The existence of child slavery in supply chains is increasingly complicated because it not only applies to supply chain actors and corporations at different tiers but also to the effects of external organisations and society. This inevitable complexity is due to the global nature of today’s supply chains. Many corporate sustainability reports or corporate responsibility reports on child labour, reveal only a unilateral explanation and view, which renders the development of child labour measures under the leadership of many companies tardy and inefficient. The problem addressed in this research is the lack of comprehensive investigation into child slavery in supply chains. The primary research question is focused on identifying the key actors involved in combatting child slavery in the supply chain. The research uses thematic analysis of 68 peer-reviewed journal articles containing the keywords: child labour; supply chain, and child slavery; interchangeably in Google Scholar Search. We determined the comprehensive selection of literature by three factors: high frequency of relevant keywords; recent publication period; and more citations. The results identify four main actors influencing child slavery namely i.) Corporations - through their industrial characteristics, strategy, corporate social responsibility and internal stakeholders; ii.) Governments - through their regulations and policies and their intentions to combat child slavery; iii.) Societies through their establishment of social benchmarks and social accountability to address the social crisis; and iv.) External organisations such as ILO, NGOs and trade unions for their dominant involvement in the child slavery phenomena in supply chains. The findings provide a nascent conceptual model for empirical work and a foundation for descriptive and normative research on child slavery in supply chains.
{"title":"Child slavery in supply chains: Actors of the dirty scene","authors":"Maryam Lotfi, Noleen Pisa","doi":"10.4102/jtscm.v18i0.942","DOIUrl":"https://doi.org/10.4102/jtscm.v18i0.942","url":null,"abstract":"The existence of child slavery in supply chains is increasingly complicated because it not only applies to supply chain actors and corporations at different tiers but also to the effects of external organisations and society. This inevitable complexity is due to the global nature of today’s supply chains. Many corporate sustainability reports or corporate responsibility reports on child labour, reveal only a unilateral explanation and view, which renders the development of child labour measures under the leadership of many companies tardy and inefficient. The problem addressed in this research is the lack of comprehensive investigation into child slavery in supply chains. The primary research question is focused on identifying the key actors involved in combatting child slavery in the supply chain. The research uses thematic analysis of 68 peer-reviewed journal articles containing the keywords: child labour; supply chain, and child slavery; interchangeably in Google Scholar Search. We determined the comprehensive selection of literature by three factors: high frequency of relevant keywords; recent publication period; and more citations. The results identify four main actors influencing child slavery namely i.) Corporations - through their industrial characteristics, strategy, corporate social responsibility and internal stakeholders; ii.) Governments - through their regulations and policies and their intentions to combat child slavery; iii.) Societies through their establishment of social benchmarks and social accountability to address the social crisis; and iv.) External organisations such as ILO, NGOs and trade unions for their dominant involvement in the child slavery phenomena in supply chains. The findings provide a nascent conceptual model for empirical work and a foundation for descriptive and normative research on child slavery in supply chains.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"86 21","pages":""},"PeriodicalIF":1.5,"publicationDate":"2024-01-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139440582","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
J. Havenga, Z. Simpson, Henk Neethling, Anneke De Bod, S. Swarts
Background: Transnet moves around 80% of South Africa’s rail-friendly freight tonne-kilometres, which drops to less than 40% if the rail-only coal and iron ore export lines are excluded.Objectives: Calculating the costs, negative externalities, and job losses caused by Transnet’s recent and historical operational issues and using the results to inform future reform possibilities.Method: Aspects contributing to Transnet’s failures are indicated through an assessment of rail freight’s decreasing market share and infrastructure investment, port ownership and inefficiency concerns, Transnet’s deteriorating financial performance, loss of critical skills, and instances of state capture. Resultant costs and their impact on employment are calculated across various freight flow segments, whereafter reform models are suggested through international benchmarking and extracting lessons from relevant global reforms.Results: The cost of Transnet’s failures are estimated as 7.43% of gross domestic product. A healthy relationship between the government and the private sector is a frequent occurrence in successful reforms seen globally. Locally, recent government reforms acknowledge a meaningful role for the private sector, which is in turn offering pragmatic and achievable solutions.Conclusion: Improved private sector participation can contribute to Transnet’s recovery. South Africa depends on this collaboration and the development of port and rail master plans to guide the infrastructure development required to meet its overall transportation needs.Contribution: Actionable implications for policy implementation, the economic regulation and horizontal separation of the freight railway, shifting freight from road to rail, the corporatisation of the port authority, and increasing port efficiency and capacity.
