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Service-oriented manufacturing (SOM) is a new industrial model that combines manufacturing with service. To enhance the competitiveness of manufacturers in SOM systems, we investigate a coordinated production and delivery scheduling problem considering a third-party logistics (3PL) provider. The considered problem can be divided into two phases, including production phase and delivery phase. In the production phase, jobs are processed by multiple manufacturers located in different geographical zones. Jobs are with deteriorating processing time and set-up time. Several structural properties of the problem in the production phase are proposed, based on which a heuristic algorithm is designed to make decisions on job batching and batch sequencing. After being processed, the finished jobs are immediately delivered to a customer by manufacturers' own vehicles or the 3PL provider. A dynamic programming algorithm is developed to solve the problem in the delivery phase. The integrated scheduling problem is proved to be NP-hard. Hence, we develop a general variable neighbourhood search (GVNS) to solve the problem in a reasonable time. The basic variable neighbourhood descent (BVND) is used as a local search method in the GVNS. Finally, the computational experiments are conducted and the results verify the effectiveness and stability of the proposed approach. [ABSTRACT FROM AUTHOR]

This article examines the regulation of labor in the context of artificial intelligence (AI) in Eastern and Southern Africa, with a focus on South Africa and Kenya. It identifies two main concerns: the regulation of labor for African workers engaged in low-end AI work and the sharing of information in authoritarian states and its impact on organized labor and civil society. The article also discusses the lack of regulation for low-end AI work, such as data janitorial work, and the potential biases and negative effects of AI on women in sectors like fintech. It provides country-specific examples, including the use of AI in South Africa's healthcare and transportation systems, as well as the limited attention given to AI by established unions. The article concludes by emphasizing the importance of responsible AI practices and addressing regulatory concerns while harnessing the economic potential of AI. In South Africa, the call center industry is at risk of job loss due to AI, and the lack of AI policy and regulation exacerbates this issue. In Kenya, the development of a strong Fintech sector based on AI technologies has led to financial inclusion but also raises concerns about data privacy and protection. The article also highlights the emergence of union-like organizations in Kenya to represent workers in the digital platform economy. Overall, AI regulation in Africa is incomplete, and progress towards informal regulation has been uneven. [Extracted from the article]

The extensive use of external thermal insulation composite systems (ETICS) using expanded polystyrene (EPS) for building insulation in Germany has resulted in accumulating end-of-life EPS-ETICS. To address limited waste management options and enhance EPS circularity, alternative recycling options like pyrolysis or solvent-based recycling need to be implemented. However, efficient recycling requires ex-ante analyses of the corresponding reverse logistics networks, including all necessary pre-treatment and transport processes. This study aims to develop a decision support system to determine optimal EPS-ETICS waste management by minimising the net present value of the corresponding network design. Our mixed-integer linear optimisation model considers decisions on technology, capacity, and location for pre-processing and recycling facilities as well as on material flow allocation. Applied to a German case study, our model finds pyrolysis and solvent-based recycling economically superior to current waste treatment in waste incineration plants. We present an optimal network design combining central pyrolysis with decentral pre-processing. A scenario analysis shows fluctuating styrene and polystyrene prices might favour solvent-based recycling over the optimal choice in pyrolysis, with minor overall cost differences. Further, legal recycling quotas of at least 40% would be necessary to promote solvent-based recycling and enhance EPS circularity beyond what is achievable through pyrolysis. [ABSTRACT FROM AUTHOR]

Copyright of Contemporary Accounting Research is the property of Canadian Academic Accounting Association and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This document is a special issue of the International Journal of Production Research focused on service-oriented manufacturing supply chain management in the context of Industry 4.0. Service-oriented manufacturing (SOM) is an emerging paradigm where manufacturers transform their products into platforms using Industry 4.0 technologies, allowing for communication between customers and manufacturers. This shift enhances the flow of information through the supply chain and creates new operational challenges. The special issue includes 16 articles covering various sub-areas such as mechanism design, supply chain contracts, behavioural modelling, emerging business models, optimisation techniques, product design, and smart manufacturing. The papers provide insights and practical applications to advance service-oriented manufacturing supply chain management in the Industry 4.0 era. [Extracted from the article]

This paper deals with the problem of optimising the network of a Third-Party Logistics (3PL) company, placing emphasis on the distinct characteristics of the 3PL environment. The goal is to minimise the warehousing and distribution costs for both forward and reverse product flows. A new Mixed Integer Linear Program (MILP) model is proposed to address this interesting problem. The related decisions include: selection of (a) warehouse(s) and the related product inventory quantities, (b) product unit loads transported, (c) truck combinations employed to perform the corresponding forward and reverse trips. The model was applied in a case study of a 3PL company to optimise part of its forward supply chain that comprises three warehouses, 23 suppliers and 53 customers. The results obtained were very encouraging, since overall warehousing and distribution costs were lowered by 10.8%. Sensitivity analysis indicated that additional savings may result from optimising warehousing capacities. The main contributions of this work are the inclusiveness of key aspects of the 3PL environment in the proposed model, as well as placing emphasis on warehousing costs and on management of truck capacities. A secondary contribution is the validation of the model's value through a comprehensive case study. [ABSTRACT FROM AUTHOR]

The natural environment is deteriorating. However, humans have not slowed down their pace of resource depletion and environmental destruction. This research takes a particular path to understanding environmental consumption—through a focus on temporal perspective. Evidence from six studies demonstrates the positive effect of a cyclical temporal perspective, versus a linear temporal perspective, on consumers' pro-environmental behavior. The research shows that individuals with a cyclical perspective are more likely to include the environment in the self, which leads to higher pro-environmental behavioral intentions and more pro-environmental behavior. This temporal perspective effect is attenuated for consumers already high on green values. The authors also examine a marketer-controlled moderator and show that consumers are more likely to purchase a pro-environmental product when they see a temporal-perspective-congruent promotional appeal. The research contributes to both the time perception and the environmental consumption literature and offers several practical implications for organizations to promote sustainable consumer behavior. [ABSTRACT FROM AUTHOR]

