the context of a number of potential service areas (principally pan European) in Europe. The SPECTRUM service is an innovative rail freight concept for the transport of low density high value (LDHV) goods. The methodology is primarily based on the “Guide to cost-benefit analysis of investment projects” of the European Commission. The cost definition takes input from a Life Cycle Cost analysis and applies a series of conversion factors. The benefits have been estimated considering the user’s surplus, i.e. the difference between Generalised Logistic Costs (GLC) borne by transport/logistics operators (and more in general freight transport service users) when using the SPECTRUM service and GLC connected to “pre-shift” mode, i.e. road or traditional rail; and the difference in external costs generated by freight transport activities connected to externalities such as air pollution and climate change, noise, accidents, and other externalities (up- and down-stream processes, nature and landscape, biodiversity losses, soil and water pollution, congestion). The adapted methodology has proven capable of representing the multiple effects resulting from the theoretical introduction of an innovative rail service in the freight transport sector - accounting for the differential impacts compared to the baseline scenario solutions. The logical articulation of the analysis is flexible; two specific estimation schemes (the estimation of ad hoc unit parameters for the external costs and ad hoc approach for using GLC as proxies of users’ surplus in a scenario where the introduction of the innovative service modifies the modal split of freight transport between different solutions) can be applied to other territorial contexts. It may also be used to evaluate other types of freight transport services, provided that some unit data can be retrieved, which pertain to site-specific cost of infrastructures, average speeds and rates of different transport solutions, costs of personnel and other operating costs.

The total demand for freight transport in Europe has increased significantly in recent decades, but most of it has been handled by road transport. To fulfil the modal shift targets set in the EU White Paper 2011, it will be necessary to double rail’s market share from today’s 18 %, by 2050. Translating this into reality means rail will have to handle 3 to 4 times the cargo volume it does today. With this in mind, the paper develops a vision of an efficient rail freight system in 2050. To achieve the above objective, the research applies literature survey and group discussion methodology and applying a system approach. Keeping on board the EU Transport White Paper 2011 modal shift targets, as well as future freight demand and customer requirements, the current research attempts to answer the following three critical questions: The authors find that the service quality can be improved by better planning, application of appropriate ICT-systems and adoption of an integrated supply chain approach. A more customer-orientated service can also be achieved by further deregulation of rail. There is also an urgent need for a faster implementation of Rail Freight Corridors (RFC). As well as liner trains, future rail freight services should be offering end-point trains, with semi/ fully automated loading/unloading equipment in hub-terminals, as well as terminals at sidings to improve the availability of intermodal operation. To offer a competitive price and reliable service, a reduction in operating costs will be vital by implementing a number of measures, including operation of heavier and longer trains, wider loading gauge, higher average speed, and better utilisation of wagon space and all assets. This will bring increased capacity, as well as better timetable planning, signalling systems and infrastructure improvements.

The objective of this chapter is to illustrate the current state of European rail freight research and how this can improve rail freight to support green and sustainable transport, as promoted by the governments of the European Union (EU). Since much of EU policy is based on EU funded research, a review of such rail- and freight-related research, carried out over the past 20 years under the EU/EC framework programmes, will help to contextualize the challenges faced in promoting the governance of green corridors. International rail freight systems, improvement of rail-road modal transfer points, unexploited markets, vehicle design, train productivity, energy use, signalling and governance of multimodal corridors, are all discussed. We argue that green corridors, as a strategic freight transport policy, can only realistically be implemented alongside improvements to the long distance transportation sector, where rail becomes the backbone network of land surface transportation. Additionally, with the trend towards urbanization, where road would serve pretty much the last mile freight operation, a reliable, efficient, safe and environmentally sound inter-urban long distance rail freight system is needed, to support economic growth and to maintain the quality of life of every EU citizen.

The objective of this study is to gain a better understanding of whether a freight corridor concept, as promoted by the European Union Trans-European Transport Network (EU TEN-T) initiative, is feasible and sound and can be promoted to reduce the environmental (greenhouse gas) impact of long distance freight operation. Research has been conducted to investigate the characteristics of freight corridors across the European Union. This paper reports the analysis of freight corridor links from the United Kingdom (UK) and Ireland to Duisburg, Germany. This analysis is based on desktop research and interviews with UK freight operators. The findings suggest that the corridor is relatively green and, by its use, has the potential to attract greener freight flow. The key barriers are capacity bottlenecks on road and rail. We found that key improvement opportunities to promote the use of the green corridors are: the uptake of Channel Tunnel surplus capacity; released capacity on rail due to the planned high speed lines; better train management systems and the development of cleaner road transport.