{"title":"The macrologistics effect of a state-owned enterprise, Transnet, on the South African economy","authors":"J. Havenga, Z. Simpson, Henk Neethling, Anneke De Bod, S. Swarts","doi":"10.4102/jtscm.v17i0.952","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.952","url":null,"abstract":"Background: Transnet moves around 80% of South Africa’s rail-friendly freight tonne-kilometres, which drops to less than 40% if the rail-only coal and iron ore export lines are excluded.Objectives: Calculating the costs, negative externalities, and job losses caused by Transnet’s recent and historical operational issues and using the results to inform future reform possibilities.Method: Aspects contributing to Transnet’s failures are indicated through an assessment of rail freight’s decreasing market share and infrastructure investment, port ownership and inefficiency concerns, Transnet’s deteriorating financial performance, loss of critical skills, and instances of state capture. Resultant costs and their impact on employment are calculated across various freight flow segments, whereafter reform models are suggested through international benchmarking and extracting lessons from relevant global reforms.Results: The cost of Transnet’s failures are estimated as 7.43% of gross domestic product. A healthy relationship between the government and the private sector is a frequent occurrence in successful reforms seen globally. Locally, recent government reforms acknowledge a meaningful role for the private sector, which is in turn offering pragmatic and achievable solutions.Conclusion: Improved private sector participation can contribute to Transnet’s recovery. South Africa depends on this collaboration and the development of port and rail master plans to guide the infrastructure development required to meet its overall transportation needs.Contribution: Actionable implications for policy implementation, the economic regulation and horizontal separation of the freight railway, shifting freight from road to rail, the corporatisation of the port authority, and increasing port efficiency and capacity.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"6 12","pages":""},"PeriodicalIF":1.5,"publicationDate":"2023-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"138604654","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Background: Logistics is an integral component for success of an organisation. So correct decision on express logistics procurement plays a critical role in success in delivering right product at right place and right time. Procurement of express logistics service is not very straight forward, instead it requires evaluation of multiple factors.Objective: The objective of this research is to create a framework of influencing factor on express logistics buying decision.Method: For the study, researchers has adopted secondary research along with primary research with group of 14 subject matter experts in field of Indian logistics sector. A group of experts comprises of senior managers, consultants and academicians with deep understanding of subject. We have used ISM (Interpretive Structural Modelling) and Cross Impact Matrix Multiplication Applied to Classification (MICMAC) to drive conceptual framework for logistics buying decision.Results: Framework shows that the decision making in logistics procurement should be highly driven by factors like network reach of Logistics Service Provider (LSP), technology followed by information sharing and strategic partnership. While service quality and cost of logistics remains as frontend factors in logistics procurement decision.Conclusion: The model output clearly suggests that final objective in buying process of express logistics is driven towards lower cost and improved service level, but it is driven by factors which directly adds value in supply chain like time to market and reverse logistics, technology and reach.Contribution: The model provides a framework for practitioners, which can enable them in decision making process of logistics procurement.