In the era of E-commerce and globalization, the logistics industry has become a new driving force for local economic development, with government-led logistics parks planned and constructed as a powerful policy instrument. Skeptical about whether logistics parks really take effect as expected, this paper investigates the local process of creative destruction in the logistics industry, focusing on how government-led logistics parks bridge between firm exit and firm entry during industrial renewal. Using firm-level data of third-party logistics firms in China from 2003 to 2021 and adopting system GMM estimator method, we verify that previous exit contributes to future entry but varies by the firm type and the city's importance in the regional transport network. Furthermore, we find two major roles of government-led logistics parks: (1) accelerating this process by providing the platform where various resources can be reused and reorganized into high-quality new logistics firms; and (2) prioritizing the rebirths from local existing firms over arrivals from other cities, though with some level of local protectionism. Government policies and planning decisions should maintain such function without inhibiting regional market integration. • The spatial and temporal dynamics of logistics firms are affected by government policies. • The previous exit of logistics firms in a city would affect the future entry of new logistics firms in the same city. • Heavy reliance on existing resources often leads to great multiplier effect. • Logistics parks encourage the firm entry indirectly by facilitating the resource transition from exiting firms. • What logistics parks provide is a place where complexity in the logistics system can be managed and developed. [ABSTRACT FROM AUTHOR]

With the mass transformation of the rural transportation industry in the context of internet technology, ecommerce transportation platforms as new rural transportation aggregators have increased the depth and breadth of rural logistics service providers' participation in the value chain competition of the transportation industry. Based on the interaction of stakeholders in rural e-commerce transportation platforms and the assumption of limited rationality, this study uses an evolutionary game model to explore how the collaboration and regulatory mechanism of scientific and technological innovation among the main participants in rural ecommerce transportation platforms is established. The MATLAB2020a software is applied to simulate and analyze the impact of essential factors on strategy evolution. The study finds that the behavior and decisionmaking choices of the three game players affect each other in the participants' technological innovation. Only when the government actively and moderately regulates, establishes a multi-party participation in scientific and technological innovation sharing system to reduce the cost of participation in innovation, and makes participation in innovation obtain more objective benefits, it is conducive to the formation of a stable cooperation relationship among participating agents. Finally, relevant countermeasures are proposed in conjunction with the current situation of scientific and technological innovation in rural e-commerce transportation platforms. The findings of the study provide insights for further promoting the innovation development of rural e-commerce transportation platforms. [ABSTRACT FROM AUTHOR]

Purpose: Cybersecurity has received growing attention from academic researchers and industry practitioners as a strategy to accelerate performance gains and social sustainability. Meanwhile, firms are usually prone to cyber-risks that emanate from their supply chain partners especially third-party logistics providers (3PLs). Thus, it is crucial to implement cyber-risks management in 3PLs to achieve social sustainability in supply chains. However, these 3PLs are faced with critical difficulties which tend to hamper the consistent growth of cybersecurity. This paper aims to analyze these critical difficulties. Design/methodology/approach: Data were sourced from 40 managers in Nigerian 3PLs with the aid of questionnaires. A novel quantitative methodology based on the synergetic combination of interval-valued neutrosophic analytic hierarchy process (IVN-AHP) and multi-objective optimization on the basis of a ratio analysis plus the full multiplicative form (MULTIMOORA) is applied. Sensitivity analysis and comparative analysis with other decision models were conducted. Findings: Barriers were identified from published literature, finalized using experts' inputs and classified under organizational, institutional and human (cultural values) dimensions. The results highlight the most critical dimension as human followed by organizational and institutional. Also, the results pinpointed indigenous beliefs (e.g. cyber-crime spiritualism), poor humane orientation, unavailable specific tools for managing cyber-risks and skilled workforce shortage as the most critical barriers that show the highest potential to elicit other barriers. Research limitations/implications: By illustrating the most significant barriers, this study will assist policy makers and industry practitioners in developing strategies in a coordinated and sequential manner to overcome these barriers and thus, achieve socially sustainable supply chains. Originality/value: This research pioneers the use of IVN-AHP-MULTIMOORA to analyze cyber-risks management barriers in 3PLs for supply chain social sustainability in a developing nation. [ABSTRACT FROM AUTHOR]

This paper discusses logistics collaboration applied to a vehicle-manufacturing setting. We reach out to a larger segment of the supply chain by employing a novel unit of analysis, a logistics triad. The triad encompasses an Original Equipment Manufacturer, a Third-Party Logistics Service Provider, and first-tier suppliers. We use the framework known as Collaborative Transportation Management (CTM) to study collaborative transportation activities, focusing on the important relationship between logistics collaboration and logistics performance. Using a qualitative research orientation and a multi-case research strategy, we interviewed logistics practitioners in three countries to identify the enablers of CTM, the salient collaborative practices, and the performance outcomes. The study uncovers the extent to which CTM contributes to the operational and relational performance of the logistics triad. We provide empirical evidence of an ad hoc implementation of this notion. We propose avenues of intervention to preserve logistics collaboration and to enhance logistics performance. [ABSTRACT FROM AUTHOR]

Purpose: This study aims to explore the interplay of ambicultural sensitivity and relational embeddedness in the quality of B2B relationships. Specifically, it examines how these factors contribute to enhancing the adaptability, collaboration and competitive advantage of multinational corporations and institutions operating within diverse cultural landscapes. Design/methodology/approach: Using an abductive qualitative case study methodology, this study engaged professionals from three diverse multinational corporations in Indonesia − an energy services provider, a logistics services company and a not-for-profit institution. The objective was to explore the integration and implications of ambicultural sensitivity across varied cultural and industry settings. Findings: This study demonstrates that ambicultural sensitivity − the ability to understand, appreciate and integrate diverse cultural values − enhances B2B relationships through its manifestation in individual and organizational practices. It facilitates a dynamic merging of cultural perspectives and management approaches within intercultural interactions. Furthermore, relational embeddedness is identified as crucial for successful cross-cultural collaboration and innovation. These insights highlight the strategic value of cultural integration and sensitivity in maintaining a competitive edge in the global marketplace. Originality/value: This study adds to the B2B marketing literature by providing a nuanced understanding of how ambicultural sensitivity and relational embeddedness operate in the context of B2B relationships. [ABSTRACT FROM AUTHOR]

Although there is a growing interest in developing sustainable cities, a significant knowledge gap persists regarding the concrete logistics choices necessary to achieve such cities. Grounded in ethnographic research on city logistics, this study examines how logistics service providers (LSPs) navigate sustainability challenges within the urban ecosystem while also meeting the efficiency demands of their business ecosystem. By repositioning LSPs as a sub‐ecosystem nested within the broader urban ecosystem, the article demonstrates how LSPs adeptly address the intricacies of the urban environment and respond to pressures from their business ecosystem. This investigation greatly enhances the understanding of the underlying issues affecting city logistics' sustainability. It deepens insight into the concept of city logistics as a sub‐ecosystem within the urban ecosystem, highlighting how its sustainability is intertwined with the structure of the urban ecosystem. From a societal perspective, this research conceptualizes city logistics as a business activity and a vital social service that bolsters urban well‐being. The findings suggest a need for further research into the role of city logistics actors as key contributors to urban sustainability. [ABSTRACT FROM AUTHOR]

