Background: Organisational control systems, such as quality assurance and corporate governance, configure an organisation’s internal environment to manage the velocity of change and pro-actively stabilise disturbances. Resilience in a socio-technical system is a multi-disciplinary approach to instil a system’s transformability and adaptive capacity to achieve desirable outcomes and continuous improvement. This study confirms theoretical postulations that detachment between the disciplines of quality assurance and corporate governance reduces resilience in a socio-technical system. Coherence between these disciplines in a complex socio-technical system is achieved through four components of organisational resilience: strategic management and company culture, monitoring and awareness, exposure management and responsive adaptation. Objectives: This study aimed to explore stakeholders’ perceptions of the relationship between the components of organisational resilience and organisational control systems in the South African aviation industry. Method: A cross-sectional survey was used to collect data from 203 stakeholders in the South African aviation industry. The data set was subjected to descriptive and inferential statistical analyses. Results: A strong positive linear relationship exists between organisational control systems and organisational resilience and its four components: Strategic management and company culture, Monitoring and awareness, Exposure management and Responsive adaptation. Conclusion: This study revealed that a harmonised application of organisational control systems, such as quality assurance and corporate governance, stimulates organisational resilience in a socio-technical system through the autonomous advancement of four components of organisational resilience. Furthermore, the robustness of organisational control systems activates an organisation’s capacity to adapt sustainably, whilst maintaining stakeholder value within complex socio-technical systems, such as the aviation industry.
{"title":"The relationship between resilience and organisational control systems in the South African aviation industry","authors":"Estie Serfontein, K. Govender","doi":"10.4102/JTSCM.V15I0.598","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.598","url":null,"abstract":"Background: Organisational control systems, such as quality assurance and corporate governance, configure an organisation’s internal environment to manage the velocity of change and pro-actively stabilise disturbances. Resilience in a socio-technical system is a multi-disciplinary approach to instil a system’s transformability and adaptive capacity to achieve desirable outcomes and continuous improvement. This study confirms theoretical postulations that detachment between the disciplines of quality assurance and corporate governance reduces resilience in a socio-technical system. Coherence between these disciplines in a complex socio-technical system is achieved through four components of organisational resilience: strategic management and company culture, monitoring and awareness, exposure management and responsive adaptation. Objectives: This study aimed to explore stakeholders’ perceptions of the relationship between the components of organisational resilience and organisational control systems in the South African aviation industry. Method: A cross-sectional survey was used to collect data from 203 stakeholders in the South African aviation industry. The data set was subjected to descriptive and inferential statistical analyses. Results: A strong positive linear relationship exists between organisational control systems and organisational resilience and its four components: Strategic management and company culture, Monitoring and awareness, Exposure management and Responsive adaptation. Conclusion: This study revealed that a harmonised application of organisational control systems, such as quality assurance and corporate governance, stimulates organisational resilience in a socio-technical system through the autonomous advancement of four components of organisational resilience. Furthermore, the robustness of organisational control systems activates an organisation’s capacity to adapt sustainably, whilst maintaining stakeholder value within complex socio-technical systems, such as the aviation industry.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"36 1","pages":""},"PeriodicalIF":1.5,"publicationDate":"2021-07-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85625778","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: Globally, the challenges of confronting poverty and unemployment continue to dominate the development agenda. The South African government has sought to incorporate local economic development (LED) into their economic development framework. Guesthouses can contribute to LED through procurement of locally produced products and services for their operations. Objectives: The objective of this article was to determine the fresh produce purchasing behaviour and supply chains of guesthouses in the Greater Johannesburg metropolitan area, and to ascertain their attitudes towards purchasing fresh produce from urban farmers in and around the Soweto area. Method: A quantitative survey was conducted in the Greater Johannesburg metropolitan area amongst guesthouses in close proximity to the urban farmers in and around Soweto. Qualitative interviews with urban farmers were conducted to ascertain the fruit and vegetable crops propagated in order to attempt to match the supply of urban farmers with the demand of guesthouses. Results: Several constructive outcomes are obtained. The fresh produce purchasing behaviour of guesthouses in the Johannesburg area is better understood. There is a willingness on the part of guesthouses to change their fresh produce purchasing behaviour. After establishing the fresh produce production in the Soweto area, there are possibilities for matching the fresh produce production with the fresh produce needs of guesthouses. Conclusion: Although there may be a number of challenges relating to the sale and type of fresh produce from urban farmers to guesthouses in the Johannesburg area, there are possibilities for trade.