{"title":"Factors influencing decision-making in buying process of express logistics services","authors":"Vikash Khatri, Ajay Pandey, Anita Kumar","doi":"10.4102/jtscm.v17i0.949","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.949","url":null,"abstract":"Background: Logistics is an integral component for success of an organisation. So correct decision on express logistics procurement plays a critical role in success in delivering right product at right place and right time. Procurement of express logistics service is not very straight forward, instead it requires evaluation of multiple factors.Objective: The objective of this research is to create a framework of influencing factor on express logistics buying decision.Method: For the study, researchers has adopted secondary research along with primary research with group of 14 subject matter experts in field of Indian logistics sector. A group of experts comprises of senior managers, consultants and academicians with deep understanding of subject. We have used ISM (Interpretive Structural Modelling) and Cross Impact Matrix Multiplication Applied to Classification (MICMAC) to drive conceptual framework for logistics buying decision.Results: Framework shows that the decision making in logistics procurement should be highly driven by factors like network reach of Logistics Service Provider (LSP), technology followed by information sharing and strategic partnership. While service quality and cost of logistics remains as frontend factors in logistics procurement decision.Conclusion: The model output clearly suggests that final objective in buying process of express logistics is driven towards lower cost and improved service level, but it is driven by factors which directly adds value in supply chain like time to market and reverse logistics, technology and reach.Contribution: The model provides a framework for practitioners, which can enable them in decision making process of logistics procurement.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"21 8","pages":""},"PeriodicalIF":1.5,"publicationDate":"2023-12-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"138606817","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Frederik C. Rust, Leslie R. Sampson, Adriana A. Cachia, Benoit M. Verhaeghe, Helena S. Fourie, Michelle A. Smit
Background: In view of limited funding, research and development (RD) investment needs to be optimised for future impact. Road transport RD is complex and vary from road materials, design and traffic control to safety.Objectives: Future drivers, trends and technologies in the South African road transport sector were determined and rated. Causal loop diagrams (CLDs) were used to determine how they will influence the sector and potential future RD focus areas.Method: Literature reviews, stakeholder interviews and workshops assessed the prevailing state of the sector and identified and rated the drivers, trends and technologies that will impact it. A novel method for structured technology foresight using CLDs was used to analyse the interrelationship between these elements and to determine the gaps in knowledge and the technologies required to position the sector for the future.Results: Eighteen mega-drivers, 28 industry drivers, 53 trends and 79 key technologies were identified and rated by 98 workshop participants. The CLD analysis provided insight into the characteristics of the transport system and enhanced the understanding of the complexity of the system. Research focus areas were identified to position the transport sector for the future.Conclusion: Causal loop diagrams were used effectively to demonstrate the interrelationships between and influence of drivers, trends and technologies on the transport sector and to identify gaps in knowledge.Contribution: The current and future drivers, trends and technologies in the transport sector were identified and CLDs used to assess the relationships between them which led to the identification of new focus areas for RD.
{"title":"Use of causal loop diagrams to assess future drivers and trends in South African transport","authors":"Frederik C. Rust, Leslie R. Sampson, Adriana A. Cachia, Benoit M. Verhaeghe, Helena S. Fourie, Michelle A. Smit","doi":"10.4102/jtscm.v17i0.958","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.958","url":null,"abstract":"Background: In view of limited funding, research and development (RD) investment needs to be optimised for future impact. Road transport RD is complex and vary from road materials, design and traffic control to safety.Objectives: Future drivers, trends and technologies in the South African road transport sector were determined and rated. Causal loop diagrams (CLDs) were used to determine how they will influence the sector and potential future RD focus areas.Method: Literature reviews, stakeholder interviews and workshops assessed the prevailing state of the sector and identified and rated the drivers, trends and technologies that will impact it. A novel method for structured technology foresight using CLDs was used to analyse the interrelationship between these elements and to determine the gaps in knowledge and the technologies required to position the sector for the