Accepted by: M. Zied Babai The third-party logistics (3PL) industry has grown rapidly over the past few years, and its emission reduction behaviour is gaining attention. This paper considers a supply chain system composed of a manufacturer, a retailer and a 3PL provider, in which both the manufacturer and the 3PL make the low-carbon investment. 3PL is a leader in the low-carbon supply chain. To promote emission reduction in logistics, the manufacturer and the retailer separately share the logistics emission reduction costs of the 3PL. Through comparing the no-sharing, manufacturer-sharing and retailer-sharing models, we discuss the cost-sharing strategy preference of each participant and analyze the impact on environmental benefit and social welfare. The results show that cost-sharing can effectively improve product demand, which also supports society in obtaining higher benefits. Moreover, the 3PL tends to be shared by the retailer when the low-carbon investment cost of logistics is high and the investment cost of production is low. Both the manufacturer and the retailer prefer the other party to share the cost, but sharing it together can effectively alleviate free-rider behaviour. [ABSTRACT FROM AUTHOR]

The Covid-19 pandemic forced many companies to alter and improve their logistics activities as part of their business logistics strategies, to obtain cost and service advantages. In this regard, to lessen the detrimental effects on the business environment, it is critical to develop different strategies according to the nature of the disruptions and uncertainties. This paper explores uncertainty sources confronted by third-party logistics service providers (3PLs), identifies disruptions, reveals the resources used to cope with these and develops strategies for the Covid-19 pandemic. Drawing upon Resource Orchestration Theory (ROT), we reveal the important role of resource allocation in logistics and supply chains (SCs). This study proposes a conceptual framework that describes resources which can be used for strategy development in the face of uncertainties. In terms of managerial implications, this study extends knowledge in the field by providing insights enabling 3PLs to improve their capabilities and increase their performance. [ABSTRACT FROM AUTHOR]

Blockchain is an emerging technology with the potential to radically transform logistics in the highly complex environment of the agri-food supply chain. The key challenges of the agri-food sector include overcoming the limitations (time, cost and quality) to developing global and efficient transparency and traceability of food, eliminating expensive intermediaries, and ensuring no disruption between suppliers and retailers. This paper describes a practical approach by not only using smart contracts to integrate various stakeholders but also incorporating a Public Participation Geographic Information System platform to ensure traceability of the operations conducted in an agri-food supply chain. As a factor in improving distribution and minimising intermediaries, third-party logistics participation is included in this research. Through a case study, the entities and interactions between processes within a blockchain system based on a smart contract are identified. The findings reveal an innovative blockchain approach to logistics in the agri-food supply chain. [ABSTRACT FROM AUTHOR]

In the e-commerce last-mile delivery process, the asset operators (logistics service providers who own parcel locker facilities) support their delivery service with parcel lockers, while the non-asset operators (logistics service providers without parcel lockers) perform door-to-door delivery. Due to demand fluctuation, asset operators' parcel-locker slots may be left vacant, while non-asset operators are stuck with the high-cost door-to-door service. The exclusiveness of parcel-locker usage reduces resource utilization and service efficiency in last-mile delivery. Therefore, this paper proposes a parcel-locker-sharing model in which these two parties share the parcel-locker capacity in last-mile delivery. The asset operator rents the unused parcel lockers to the non-asset operator by charging a rental fee,while the non-asset operator rents the parcel lockers for delivery to save logistics costs. The motivation of this alliance is to increase the profits of both parties and that of the total supply chain. This study establishes the supply-chain profit model for the parcel-locker-sharing framework and finds that the profit or loss depends on the comparison of the operation cost savings and delivery-cost savings. A numerical analysis is conducted to validate the final result. The research further suggests the optimal rental quantity and price interval. This paper is the first to study the operational mechanism of sharing the parcel locker between two distinct types of logistics service providers and to offer recommendations for industrial application. [ABSTRACT FROM AUTHOR]

This study proposes a production hub location (PHL) problem that integrates the classical multiplant lot-sizing and hub location problems. The PHL problem is to determine the location of production facilities, lot-sizing, inventory, hub location, and the distribution of multiple commodities from plants to customers, with an objective to minimize the total production, setup, inventory, hub operating, and transportation costs. The PHL problem applies to manufacturing companies that either have built a hub-and-spoke distribution network or are accessible to such a network through collaborations with other third-party logistics companies. Because the PHL problem is NP -hard, we propose an exact method that integrates dynamic programming and Benders decomposition (DPBD) for solving the problem. The DPBD method is enhanced by exploring several problem properties, such as a multicut reformulation, the generation of Pareto-optimal cuts, a two-stage hub elimination and restoration procedure, and the inclusion of a novel heuristic procedure. We compare the PHL model with several related models theoretically and computationally with newly created benchmark instances. The computational results indicate that the proposed model can reduce the total costs and facilitate better network designs and system decisions, highlighting the value of an integrated approach. We also provide managerial insights into the benefits of integration and show the efficiency of the DPBD method through an extensive number of computational tests. History: Accepted by Andrea Lodi, Area Editor for Design and Analysis of Algorithms—Discrete. Supplemental Material: The online supplement is available at https://doi.org/10.1287/ijoc.2023.0339. [ABSTRACT FROM AUTHOR]

As food safety awareness rises and living standards improve, consumers have increasingly higher expectations for the efficiency and quality of cold chain logistics services. For cold chain logistics service providers, accurately understanding consumer psychology and enhancing their willingness to continue using the service—while guiding them to actively participate in green cold chain logistics practices—are necessary means to maintain competitiveness. Therefore, based on stimulus-organism-response and cognitive-affective-conative theories, this study constructs a three-stage model to explore the factors influencing consumers' continuous consumption of online retail cold chain delivery services. This study substantiates that consumers' intention to continue consuming proceeds through the following three stages: cognitive, affective, and conative. Specifically, the results indicate that consumer- and environment-oriented services significantly enhance consumer value and psychological empowerment, which further promotes their intention to continue using the service and participate in green practices. Moreover, psychological empowerment and perceived value fully and partially mediate the relationship between the two types of services and consumer sustainable consumption, respectively. These findings expand the research on cold chain consumption and deepen our understanding of how various factors influence consumer behavior. [ABSTRACT FROM AUTHOR]