{"title":"An exploration of guesthouse fresh produce purchasing behaviour and supply chains in Johannesburg","authors":"H. Berg, K. Mearns","doi":"10.4102/jtscm.v15i0.557","DOIUrl":"https://doi.org/10.4102/jtscm.v15i0.557","url":null,"abstract":"Background: Globally, the challenges of confronting poverty and unemployment continue to dominate the development agenda. The South African government has sought to incorporate local economic development (LED) into their economic development framework. Guesthouses can contribute to LED through procurement of locally produced products and services for their operations. Objectives: The objective of this article was to determine the fresh produce purchasing behaviour and supply chains of guesthouses in the Greater Johannesburg metropolitan area, and to ascertain their attitudes towards purchasing fresh produce from urban farmers in and around the Soweto area. Method: A quantitative survey was conducted in the Greater Johannesburg metropolitan area amongst guesthouses in close proximity to the urban farmers in and around Soweto. Qualitative interviews with urban farmers were conducted to ascertain the fruit and vegetable crops propagated in order to attempt to match the supply of urban farmers with the demand of guesthouses. Results: Several constructive outcomes are obtained. The fresh produce purchasing behaviour of guesthouses in the Johannesburg area is better understood. There is a willingness on the part of guesthouses to change their fresh produce purchasing behaviour. After establishing the fresh produce production in the Soweto area, there are possibilities for matching the fresh produce production with the fresh produce needs of guesthouses. Conclusion: Although there may be a number of challenges relating to the sale and type of fresh produce from urban farmers to guesthouses in the Johannesburg area, there are possibilities for trade.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"23 1","pages":""},"PeriodicalIF":1.5,"publicationDate":"2021-07-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74663739","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: Ethiopia has been landlocked since Eritrea, a former province, gained independence. Its imports and exports by sea are now sent via neighbouring coastal states, mainly Djibouti, and it needs to ensure sustainable access to multiple transit corridors. Objective: This article aims to evaluate alternative transit corridors to Ethiopia in terms of basic port infrastructure, and logistics costs. The findings provide insights to inform policy on securing reliable maritime access to the country. Method: This study adopts a case study approach by using secondary data to evaluate alternative transit corridors. Following a critical review of theoretical and empirical literature, descriptive statistics are presented using tables, graphs and charts. Results: Low-cost, high-capacity and high-frequency global maritime freight trade is easier through Djibouti than through Mombasa in Kenya or Port Sudan, owing to its better liner shipping connectivity. Thus, Ethiopia should continue to import containerised cargo through the Port of Djibouti. However, direct access to the sea is also important for national defence and security. Conclusion: Ethiopia should therefore secure access through multiple ports to safeguard national security, regardless of economic feasibility. This can be realised by directing break-bulk, dry bulk and petroleum products through ports in Sudan and Kenya. In addition, particular emphasis should be given to seaports closest to the country’s economic centre, such as Berbera in Somaliland and Asseb and Massawa in Eritrea.