future.Results: Eighteen mega-drivers, 28 industry drivers, 53 trends and 79 key technologies were identified and rated by 98 workshop participants. The CLD analysis provided insight into the characteristics of the transport system and enhanced the understanding of the complexity of the system. Research focus areas were identified to position the transport sector for the future.Conclusion: Causal loop diagrams were used effectively to demonstrate the interrelationships between and influence of drivers, trends and technologies on the transport sector and to identify gaps in knowledge.Contribution: The current and future drivers, trends and technologies in the transport sector were identified and CLDs used to assess the relationships between them which led to the identification of new focus areas for RD.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"28 1","pages":""},"PeriodicalIF":1.5,"publicationDate":"2023-11-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139232344","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Background: Given the effervescent nature of external dynamic exasperations (EDEs) and uncertainties, this article enterprise application architecture (EAA) evaluates the probable effect on actual adoption of enterprise application architecture for supply chain management (SCM). Actual adoption (AA) of EAA is a major need for small and medium, hence the legal frameworks are there to ensure compliance on complex legal and regulatory constraints, a lack of external financing, low technological capacity, relative advantage, hardware systems and software systems compatibility.Objective: The central objective of this article is to establish whether EDEs affect the AA of EAA for SCM in SMEs, as well as supply chain success factors with five models used to identify the statistics gaps, which could be constructive for descriptive and correlational research studies.Method: A quantitative approach under correlational research is considered to investigate the relationships between variables without interventions and manipulations from the researcher.Results: To increase the reliability of measures, each variable was tested for data reliability and validity through Cronbach’s alpha and Kolmogorov-Smirnov test, chronologically. The results indicate that EDEs have a direct impact on the AA of EAA as encrypted in Analysis of Variance (ANOVA), Pearson’s coefficient and linear regression.Conclusion: The study revealed that EDEs have positive impact on the AA of EAA.Contribution: Consequently, this study makes a prominent contribution to research on the benefits of AA of EAA by signifying the effectuation theory by maintaining control on possibilities with foreseeable outcomes; then EDEs will be history.
背景：鉴于外部动态激怒（EDEs）的多变性和不确定性，本文企业应用架构（EAA）评估了供应链管理（SCM）实际采用企业应用架构的可能影响。实际采用（AA）企业应用架构是中小型企业的主要需求，因此需要法律框架来确保遵守复杂的法律法规限制、缺乏外部融资、技术能力低、相对优势、硬件系统和软件系统兼容性：本文的中心目标是确定 EDE 是否影响中小企业供应链管理中的 EAA AA 以及供应链成功因素，并使用五个模型来确定统计差距，这对描述性和相关性研究具有建设性意义：方法：考虑采用相关研究下的定量方法，在没有研究人员干预和操纵的情况下研究变量之间的关系：为了提高测量的可靠性，每个变量都按时间顺序通过 Cronbach's alpha 和 Kolmogorov-Smirnov 检验来测试数据的可靠性和有效性。结果表明，正如方差分析（ANOVA）、皮尔逊系数和线性回归所加密的那样，EDEs 对 EAA 的 AA 有直接影响：结论：研究表明，EDE 对 EAA 的 AA 有积极影响：因此，本研究通过对具有可预见结果的可能性进行控制，表明了效应理论，从而为有关监管局监管津贴的益处的研究做出了突出贡献。
{"title":"External dynamic exasperations on the adoption of enterprise application architecture for supply chain management","authors":"Kingston Xerxes Theophilus Lamola Lamola","doi":"10.4102/jtscm.v17i0.883","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.883","url":null,"abstract":"Background: Given the effervescent nature of external dynamic exasperations (EDEs) and uncertainties, this article enterprise application architecture (EAA) evaluates the probable effect on actual adoption of enterprise application architecture for supply chain management (SCM). Actual adoption (AA) of EAA is a major need for small and medium, hence the legal frameworks are there to ensure compliance on complex legal and regulatory constraints, a lack of external financing, low technological capacity, relative advantage, hardware systems and software systems compatibility.Objective: The central objective of this article is to establish whether EDEs affect the AA of EAA for SCM in SMEs, as well as supply chain success factors with five models used to identify the statistics gaps, which could be constructive for descriptive and correlational research studies.Method: A quantitative approach under correlational research is considered to investigate the relationships between variables without interventions and manipulations from the researcher.Results: To increase the reliability of measures, each variable was tested for data reliability and validity through Cronbach’s alpha and Kolmogorov-Smirnov test, chronologically. The results indicate that EDEs have a direct impact on the AA of EAA as encrypted in Analysis of Variance (ANOVA), Pearson’s coefficient and linear regression.Conclusion: The study revealed that EDEs have positive impact on the AA of EAA.Contribution: Consequently, this study makes a prominent contribution to research on the benefits of AA of EAA by signifying the effectuation theory by maintaining control on possibilities with foreseeable outcomes; then EDEs will be history.