Due to many unexpected events, international enterprises are facing an increasing supply and demand uncertainty. From the perspective of logistics demands, selecting the appropriate logistics service providers is an important issue. From the perspective of logistics service providers, satisfying customers’ needs in competitive markets is vital. This study focuses on three multinational logistics companies providing services in China, Hong Kong, and Taiwan as case studies for investigating the selection criteria in the context of logistics service providers and for evaluating their performance in an uncertain market. The criteria with a higher total influence and net influence should receive a higher weight than other criteria. However, the existing modified DANP-mV model that integrates the DEMATEL (Decision-Making Trial and Evaluation Laboratory) method, the ANP (Analytic Network Process) method, and the mVIKOR (modified Vlsekriterijumska Optimizacija I Kompromisno Resenje) method often does not follow this logic. This study proposes a new model called rDANP-U (revised DANP with mean group Utility) with the purpose of generating more proper weights for the selection criteria with a higher total influence and net influence. Further on, the mean group utility component derived from the VIKOR method is employed for evaluating the performance of the three chosen logistics service providers operating in an uncertain environment and for providing improvement strategies for them. [ABSTRACT FROM AUTHOR]

This article explores the importance of establishing a strong third-party risk management program within a connected ecosystem. It acknowledges the growing complexities of third-party risks and the potential consequences of disruptions in the supply chain. The article outlines four steps to develop an effective program, including expanding the coverage of the third-party ecosystem, broadening the scope of risk assessment, improving risk assessments, and enhancing reporting. It emphasizes the need to consider supply chain third parties and identifies various risk domains that organizations should evaluate. The article also discusses the challenges of conducting risk assessments and suggests strategies to streamline the process. Overall, it offers valuable insights for organizations seeking to mitigate emerging threats and build a resilient supply chain. The article also highlights the risks associated with third-party relationships in supply chains, such as operational and supply disruption, financial viability, subcontractor, third-party concentration, and geographic concentration risks. It underscores the importance of risk assessment and monitoring in managing these risks, emphasizing the need for data-driven insights and effective reporting to measure the success of third-party risk management programs. The article concludes by stressing the importance of organizational agility and adapting risk management programs to the evolving risk landscape. [Extracted from the article]

Rohit Prashar, director of Globate 360 Solutions Private Limited, a Chandigarh-based third-party logistics company with a global presence, faced a pivotal challenge on 25 August 2020. He secured a project to transport 200 consignments of crucial medical equipment for COVID testing machines to multiple locations in north-eastern states, Kashmir and Leh, India. This project was awarded by a US-based freight forwarding company authorized by The Indian Council of Medical Research. It was a prestigious achievement, hard-won through extensive negotiations during the national lockdown. However, he knew that the real battle had just begun. The stringent government restrictions during the COVID-19 lockdown added complexity. The consignments had to be transported delicately to maintain the testing equipment's accuracy, necessitating minimal jolts. Deciding between air and road transport posed another challenge. Furthermore, he grappled with the choice between a multinational company with a premium price tag and a regional player with more budget-friendly options. Securing skilled labour was an ongoing concern. In this predicament, he sought cost-effective solutions for each shipment, strategizing to minimize costs while delivering top-notch service to his clients. [ABSTRACT FROM AUTHOR]

Although the adoption of green innovation has been explored in various contexts, there is still a lack of research on the determinants of green technology innovation adoption (GTIA) in the third-party logistics (3PL) industry of emerging economies and the resulting economic, environmental, operational, and intangible outcomes. This study aims to investigate the influence of different determinants of technological, organizational, and environmental factors in the TOE-DOI framework on the adoption of green technology innovation, as well as the outcomes of such adoption. The study utilizes sample data from 544 Chinese 3PL firms and employs two-stage structural equation modeling and artificial neural network analysis. Partial least squares structural equation modeling (PLS-SEM) explains 85.4% of the variance in green technology innovation adoption, 21% in environmental outcomes, 18.5% in economic outcomes, 20.8% in operational outcomes, and 22.3% in intangible outcomes. The artificial neural network (ANN) model ranks the standardized importance of each predictive variable. The results indicate that institutional pressure is the most significant determinant of GTIA. Additionally, 3PL firms should consider the positive impact of green supplier integration and relative advantage. Complexity does not have a positive impact on GTIA. The longer a company has been established, the more experience and resources it accumulates, and the more opportunities it has to adopt green technology innovation. This study contributes to the existing research on emerging economies and other regions. Furthermore, this is the first study to successfully validate the nonlinear relationship within the Technology-Organization-Environment (TOE) framework and diffusion of innovation (DOI) theory, namely the TOE-DOI framework. The research findings further enhance the current understanding of green technology innovation adoption and its impact. This study provides valuable insights for managers and policymakers in the 3PL industry to achieve various effects, such as environmental, economic, operational, and intangible outcomes. [ABSTRACT FROM AUTHOR]

The purpose of this article is to evaluate the performance of logistics service providers (LSPs) in the Philippines, emphasising their impact on economic development and competitiveness. Utilising data collected from 126 respondents affiliated with the Philippines International Sea freight Forwarder Association and the Air cargo Forwarders of the Philippines Inc., the study identifies key performance indicators, including cost, time and reliability. The findings reveal that while LSPs in the Philippines maintain acceptable performance levels, significant challenges remain, particularly in domestic logistics. The study highlights that delays in customs processes and infrastructure inadequacies are major impediments to optimal logistics performance. Comparative analysis with other ASEAN countries shows that the Philippines lags in certain areas, particularly in delivery reliability and logistics infrastructure quality. The research also explores human resource issues, noting a high turnover rate and reliance on on-the-job training. Policy implications suggest the need for enhanced infrastructure, better regulatory frameworks and targeted human resource development to boost logistics performance. This study offers valuable insights for policy-makers and industry stakeholders aiming to improve the efficiency and competitiveness of the Philippines' logistics services. JEL Codes: F0, F2 [ABSTRACT FROM AUTHOR]

Background: This paper examines how logistics mangers increase performance by incorporating VAS in their distribution centres in the context of different natures of customer demand. The study is underpinned by the principles of lean and agile strategies as two key concepts that can be applied to respond to different customer expectations. Methods: Based on the phenomenological interpretivist paradigm, an empirical multiple-case study was conducted in German distribution centres operated by six companies. The empirical data were collected through semi-structured interviews, built on the triangulation of sources. Open, axial, and selective coding were employed to analyse data collected through eighteen in-depth interviews with managers from the distribution centres. Results: The findings indicated that the construct of customer demand forms different benefits that the logistics service providers can achieve through VAS. Simultaneously, various customer demands on VAS requires the distribution centres to focus on developing different operational capabilities to gain superior performance. Conclusions: Based on the research findings, a conceptual model was created. This model can support logistics service providers in improving company performance through effectively managing VAS in their distribution centres. The high dynamic VAS customer demand can bring more financial and non-financial benefits but needs higher flexibility in the warehouse operation system. Stable and predictable VAS, in turn, require a higher degree of standardisation. [ABSTRACT FROM AUTHOR]