This paper reports the findings of a second-round Delphi study (interactive forecasting method) that explored the issues surrounding integrated e-logistics systems, applications, and policy for varying stakeholders. A three-stage qualitative research approach began with a literature survey, which was followed by a first-round online Delphi survey in the second stage. The first-round Delphi generated some ideas and statements that were used in the second-round Delphi survey (third and final stage). In this survey, the participants were given three choices: agree, disagree, and no comment. The achievement of majority agreement or disagreement on these statements was a central point. For this research, the majority agreement–disagreement was sought at three levels: simple majority, significant majority, and vast majority. The research verifies the applicability of a definition of e-logistics established in the first-round Delphi. The study also identifies the fields of cost-effective e-logistics applications for logistics companies. The research suggests ways to develop an integrated e-logistics system and associated European Union policies.

Purpose\ud This paper presents a rail freight forecast for the EU27 for the period up to 2050.\ud \ud Background\ud Rail freight’s market share of the transport sector in Europe has been falling or remained stagnant since 1970. In contrast, the share of road freight has been increasing. As rail freight transport is generally considered an environmentally friendly option, various measures have been implemented for more than two decades, at national and European level, to encourage a modal shift from road to rail. In the latest EU Transport White paper policy paper of 2011, an optimistic target is set for greater use of rail freight transport, in both the near and the longer term future. Specifically: a modal shift, from road to rail, and waterway transport, of 30 % by 2030 and 50 % by 2050 - for distances greater than 300 km.\ud \ud Methodology\ud With the aforesaid policy objectives, the current research examines the possible effects of these aims in terms of future levels of rail freight demand. This research relies heavily upon the EU TRANS-TOOLS modelling tool and explores three scenarios. A Reference scenario - with no significant change to current rail freight policy, infrastructure and existing trends is considered alongside two White Paper scenarios (High and Low) which take more optimistic views of the white paper policy objectives.\ud \ud Results\ud The study finds that the Reference and White Paper Low scenarios demonstrate similar results in terms of growth and modal split. In stark contrast, the White paper High scenario results show that demand for rail freight services almost doubles compared to the Reference values.\ud \ud Conclusions\ud The rail sector is expected to attract new commodities from road transport such as foodstuffs and building and transport materials. To meet this demand, the rail industry - including operators, infrastructure managers and governments - will have to invest in technologies, infrastructure and terminals with a view to significantly increasing productivity against current levels.

Development emanating from international trade and investment in many least‐developed economies is impeded by inland freight transport systems that restrict multimodal transport. Increasing international trade may raise gross domestic product, generating increased demand for internal containerized cargo movements, but the requisite transport infrastructure is lacking. The paper explores impediments to developing effective multimodal transport and possible solutions in Bangladesh, which is an extreme case in point. It reports applications of Delphi techniques that explored local expert opinions regarding policies required to tackle such impediments. A panel of corporate executives perceived a changing inland transport system poorly suited to efficient origin‐to‐destination cargo movements in international supply chains. To promote further development, customs procedures must be streamlined and Bangladeshi shippers must adopt a door‐to‐door transport system.

In this paper an introduction to the principles and methods used in logistics and supply chain management is presented. It begins by a discussion on fundamentals and explains the relevant terms. Next policy and practice associated with logistics and freight services are regarded with a focus on the EU policy for the sector which greatly influences the development of logistics chains and services. Mathematical formulation of typical transport and logistics-related problems is also presented followed by a discussion on the concept of sustainability.

Global supply chains require all actors to work effectively to reduce time and cost and to improve the reliable and smooth flow of goods and services. Identifying the logistics service performance, in the countries along a supply chain, is of vital importance to a variety of different stakeholders, including transport operators, logistics service providers, users and, of course, national economies. Applying a comparative study method, using data from the logistics performance index (LPI) of 2007 and 2012, plus other sources, the current research assesses the logistics performance of selected (BRICS) developing and developed countries. The study finds that, over the period, some countries have progressed and others have not, against different indices of logistics performance, and thus different levels of progress have been achieved in different countries. The study recommends that certain country-specific actions are needed achieve in the less-well performing areas of logistics services.