{"title":"Optimal transit corridors for Ethiopia","authors":"T. B. Takele, Tassew Dufera Tolcha","doi":"10.4102/JTSCM.V15I0.567","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.567","url":null,"abstract":"Background: Ethiopia has been landlocked since Eritrea, a former province, gained independence. Its imports and exports by sea are now sent via neighbouring coastal states, mainly Djibouti, and it needs to ensure sustainable access to multiple transit corridors. Objective: This article aims to evaluate alternative transit corridors to Ethiopia in terms of basic port infrastructure, and logistics costs. The findings provide insights to inform policy on securing reliable maritime access to the country. Method: This study adopts a case study approach by using secondary data to evaluate alternative transit corridors. Following a critical review of theoretical and empirical literature, descriptive statistics are presented using tables, graphs and charts. Results: Low-cost, high-capacity and high-frequency global maritime freight trade is easier through Djibouti than through Mombasa in Kenya or Port Sudan, owing to its better liner shipping connectivity. Thus, Ethiopia should continue to import containerised cargo through the Port of Djibouti. However, direct access to the sea is also important for national defence and security. Conclusion: Ethiopia should therefore secure access through multiple ports to safeguard national security, regardless of economic feasibility. This can be realised by directing break-bulk, dry bulk and petroleum products through ports in Sudan and Kenya. In addition, particular emphasis should be given to seaports closest to the country’s economic centre, such as Berbera in Somaliland and Asseb and Massawa in Eritrea.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"13 1","pages":""},"PeriodicalIF":1.5,"publicationDate":"2021-07-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79622567","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: Over the years, the South African government has emphasised improving the metros’ socioeconomic infrastructures because these form an essential catalyst that can boost grassroots development. Despite the considerable increase in investments in transport infrastructure in the metros, the contributions of the metros where all these transport investments are concentrated appear to be making little use of it to promote their grassroots development. Objectives: The study investigated the impact of public transportation on the output growth of South Africa. Method: One-way error component panel analysis is adopted to analyse disaggregated data from eight major metros in the country from 2003 to 2017. Data were mainly sourced on public transport expenditure, total social infrastructure expenditure, total capital formation, labour expenditure and output growth rate from each of the metros. Results: The results were a clear departure from what was obtained by previous studies on transport expenditure and the growth of South Africa. Six of the metros which are the big ones in terms of the population showed a result, which indicated that public transport expenditure did not influence their output significantly; but when combined with other social infrastructure, it exhibited significant impact. However, the results of the remaining two small metros showed that public transport expenditure and its combination with other social infrastructure all had a significant impact on their output growth. Conclusion: This confirms transport infrastructure investment conforms to the theory of the diminishing marginal product of capital. The six big metros should invest more in social infrastructure, which would complement the contemporary transport infrastructure investment. On the other hand, there is still a need to increase public transport infrastructure investments on the smaller metros.
{"title":"An analysis of the impact of investment in public transport on economic growth of metropolitan cities in South Africa","authors":"Leonille K. Hanyurwumutima, Sanele Gumede","doi":"10.4102/JTSCM.V15I0.536","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.536","url":null,"abstract":"Background: Over the years, the South African government has emphasised improving the metros’ socioeconomic infrastructures because these form an essential catalyst that can boost grassroots development. Despite the considerable increase in investments in transport infrastructure in the metros, the contributions of the metros where all these transport investments are concentrated appear to be making little use of it to promote their grassroots development. Objectives: The study investigated the impact of public transportation on the output growth of South Africa. Method: One-way error component panel analysis is adopted to analyse disaggregated data from eight major metros in the country from 2003 to 2017. Data were mainly sourced on public transport expenditure, total social infrastructure expenditure, total capital formation, labour expenditure and output growth rate from each of the metros. Results: The results were a clear departure from what was obtained by previous studies on transport expenditure and the growth of South Africa. Six of the metros which are the big ones in terms of the population showed a result, which indicated that public transport expenditure did not influence their output significantly; but when combined with other social infrastructure, it exhibited significant impact. However, the results of the remaining two small metros showed that public transport expenditure and its combination with other social infrastructure all had a significant impact on their output growth. Conclusion: This confirms transport infrastructure investment conforms to the theory of the diminishing marginal product of capital. The six big metros should invest more in social infrastructure, which would complement the contemporary transport infrastructure investment. On the other hand, there is still a need to increase public transport infrastructure investments on the smaller metros.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"30 1","pages":""},"PeriodicalIF":1.5,"publicationDate":"2021-06-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87352199","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 distribution of bulk fuel products to customers is one of the key activities in the downstream petroleum supply chain. For this activity to be effected successfully, three groups of supply chain participants, drivers, supervisors and customers, play key roles. Truck drivers are responsible for conveying the final product to the customer, whilst supervisors ensure that trucks are dispatched on time, driver performance is monitored and performance feedback is properly communicated to drivers. Customers, who purchase the final products, are the foundation of business success. Business success is only possible by meeting or exceeding customer expectations, and it is therefore imperative that the performance of employees is measured and monitored regularly. Objectives: This study was undertaken to determine the impact of measuring driver performance on the bulk fuel supply chain and on customer service. Method: A quantitative research methodology was conducted using structured questionnaires which were disseminated before and after the key performance indicators were implemented to three target groups. Results: The study found that the performance of drivers improved because of the performance feedback they received from supervisors who were perceived to have improved in their performance through the effective utilisation of key performance indicators, and as a result, this increased customer service levels. Conclusion: Whilst the research was limited to a single petroleum company, the results can provide management with guidance and insight on how to improve performance of employees through the use of key performance indicators, with a goal of providing excellent customer service.