Background: The role of individual supply chain actors in carbon emissions reduction (CER) is well-documented. However, it is critical to identify the conditions required to develop a systemic approach for encouraging these actors to share their visions and align their environmental strategy for CER. This study aims to identify the determinants (motivations, pressures, and incentives) and modalities (practices conducting greening transportation from shippers and logistics service providers (LSP) point of view) necessary for a better environmental alignment between actors for a CER initiative. Methods: We base our argument on a systemic literature review that points out 28 articles written in the period between 2010 and 2023 and fully aligned with the scope of our analysis. Results: The originality of our approach is that we focus on the interplay between shippers and LSPs to better understand the dynamics of green transportation practices. Conclusions: This paper invites researchers to adopt a dyadic approach to the phenomenon in order to better understand how the CER willingness is effectively diffused in the business interactions of shippers and LSP. [ABSTRACT FROM AUTHOR]

Purpose: The criticality of late deliveries in transportation lies in the threat of considerable multi-level supply chain costs. This study aims to reveal the dynamic capabilities playing a facilitating role in preventing delay, thus providing timely delivery, as well as developing an understanding of how and when those capabilities are activated within the supply chain network. Design/methodology/approach: An exploratory study was conducted involving 16 semi-structured expert interviews with the representatives of logistics service providers and shippers. Following an interpretive phenomenology framework, the prevention phenomenon was explained. Findings: Findings revealed two preventive capability categories in delay prevention: (1) proactive capabilities, referring to the enabling actions planned before departure, and (2) reactive capabilities, referring to actions planned after departure. Findings pinpoint that, in addition to the proactive capabilities, reactive capabilities enabled by innovative problem-solving actions are crucial for adapting to a dynamically changing environment in prevention. Moreover, this study shows that prevention capabilities are characterized by tangible and intangible resources and integration of resources with external links which constitute a delay prevention network within a wider service ecosystem. Originality/value: This study stands out with its specific focus on delay prevention capabilities and enabling actions from the perspectives of logistics service providers and shippers. The premises of the resource-based view are combined with dynamic capabilities theory, leading to a proposed time-based taxonomy of proactive and reactive capabilities in supply chains, aimed at creating value and strengthening resilience. [ABSTRACT FROM AUTHOR]

Copyright of Ekonomske Ideje i Praksa is the property of Centar za Izdavacku Delatnost Ekonomskog Fakulteta u Beogradu and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The COVID-19 pandemic has caused critical challenges for e-commerce warehouses that strive to fulfill surging customer demand while facing a high virus infection risk. Current literature on picking optimization overlooks warehouse safety under pandemic conditions. Meanwhile, scattered storage and zone-wave-batch picking have been used in parallel by many large e-commerce warehouses, these two operational policies have not been considered together in picking optimization studies. This paper fills these gaps by solving an order batching problem considering scattered storage, zone-wave-batch picking, and pickers' proximity simultaneously. We formulate and solve the mathematical model of the discussed problem and propose the Aisle-Based Constructive Batching Algorithm (ABCBA) to help warehouses pick more efficiently and safely. Experiments with extensive datasets from a major third-party logistics (3PL) company show that, compared to the current picking strategy, ABCBA can reduce the total picking time and the virus infection risk due to pickers' proximity by 46% and 72%, respectively. Compared to other heuristics like tabu + nLSA3 (Yang, Zhao, and Guo 2020), ABCBA gets better results using less computation time. [ABSTRACT FROM AUTHOR]

Applications of the blockchain technology in supply chains have attracted extensive attention in both academia and industries. However, little research has investigated the effects of the blockchain technology on firms' operational strategies. In this paper, we investigate the impacts of the traceability enabled by the blockchain technology on a producer's decision whether to outsource delivery to a third-party logistics firm. We find that without the blockchain technology, the logistics firm has a moral hazard—an incentive to set the delivery quality at the lowest level even though improving the delivery quality is for free. The traceability enabled by the blockchain technology can resolve the logistics firm's moral hazard and encourage the producer to improve the production quality. Furthermore, when the delivery is cost-efficient for the producer, the traceability enabled by the blockchain technology motivates the producer to outsource the delivery to the logistics firm; otherwise, the producer's outsourcing decision is not affected. When quality cost is low, the blockchain technology makes the logistics firm improve its delivery quality significantly and encourages the producer to improve the production quality. When the quality cost is moderate, only under certain conditions, the blockchain technology has effects on both parties' decisions. [ABSTRACT FROM AUTHOR]

This paper investigates the strategies for adopting blockchain technology in the fresh product supply chain (FPSC) consisting of a supplier, a third-party logistics service provider (3PL) and an e-tailer. We analyse the optimal strategies of FPSC members under the benchmark scenario where the FPSC does not adopt blockchain technology and those under the three scenarios where the supplier, 3PL and e-tailer lead the construction of the blockchain-based traceability system (BTS), respectively. We find that adopting blockchain technology is not always the optimal decision for the FPSC, which is related to the consumers' acceptance degree for the product without blockchain technology, the deterioration rate of the fresh product and the allocation proportion of traceability cost of FPSC members when adopting blockchain technology. Regardless of the power and status of each member in the FPSC, it can lead the construction of the BTS. From the perspective of whole FPSC's profit maximisation, the leader of the FPSC should lead the construction of the BTS under the coordination of a two-part tariff contract. This study provides valuable insights for FPSCs to adopt blockchain technology. [ABSTRACT FROM AUTHOR]

The COVID Pandemic since early 2019 has imposed significant effects on our life. In the retail and logistics sector, the large-scale national lockdown has drastically driven e-commerce sales because the e-marketplace has become the only sales channel. Whilst the pandemic has accelerated the shift towards a more digital world and led to an irreversible dependence on e-commerce retailing, the pressure is on retailers and logistics service providers to respond to the growing demand for immediate delivery in the e-commerce era. Given the integration of smart lockers into developing a more favourable environment which potentially makes immediate delivery more feasible, this paper introduces a novel, dynamic delivery strategy, namely Community Logistics Strategy (CLS), for formulating and updating the new delivery plan in real time as new delivery requests to smart lockers arrive. To shed light on the effect of dynamic order arrival towards delivery planning, the CLS attempts to update the delivery plan by taking new requests into account in real time. Simulation results reveal the superiority of the proposed strategy in managing e-commerce delivery requests, especially within megacities where consumers are highly dense in a compact geographical area. [ABSTRACT FROM AUTHOR]