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"1 1","pages":""},"PeriodicalIF":1.5,"publicationDate":"2023-11-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139230589","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Background: State-owned enterprises (SOEs) play an important role in the economies of many developed and developing countries. However, most SOEs fail to provide efficient or effective public service delivery. Therefore, it is necessary to investigate how SOEs in Gauteng province in South Africa can enhance supply chain effectiveness (SCE).Objectives: In the study, the relationships are investigated between total quality management (TQM), competitive advantage (CA), innovation (IN), SCE in the selected South African SOEs in Gauteng province.Method: A quantitative design was adopted in which a survey questionnaire was administered to 863 supply chain practitioners working in SOEs in South Africa Gauteng province. Data were analysed with the aid of Statistical Package for Social Science (SPSS 27.0) and SMART PLS (version 3.0).Results: The results of the study showed that knowledge management and CA predict the establishment of SCE in SOEs in the Gauteng province. However, IN was not supported but is of significance towards achieving SCE in SOEs in the Gauteng province.Conclusion: The adoption of CA by SOEs over industry competitors is essential toward success.Contribution: The results of this study will contribute to the improvement of South Africa’s economy by enabling SOEs to establish a competitive edge in their respective industries.
{"title":"Optimising supply chain effectiveness among state-owned enterprises in South Africa","authors":"E. Chinomona, Pfanelo Nematatani, L. Ntshingila","doi":"10.4102/jtscm.v17i0.981","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.981","url":null,"abstract":"Background: State-owned enterprises (SOEs) play an important role in the economies of many developed and developing countries. However, most SOEs fail to provide efficient or effective public service delivery. Therefore, it is necessary to investigate how SOEs in Gauteng province in South Africa can enhance supply chain effectiveness (SCE).Objectives: In the study, the relationships are investigated between total quality management (TQM), competitive advantage (CA), innovation (IN), SCE in the selected South African SOEs in Gauteng province.Method: A quantitative design was adopted in which a survey questionnaire was administered to 863 supply chain practitioners working in SOEs in South Africa Gauteng province. Data were analysed with the aid of Statistical Package for Social Science (SPSS 27.0) and SMART PLS (version 3.0).Results: The results of the study showed that knowledge management and CA predict the establishment of SCE in SOEs in the Gauteng province. However, IN was not supported but is of significance towards achieving SCE in SOEs in the Gauteng province.Conclusion: The adoption of CA by SOEs over industry competitors is essential toward success.Contribution: The results of this study will contribute to the improvement of South Africa’s economy by enabling SOEs to establish a competitive edge in their respective industries.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"7 1","pages":""},"PeriodicalIF":1.5,"publicationDate":"2023-11-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139249123","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Background: Inland dry ports in Ethiopia serve as extended destinations for goods transported by sea, especially under the international multimodal transport system, to fulfil customs formalities. Ethiopia’s multimodal transport law gives carriers lien rights to detain cargo and documents to recover all sums payable under multimodal contracts. However, the country’s customs law gives customs the right to sell abandoned goods by auction and collect duties and taxes before any other payments are made.Objectives: This study critically examines current regulations and practices relating to carriers’ lien rights to recover uncollected charges on goods abandoned at inland dry ports.Method: A qualitative case study design is used to analyse the challenges and provide solutions for multimodal transport operators dealing with abandoned goods at inland terminals.Results: A major reason for abandonment is that the proceeds of sales of abandoned goods are insufficient to pay for taxes and logistics expenses. The Ethiopian Shipping and Logistics Services Enterprise has lost an estimated 1.5 million USD annually from abandoned containers in multimodal transport.Conclusion: Based on the legislation and court of appeal precedents presented in this paper, multimodal transport operators’ uncollected charges should take priority over tax and duties for the proceeds of selling abandoned goods. As Ethiopia is a landlocked country, it needs to resolve this issue to ameliorate its multimodal transport system.Contribution: This paper suggests revising existing regulations and practices relating to unclaimed goods at inland terminals to recoup logistics costs ahead of tax. This will facilitate multimodal transport services’ use of inland terminals as extended destinations of seaports.