{"title":"The impact of measuring driver performance on the bulk fuel supply chain","authors":"Lucky T. Sithole, R. Luke, Sumayah Goolam Nabee","doi":"10.4102/JTSCM.V15I0.583","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.583","url":null,"abstract":"Background: The distribution of bulk fuel products to customers is one of the key activities in the downstream petroleum supply chain. For this activity to be effected successfully, three groups of supply chain participants, drivers, supervisors and customers, play key roles. Truck drivers are responsible for conveying the final product to the customer, whilst supervisors ensure that trucks are dispatched on time, driver performance is monitored and performance feedback is properly communicated to drivers. Customers, who purchase the final products, are the foundation of business success. Business success is only possible by meeting or exceeding customer expectations, and it is therefore imperative that the performance of employees is measured and monitored regularly. Objectives: This study was undertaken to determine the impact of measuring driver performance on the bulk fuel supply chain and on customer service. Method: A quantitative research methodology was conducted using structured questionnaires which were disseminated before and after the key performance indicators were implemented to three target groups. Results: The study found that the performance of drivers improved because of the performance feedback they received from supervisors who were perceived to have improved in their performance through the effective utilisation of key performance indicators, and as a result, this increased customer service levels. Conclusion: Whilst the research was limited to a single petroleum company, the results can provide management with guidance and insight on how to improve performance of employees through the use of key performance indicators, with a goal of providing excellent customer service.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"52 1","pages":"11"},"PeriodicalIF":1.5,"publicationDate":"2021-06-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77501805","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: At the start of the 20th century a need was identified for a dedicated scholarly journal that would publish research, case studies, new trends, et cetera covering transport, logistics and supply chain management. The Department of Transport and Supply Chain Management of University of Johannesburg launched the Journal of Transport and Supply Chain Management (JTSCM) in 2007. Objectives: The purpose of this study is to determine, through bibliometric analysis, what the impact of the journal is, which is measured over a period of 13 years. Method: The impact of the journal was determined through a variety of quantitative methods. A bibliographic database populated with journal data, was used to visualise co-authorship relationships using the tool, VOSviewer. Results: Over the period 2007 to 2019, a total number of 197 articles were published in the journal. Using Google Scholar, a total of 1987 citations for all the articles published were found. The top 10 articles with the highest number of citations are listed with numbers ranging from 27 to 160 respectively. Tables are presented with the most productive authors, the number of articles by authors from local academic institutions, the private and public sectors as well as the number of articles by international authors. A few co-authorship visualisation maps were produced which shows ‘clusters’ of research teams, networks or communities. Conclusion: The Journal of Transport and Supply Chain Management has made a significant impact over the period analysed as the number of citations and number of abstract and article views attest to.