In many large manufacturing companies, freight management is handled by a third-party logistics (3PL) provider, thus allowing manufacturers and their suppliers to focus on the production of goods rather than managing their delivery. Provided their pivotal supply chain role, in this work we propose a general framework for what we term as "the 3PL freight management problem" (3PLFMP). Our framework identifies three primary activities involved in 3PL freight management: the assignment of orders to a fleet of vehicles, efficient routing of the fleet, and packing the assigned orders in vehicles. Furthermore, we provide a specific instantiation of the 3PLFMP that considers direct vs. consolidated shipping strategies, one dimensional packing constraints, and a fixed vehicle routing schedule. We solve this instantiated problem using several Reinforcement Learning (RL) methods, including Q-learning, Double Q-learning, SARSA, Deep Q-learning, and Double Deep Q-learning, comparing against two benchmark methods, a simulated annealing heuristic and a variable neighborhood descent algorithm. We evaluate the performance of these methods on two datasets. One is fully simulated and based on past work, while another is semi-simulated using real-world automobile manufacturers and part supplier locations, and is of our own design. We find that RL methods vastly outperform the benchmark heuristic methods on both datasets, thus establishing the superiority of RL methods in solving this highly complicated and stochastic problem. [ABSTRACT FROM AUTHOR]

This paper considers the order-fulfillment coalitions among an e-tailer and two third-party sellers in a hybrid e-commerce platform. The e-tailer uses a self-supported logistics system to fulfill the orders, and the seller can either use the former or turn to third-party logistics systems. By investigating the equilibrium order quantities, the strong preference relations, and the possible deviations for all the possible coalition structures, we discuss both myopic stability and farsighted stability for all the coalition structures. We find that if economies of scale are absent, fulfilling the orders independently is unique Nash stable and farsightedly stable; however, if alliances generate economies of scale, there may not exist Nash stable, but the farsightedly stable outcome always exists, which further depends on the interaction between the e-tailer's order-fulfillment cost advantage and economies of scale. Further discussions on extremely high economies of scale and the proportional commission fee are also conducted. [ABSTRACT FROM AUTHOR]

This paper explores the strategic motivation for a platform to open its superior logistics service to a third-party seller with an endogenous service level. We consider a Stackelberg game between the platform and the seller who sells products to consumers who perceive the platform's product as having a higher value than the seller's product. We characterize the equilibrium results in two schemes regarding opening or not opening the service and present conditions for the platform to open the service and the seller to accept the service. In equilibrium, the platform's logistics service remains at the same level before and after opening. Particularly, we demonstrate that the motivation for the platform to open the service is not simply collecting extra revenue from the service but can be understood from mitigating price competition and securing its demand and price. We find that the platform is always willing to open the logistics system because it provides the platform an additional tool to manipulate the seller's pricing behavior and therefore improves its own profit. With a high commission rate, the platform is even willing to subsidize the seller for using the logistics service. A Pareto improvement can be realized for two firms when consumers are highly sensitive to the service level. Consumers are worse off after service opening in most cases. Our analysis offers insights into the incentives of one retailer providing high-quality service for its rival when retailers differentiate in price and service. [ABSTRACT FROM AUTHOR]

Based on data, as one of the creative economy sectors, the game industry has much potential to boost the Indonesian economy. The total market value of the games industry in Indonesia is US$ 1.92 billion or 25 trillion rupiah. However, This qualitative research uses interview methods with key informants, observation, and literature study, with purposive sampling as a sampling technique. The results show that the core industry value chain of the game industry cluster consists of Game Developers and Game Publishers and is supported by Supply industries (hardware providers, HR, digital content, and financial services) and supporting industries (marketing, logistics, law, and networks). There are related institutions/institutions such as the Ministry of Tourism and Creative Economy, the Coordinating Ministry for Maritime and Investment Affairs, the Ministry of Communications and Informatics, the Ministry of Education and Culture, and the Indonesian Game Association. This industry is also related to animation, music, e-sports and tourism. This value chain ends with buyers. This research recommends concrete steps for relevant agencies to enhance the gaming industry ecosystem through human resource development, increasing access to financing, promotion and providing technological infrastructure. Collaboration across industries is expected to increase the global competitiveness and contribute significantly to the national creative economy. [ABSTRACT FROM AUTHOR]

This paper identifies and empirically validates the potential risks in overseas third-party logistics services that support sustainable cross-border e-commerce logistics in China. This research addresses a significant gap in the current literature by conducting a comprehensive literature review and case study, primarily focusing on third-party logistics services' benefits without adequately discussing the associated risks. Our study highlights the medium and high risks in forwarding and contracting processes, such as cost uncertainty, quality issues, and cultural and language differences. The findings contribute to academic research and practical applications by providing a theoretical foundation and practical guidance for enhancing logistics management in China's sustainable cross-border e-commerce. This research promotes the resilience and sustainability of cross-border e-commerce supply chains and offers valuable insights for overseas 3PL service providers looking to expand their operations in China. [ABSTRACT FROM AUTHOR]

Customers have started to want the more customized products and services recently. therefore, logistics applications should be able to respond to customer's every requirement at the highest level. On the other hand, it should be done with lowest costs that are possible. Thus, optimization applications that utilized by logistics activities need to the systems which can create excellent solutions and can continuously update these solutions. Within this scope, it can be seen that there is a correlation between creating effective solutions for the problems and speed, effectivity, and productivity of these systems. Some strong evidence shows that these technologies and systems will have become capable to conduct these logistics operations. Consequently, almost all of them will have been autonomous systems in the near future. This study focusses on developments and approaches in the fields of logistics and supply chain and it tried to show the new roles of the logistics activities that will be played in the near future. In this study, observation, and analysis methods are used, the progress that recorded by industries that demand to logistics services in this subject were taken into consideration in addition to logistics service providers. [ABSTRACT FROM AUTHOR]

This article provides an overview of third-party beneficiary rights in franchise law cases. It explains that franchisees can sometimes be considered third-party beneficiaries to agreements between their franchisors and other parties, such as vendors or other franchisees. These rights can determine whether a dispute has a remedy and can be used to establish standing to bring a lawsuit or determine liability. The article also discusses the use of third-party beneficiary rights in preventing franchisees from poaching each other's employees, although this practice has faced legal challenges. It emphasizes the importance of carefully reviewing the terms of the contract to determine the chances of success as a third-party beneficiary. [Extracted from the article]