{"title":"Conflict of lien laws relating to the sale of abandoned goods carried by multimodal transport in Ethiopia","authors":"Tesfaye B. Takele, Matiwos E. Jaleta","doi":"10.4102/jtscm.v17i0.889","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.889","url":null,"abstract":"Background: Inland dry ports in Ethiopia serve as extended destinations for goods transported by sea, especially under the international multimodal transport system, to fulfil customs formalities. Ethiopia’s multimodal transport law gives carriers lien rights to detain cargo and documents to recover all sums payable under multimodal contracts. However, the country’s customs law gives customs the right to sell abandoned goods by auction and collect duties and taxes before any other payments are made.Objectives: This study critically examines current regulations and practices relating to carriers’ lien rights to recover uncollected charges on goods abandoned at inland dry ports.Method: A qualitative case study design is used to analyse the challenges and provide solutions for multimodal transport operators dealing with abandoned goods at inland terminals.Results: A major reason for abandonment is that the proceeds of sales of abandoned goods are insufficient to pay for taxes and logistics expenses. The Ethiopian Shipping and Logistics Services Enterprise has lost an estimated 1.5 million USD annually from abandoned containers in multimodal transport.Conclusion: Based on the legislation and court of appeal precedents presented in this paper, multimodal transport operators’ uncollected charges should take priority over tax and duties for the proceeds of selling abandoned goods. As Ethiopia is a landlocked country, it needs to resolve this issue to ameliorate its multimodal transport system.Contribution: This paper suggests revising existing regulations and practices relating to unclaimed goods at inland terminals to recoup logistics costs ahead of tax. This will facilitate multimodal transport services’ use of inland terminals as extended destinations of seaports.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"49 5","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136347511","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"From the editor’s desk","authors":"Stephen Kruger","doi":"10.4102/jtscm.v17i0.984","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.984","url":null,"abstract":"","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"13 5","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-11-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135585242","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Background: The African aviation liberalisation process began in 1988, following the liberalisation processes in Europe and the United States (US). However, by 2023, Intra-Africa air services are still reliant on the Bilateral Air Services Agreement (BASA) by which international traffic rights are exchanged in terms of the 1944 Chicago Convention, a multilateral treaty. These impose restrictions on intra-African connectivity and are obstacles to liberalisation. African multilateral initiatives, such as the Yamoussoukro Declaration, have varying levels of implementation by African states. While liberalisation efforts have major impacts on airlines, thus far these have been led by government structures. Objective: The main objectives of the study are to determine the involvement of airlines in African liberalisation development and the likely impact of the liberalisation initiatives on airline operations. Method: Semi-structured interviews were conducted with 12 intra-Africa airline executives from four Regional Economic Communities (REC), which would be impacted by liberalisation. Results: The study finds that airlines do not fully participate in the development of liberalisation initiatives. Although sometimes consulted, their associations are usually only granted observer status at deliberations and negotiations. The likely impacts of the initiatives to airlines include direct connectivity, and harmonised African air transport access. Conclusion: The lack of airline participation may be a key reason for the slow progress towards liberalisation and full deregulation in Africa. Contribution: This study contributes to the body of knowledge, by being the first study to consider the role of airlines in the development of liberalisation initiatives.