The objectives of this paper are to: collect and analyse existing European international standards for freight transport and logistics quality; consult with industry actors and stakeholders in order to ascertain to what extent these quality standards (or quality labels) drive freight transport and logistics quality in practice and ascertain whether there is a need for a new or modified freight transport and logistics standard. The ultimate objective is to examine the extent to which new or existing, specialised, quality standards are useful as policy tools to improve the performance of freight transport and logistics service in Europe. A multi-technique qualitative approach was applied consisting of desktop research, telephone interviews, two rounds of Delphi study and validation by an expert focus workshop. The research identified transport logistics relevant standards and analysed them, in particular the following six specialised freight transport and logistics standards (EN 13011: 2000, CEN/TR 14310: 2002, EN 13876:2002, EN 12507: 2005, EN ISO 9001:2000, EN 12798:2006, and EN 15696:2007) and three key ISO management standards: ISO 9001, ISO 14001 and ISO 28000. The research found that the (six) specialised freight transport and logistics standards are poorly known, but that ISO 9001 and ISO 140001 are known and are capable of managing logistics quality. It also found that ISO 28000 is being adopted and that quality is not solely derived from standards Based on the research the following recommendations for policy makers are made: no market demand for new standards exists; a totally free market is not seen as a quality-improving framework; where fair and free competition is not present, or is distorted, government intervention may be appropriate; the internalisation of externalities is seen as a state role; and that logistics quality is better determined between customer and provider. The findings are useful and applicable to European policy makers and service users and the research findings may not be applicable worldwide. The paper contributes to the field of freight transport and logistics quality standards by examining the existing specialised standards, their usage and the need or otherwise for new policy initiatives by the European Union.

The objective of this paper is to present the evaluation result of the RETRACK pilot rail freight service conducted on a pan-European corridor between Koln, Germany to Gyor, Hungary. Qualitative research methods including desktop research, pilot data collection, and surveys were applied. The pilot service implemented a hub-and-spoke concept with single wagon loads. The evaluation found that the service is moving towards commercial direction. It is price competitive, reliable and attractive compared with the existing rail freight services. A new model of privately operated rail freight operations reflecting European Union (EU) rail reform can compete for and retain cargo from road to rail on merit.

The current paper aims to: a) propose and verify definition of eLogistics: ‘a set of activities based on using ICT systems and tools, as well as the Internet, as the main communication medium in order to maintain logistics processes’ and explore its acceptance; b) provide a synthesis of trend and possibilities of eLogistics systems and c) obtain a comprehensive picture of available eLogistics applications, sources, functionality and use by different type of companies. A qualitative research approach was adopted applying the Bristol Online Survey (BOS) tool. A brief literature review (of limited online sources and books) resulted in the online survey questionnaire. The survey questions had the options of: agree or disagree; or yes or no on a particular statement or issue. Also to solicit the opinion of the survey participants, a free text area/box was provided against an issue or statement. The study suggests that open source, open standards and standardised system interfaces will support increased supply chain efficiency through integration and access to SMEs as well as larger players. The development and running of an eLogistics platform is costly for SMEs. The authors recommend that such platform be developed through funding by national governments and/or the European Commission. The running and maintenance of such platform can be done by an association relevant to SMEs or a third party with a small contribution (or fee) by the participating SMEs.

The objective of this paper is to examine and identify barriers to and enablers for the European rail freight transport services as a transport chain partner along the supply chains in the changing market scenario. The changing market scenario includes, among others, requiring 'door-to-door' rather than 'terminal to terminal' and integrated service, competitive ability to attract non-rail cargo type, changes in the customer requirements (e.g. reliable service) and changes in the operational requirements and practices. Using a literature review method, the paper is presented in two parts. The part 1 focuses on the identification of barriers to the European rail freight service by reviewing freight logistics services for global supply chains followed by the current performance of European rail freight transport followed by a discussion on the rail freight market liberalisation in Europe. Then rail freight transport in the Unites States (U.S.) is discussed. The research notes that although the background, scope and necessity for reform measures in Europe differ from those of the U.S., some lessons can be learned and the main lesson is that an appropriate reform measure can enhance rail sector competitive ability in Europe. The part 2 of the paper is dedicated to recommend some concrete steps and actions as enablers to remove the barriers identified in the part 1 to develop multimodal rail freight transport. The enablers for multimodal rail freight transport include: • European rail freight transport market needs full liberalisation so that incumbent and new entrants can compete freely. • The rail operators need to acquire service (e.g. customer tailored services, door to door service) quality offered by road freight operators. • They need to conduct a combination of ‘terminal-to-terminal’ and door-to-door operations, as and when needed; • They must build partnership with freight forwarder or 3PLs to include all types of customers including SMEs and customers of non-rail (low density high value) cargo. • They need to use the consolidation centres that facilitate bundling of cargoes in particular for the urban areas which are the location of majority European customers.