To address the problem of positioning customer order decoupling point (CODP) in customized logistics service supply chain and to provide logistics service integrators (LSI) with various CODP decision-making and supplier selection solutions. We consider LSI, logistics service providers (LSPs) and customers and propose multiobjective nonlinear team optimization models for multi-CODP location, including minimizing the cost to the LSI and maximizing the synthetic satisfaction of LSPs and customers. This paper adopts an improved nondominated sorting genetic algorithm (NSGA-II), in which the key modules such as the crossover operations, chromosome structure and mutation operations are reconstructed, to solve the team models and investigate the Pareto-optimal front for the two objectives. To demonstrate the validity of NSGA-II and the reliability of mathematical models, cases from a specific dataset are generated and solved. Moreover, a classic genetic algorithm (GA) is applied to solve for the two objectives separately. The optimal solutions found by GA are f 1 = 2027.491, f 2 = 0.7704 and f 1 = 2454.512, f 2 = 0.8909. The corresponding optimal solutions in the Pareto-optimal solution set are f 1 = 2053.675, f 2 = 0.7715 and f 1 = 2427.114, f 2 = 0.8843. We find that the optimal solutions provided by GA cannot dominate any solution in the Pareto-optimal solution set, indicating that the results are valid and sufficiently convergent. In summary, the results of this paper provide LSI with easy access to various supplier selection schemes with multi-CODP, which is essential to reduce the cognitive burden on decision makers and address the diverse customization needs of many challenging real-world logistics issues. [ABSTRACT FROM AUTHOR]

In terms of preserving the market competitiveness of businesses, the costeffective implementation of their logistics processes is becoming increasingly important. At the same time, the proper selection of logistics service providers significantly influences the effective operation of companies and, consequently, the supply chain. The study reviews the evolution of logistics services and examines how to determine the criteria for selecting logistics service providers. Optimal selection of logistics service providers can lead to increased customer satisfaction, cost reduction, improved efficiency, and competitive advantages. However, inappropriate selection of logistics service providers can result in decreased efficiency of logistics processes and increased costs, leading to a decline in customer satisfaction. Therefore, the proper evaluation of potential service providers is crucial for the competitiveness of the company. [ABSTRACT FROM AUTHOR]

This article discusses the concept of Maqasid Shariah and its contribution to sustainability across economic, environmental, and social domains. It explores how organizations can integrate Maqasid principles into their frameworks and policies to promote sustainability and social welfare. The article emphasizes the role of Maqasid Shariah in addressing global challenges like the COVID-19 pandemic and highlights its emphasis on justice, balance, and a directive destination for achieving sustainable and responsible investment practices. It also discusses the application of Maqasid Shariah in various sectors, including Islamic finance, and explores the potential of combining Maqasid principles with blockchain and AI to achieve sustainable development goals. The article contains a collection of articles and studies that provide insights into how Maqasid Shariah can contribute to sustainability from an Islamic perspective. [Extracted from the article]

The logistics service offers a crucial role in the process of developing into the worldwide market. Several nations must enhance their logistics service operations to achieve strong performance and attain a competitive edge in the market. Logistics service quality is a crucial element in Thailand's logistics operations. It is a major feature in developing a new conceptual model for logistics service performance, which is essential for achieving competitiveness in the logistics sector. The aim of this study is to investigate the relationship between the framework of logistics service quality, logistics performance and competitive advantage of logistics service provider (LSPs) firms in Thailand. This study utilizes primary data and applies a quantitative methodology, involving the collecting and analysis of research data using a strategy that emphasizes quantification. The sample will be LSPs companies in Thailand. The future data in this study will be analyzed using the statistical software packages SPSS and Smart PLS. Partial least squares structural equation modelling (PLS-SEM) is a statistical method employed for data analysis, with the primary goal of enhancing the research model. Thus, the study presents a conceptual framework that suggests that enhancing service quality can improve the logistics performance and competitive advantage of the logistics service provider business in Thailand. [ABSTRACT FROM AUTHOR]

Problem definition: Product service plays a crucial role for brands to retain customers and spur revenue growth. It is, however, often outsourced to a third-party provider, driven by cost savings and the ability to focus on core businesses. Although there is a large body of literature studying service outsourcing, the impact of service environment uncertainty (i.e., changing customer needs and shifting resource requirements) has received sparse attention in the past but is becoming a major concern because of increased market turbulence. This research explores how environment uncertainty in service provision influences a brand's intent to outsource, and, if the brand decides to outsource, how it can retain the potential cost advantages offered by a third-party provider. Methodology/results: This research develops a normative model to explore key drivers that impact service outsourcing outcomes under environment uncertainty and partial observability. We find that environment uncertainty can accelerate a brand's propensity to outsource, and a brand typically benefits from outsourcing initially. Yet, we show that such benefits can dissipate over time because of partial observability. Monitoring efforts help to mitigate the adverse impact of environment uncertainty and partial observability, but cannot attain anticipated outsourcing benefits unless monitoring is costless. In contrast, nudging service providers to self-report the cost of resources is effective even if the monitoring cost is high. Managerial implications: Brands should carefully consider environment uncertainty, partial observability, and monitoring ability when deciding whether to outsource product services to third-party providers. A heuristic monitoring policy can be effective when the monitoring cost is very high or very low but can perform poorly when the monitoring cost is in the intermediate range. Thus, outsourcing is more attractive when environment uncertainty is significant, but the value of outsourcing can only be realized when (a) partial observability is insignificant, (b) monitoring is inexpensive, or (c) provider self-reporting can be nudged. If none of the conditions hold, then the brand can suffer significant losses from the anticipated benefits of product service outsourcing. Funding: This research is partially supported by the first author's 2022 Dean's Excellence Summer Research Grant from W. P. Carey School of Business, Arizona State University. Supplemental Material: The online appendix is available at https://doi.org/10.1287/msom.2022.0222. [ABSTRACT FROM AUTHOR]

Understanding consumers' intention of using contactless logistics technology is necessary for logistics service providers to make value-added business strategies in the COVID-19 pandemic. Previous studies have suggested that multiple factors shall be considered when investigating the intention, but few have attempted to comprehensively explain the causality of the intention. To bridge this gap, this study develops a Genetic Algorithm (GA)-based structure learning method and constructs a Copula-Bayesian Network (Copula-BN) upon questionnaire survey data to explore the causation of the intention. Based on the derived Copula-BN, we identify the key factors that contribute to the intention and reveal the causal relations along the main branch composed of those factors. Several findings provide theoretical and practical insights into the consumer-technology interaction under the pandemic context. Besides, this study demonstrates that the structure of the Copula-BN is rational and reasonable, which provides a solid basis for investigating the causality of the intention. [ABSTRACT FROM AUTHOR]