{"title":"The role of African airlines in air transport liberalisation","authors":"Tabisa N. Tshetu, Rose Luke, Jackie Walters","doi":"10.4102/jtscm.v17i0.925","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.925","url":null,"abstract":"Background: The African aviation liberalisation process began in 1988, following the liberalisation processes in Europe and the United States (US). However, by 2023, Intra-Africa air services are still reliant on the Bilateral Air Services Agreement (BASA) by which international traffic rights are exchanged in terms of the 1944 Chicago Convention, a multilateral treaty. These impose restrictions on intra-African connectivity and are obstacles to liberalisation. African multilateral initiatives, such as the Yamoussoukro Declaration, have varying levels of implementation by African states. While liberalisation efforts have major impacts on airlines, thus far these have been led by government structures. Objective: The main objectives of the study are to determine the involvement of airlines in African liberalisation development and the likely impact of the liberalisation initiatives on airline operations. Method: Semi-structured interviews were conducted with 12 intra-Africa airline executives from four Regional Economic Communities (REC), which would be impacted by liberalisation. Results: The study finds that airlines do not fully participate in the development of liberalisation initiatives. Although sometimes consulted, their associations are usually only granted observer status at deliberations and negotiations. The likely impacts of the initiatives to airlines include direct connectivity, and harmonised African air transport access. Conclusion: The lack of airline participation may be a key reason for the slow progress towards liberalisation and full deregulation in Africa. Contribution: This study contributes to the body of knowledge, by being the first study to consider the role of airlines in the development of liberalisation initiatives.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"28 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136068148","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Background: The governments of important tourist source markets imposed additional travel restrictions (the Omicron restrictions) to South Africa (and neighbouring states) as a result of the identification of the Omicron variant of COVID-19 in South Africa. These restrictions interrupted and paused the recovery in international and regional passenger traffic to and from South Africa and its neighbouring states. Objectives: To determine the impact of Omicron-related air travel restrictions on passenger demand, the number of flights operated (supply of services), average passenger loads carried and salient tourism indicators. Method: The study identifies the monthly number of passengers and flights operated before and immediately following the imposition and lifting of Omicron-related travel restrictions. The counterfactual, to determine the traffic and tourism recovery would have been had these restrictions not been imposed is made by interpolation. Results: Significant decreases in the annual number of passengers carried, flights operated and the average loads of passengers were identified within two geographic areas, international and regional traffic, on over-border flights affected by Omicron restrictions and the impact on tourism and employment. Conclusion: The Omicron restrictions interrupted the recovery trend that started to emerge and caused a decline in passenger and tourism flows, tourism spending and employment. Contribution: The study determines the impact of the Omicron restrictions on South Africa to prevent rapid government overreaction where the causation of contagion is not objectively demonstrated.
{"title":"Impact of Omicron COVID-19 restrictions on air transport and tourism to and from South Africa","authors":"Joachim Vermooten","doi":"10.4102/jtscm.v17i0.881","DOIUrl":"https://doi.org/10.4102/jtscm.v17i0.881","url":null,"abstract":"Background: The governments of important tourist source markets imposed additional travel restrictions (the Omicron restrictions) to South Africa (and neighbouring states) as a result of the identification of the Omicron variant of COVID-19 in South Africa. These restrictions interrupted and paused the recovery in international and regional passenger traffic to and from South Africa and its neighbouring states. Objectives: To determine the impact of Omicron-related air travel restrictions on passenger demand, the number of flights operated (supply of services), average passenger loads carried and salient tourism indicators. Method: The study identifies the monthly number of passengers and flights operated before and immediately following the imposition and lifting of Omicron-related travel restrictions. The counterfactual, to determine the traffic and tourism recovery would have been had these restrictions not been imposed is made by interpolation. Results: Significant decreases in the annual number of passengers carried, flights operated and the average loads of passengers were identified within two geographic areas, international and regional traffic, on over-border flights affected by Omicron restrictions and the impact on tourism and employment. Conclusion: The Omicron restrictions interrupted the recovery trend that started to emerge and caused a decline in passenger and tourism flows, tourism spending and employment. Contribution: The study determines the impact of the Omicron restrictions on South Africa to prevent rapid government overreaction where the causation of contagion is not objectively demonstrated.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"65 4","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136261829","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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