Transportation and packaging of cool chain have major role in social demands of the fresh green high-level product for perishable supply chain (SC) to be regarded in SC management. In the present study, we evaluated a Third-Party Logistics (3PL) operator in a dairy SC that requires a costly freshness-keeping effort (FKE) through the transportation process. We assume that a manufacturer makes dairy products via a 3PL to a marketplace where a retailer buys and resells them to the end consumers. In addition, it is supposed that the demand of the market is random, sensitive to the freshness level of the product as well as the price. In this study, Consumers and Producers Protection Organization (CPPO) as the leader tracks incremental dairy consumption program based on three strategies which are FKE (fresh-keeping), pricing (economic), and social welfare (social), that is mentioned for the first time. Six scenarios are presented in this paper: three decentralized games and three centralized games. The consequences indicate that it is extremely important to collaborate between the members of SC to acquire fresher products. Also, if the CPPO uses a subsidy for 3PL, customer demand for the product increases which leads to higher SC members' profit among decentralized scenarios. On the other hand, if the CPPO uses a subsidy for retailer, and both 3PL and retailer invest in freshness-keeping, customer demand for the product increases which leads to more an increase in the whole SC's profit among centralized scenarios. [ABSTRACT FROM AUTHOR]

Purpose: The organization of services can affect the adoption of sustainable practices within the relationship between a buyer (e.g. a shipper) and a supplier (e.g. a logistics service provider–LSP). The purpose of this paper is to analyse, within this relationship, the mechanisms affecting collaboration between shippers and LSPs towards adopting green logistics practices to reduce the negative environmental effects of logistics processes. The authors take the perspective of small and medium enterprises (SMEs), which represent – although less investigated than large enterprises – a relevant field of investigation given their impact on the environmental sustainability of logistics processes. Design/methodology/approach: The authors conducted a multiple case-study investigation on a set of dyads involving shippers and LSPs. The authors explored the antecedents shaping the approach to sustainability in logistics and, adopting the absorptive capacity (AC) theory, the learning and knowledge transfer processes leading to the adoption of green practices. Findings: Collaboration between shippers and LSPs for better sustainability in logistics seems not to work when relationships are limited to simple annual (or pluriannual) contracts, and when shippers do not show ambition to improve the level of sustainability of their logistics processes (regardless of whether they show an interest in general sustainability matters). On the other hand, successful cases show higher commitment in the dyadic relationship with respect to improving logistics sustainability, good levels of communication and a more structured process of knowledge sharing, enabled by IT integration, shared performance monitoring, and creation of inter-organizational teams. Originality/value: While most of the existing research focuses on the perspective of shippers or LSPs, this work is original since it explores collaborative mechanisms within a buyer-supplier relationship simultaneously taking the perspective of both parties, according to the lens of the AC. It identifies directions for improving collaboration within the shipper-LSP relationship in the context of SMEs to foster the adoption of collaborative green logistics practices to impact sustainability positively. [ABSTRACT FROM AUTHOR]

The main objective of this research is to formulate a measurement model encompassing rail freight performance indicators for newly established double-track railway routes through the application of Confirmatory Factor Analysis (CFA). Employing a questionnaire as the primary data collection tool, this study specifically focuses on factors related to rail freight performance. The sample size comprises 150 entrepreneurs, including Logistics Service Providers (LSPs), warehouse operators, and distribution center operators. The performance indicators utilized in this investigation, derived from an extensive literature review, constitute the relevant factors. Subsequently, the performance indicators of rail freight transportation were analyzed using Confirmatory Factor Analysis (CFA). The findings indicate a consistent alignment between the proposed model and empirical data (χ² = 244.728, χ²/df = .967, df = 253, p = .634, GFI = .990, AGFI = .970, CFI = 1.000, RMR = .036, RMSEA = .000). Based on the result of the proposed measurement model, the most significant performance indicator is Cost (transportation costs), exerting considerable influence on entrepreneurs in their selection of transportation modes. Other indicators, namely, Time (transportation time), Reliability, Network (rail network accessibility), Security, Facility and Equipment, are deemed secondary factors. Consequently, organizations responsible for the operation of double-track railways must prioritize attention to these indicators to incentivize entrepreneurs to opt for rail transportation, thereby augmenting the volume of the rail transport mode. [ABSTRACT FROM AUTHOR]

AbstractThe European Union and other advanced economies are turning to mandatory due diligence regulation to address environmental and human rights risks in their global supply chains. This shift is accompanied by calls for ‘smart regulation’ that combines public legislation with private governance instruments and new supporting measures in the producer countries of the Global South. We study the smart regulation agenda in the case of the European Union Deforestation Regulation. We reveal how its progressive rhetoric masks a conservative undertone as business actors and their civil society partners aim to safeguard their vested interests in the age of public supply chain regulation. However, by tracing their lobbying efforts throughout the policy formulation process, we show how this does not imply en bloc support for voluntary, softer forms of regulation. Moreover, these actors exhibit varying motivations and preferences for involving Southern actors in such a mix. Consequently, rather than forming a cohesive policy coalition, their preferences span from conservative to progressive, resulting in new alliances and divisions in this time of regulatory change. By untangling the complexities of ‘smart mix politics’, this article advances critical research into the evolving role, positioning, and influence of business actors in global supply chain governance. [ABSTRACT FROM AUTHOR]

Since its beginnings in the 19th century, the liner shipping industry has shown specific peculiarities characterized by close collaboration between sea carriers. This cooperation has materialized through various types of inter-firm agreements that have been exempted from the key principles of competition law. Recently, strong criticism has emerged against strategic alliances and related agreements that rule a concentrated market where operators are strongly interrelated and increasingly integrated. However, the maritime management literature so far has given little attention to the concrete provisions of these agreements, which still appear as 'black boxes.' To fill this gap, we collected 61 enforced cooperative agreements registered with the U.S. Federal Maritime Commission from 1973 to 2020 using a three-way comparison through legal, linguistic, and business lenses of the differences between older and newer types of agreements. We underline the key temporal evolutions of these contracts and show how ocean carriers have incorporated new legal constraints and strategic needs driven by structural market changes toward greater logistics integration. [ABSTRACT FROM AUTHOR]