{"title":"A bibliometric analysis of the Journal of Transport and Supply Chain Management","authors":"H. Ittmann","doi":"10.4102/JTSCM.V15I0.577","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.577","url":null,"abstract":"Background: At the start of the 20th century a need was identified for a dedicated scholarly journal that would publish research, case studies, new trends, et cetera covering transport, logistics and supply chain management. The Department of Transport and Supply Chain Management of University of Johannesburg launched the Journal of Transport and Supply Chain Management (JTSCM) in 2007. Objectives: The purpose of this study is to determine, through bibliometric analysis, what the impact of the journal is, which is measured over a period of 13 years. Method: The impact of the journal was determined through a variety of quantitative methods. A bibliographic database populated with journal data, was used to visualise co-authorship relationships using the tool, VOSviewer. Results: Over the period 2007 to 2019, a total number of 197 articles were published in the journal. Using Google Scholar, a total of 1987 citations for all the articles published were found. The top 10 articles with the highest number of citations are listed with numbers ranging from 27 to 160 respectively. Tables are presented with the most productive authors, the number of articles by authors from local academic institutions, the private and public sectors as well as the number of articles by international authors. A few co-authorship visualisation maps were produced which shows ‘clusters’ of research teams, networks or communities. Conclusion: The Journal of Transport and Supply Chain Management has made a significant impact over the period analysed as the number of citations and number of abstract and article views attest to.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"13 1","pages":"15"},"PeriodicalIF":1.5,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88734689","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 cement industry in South Africa is lagging behind the green supply chain management (GSCM) revolution that has influenced many sectors to re-evaluate their supply chain systems. Objective: This study was conducted to determine the significant drivers of and barriers to the implementation of GSCM in the South African cement industry, and thus to investigate the impediments to the implementation of GSCM in the cement industry. Method: A mixed-method approach was used to collect data from various role-players in the cement value chain. Geometric means were calculated from the scores of the survey conducted. Interviews were also conducted to confirm the results of the survey. An analytical hierarchy process technique ranked the individual drivers and barriers using the results from pairwise comparisons conducted. After ranking the drivers and barriers, a Pareto analysis was applied to determine the most significant drivers and barriers for the South African cement industry. Results: Overall, the seven most significant sub-drivers fall into three categories of main drivers: financial performance, competitors and organisational style. Ten barriers were identified as most significant and were categorised into five themes, namely, high capital costs, poor supplier commitment, high certification costs, weak marketing positioning and lack of awareness of GSCM. Conclusion: The identification of these drivers and barriers contributes to further research on improvements to GSCM process in the cement industry. The study shows that drivers of and barriers to the implementation of GSCM are not universally standard, and the ranking varies from one industry to another and from one country to another.
{"title":"Drivers and barriers to green supply chain management in the South African cement industry","authors":"Ayanda Nteta, Justine Mushonga","doi":"10.4102/JTSCM.V15I0.571","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.571","url":null,"abstract":"Background: The cement industry in South Africa is lagging behind the green supply chain management (GSCM) revolution that has influenced many sectors to re-evaluate their supply chain systems. Objective: This study was conducted to determine the significant drivers of and barriers to the implementation of GSCM in the South African cement industry, and thus to investigate the impediments to the implementation of GSCM in the cement industry. Method: A mixed-method approach was used to collect data from various role-players in the cement value chain. Geometric means were calculated from the scores of the survey conducted. Interviews were also conducted to confirm the results of the survey. An analytical hierarchy process technique ranked the individual drivers and barriers using the results from pairwise comparisons conducted. After ranking the drivers and barriers, a Pareto analysis was applied to determine the most significant drivers and barriers for the South African cement industry. Results: Overall, the seven most significant sub-drivers fall into three categories of main drivers: financial performance, competitors and organisational style. Ten barriers were identified as most significant and were categorised into five themes, namely, high capital costs, poor supplier commitment, high certification costs, weak marketing positioning and lack of awareness of GSCM. Conclusion: The identification of these drivers and barriers contributes to further research on improvements to GSCM process in the cement industry. The study shows that drivers of and barriers to the implementation of GSCM are not universally standard, and the ranking varies from one industry to another and from one country to another.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"46 1","pages":""},"PeriodicalIF":1.5,"publicationDate":"2021-05-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72547196","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":"Erratum: The impact of COVID-19 on transport in South Africa","authors":"R. Luke","doi":"10.4102/JTSCM.V15I0.604","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.604","url":null,"abstract":"","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"241 1","pages":"1"},"PeriodicalIF":1.5,"publicationDate":"2021-04-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76945494","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 objective of warehouse processes is to satisfy customer’s desires and requirements whilst using house, equipment and labour effectively. However, in Nigeria studies have revealed operational problems in warehousing and a lack of customer satisfaction in the delivery of construction materials. Objectives: The aim of this study was to evaluate the level of customer satisfaction with the delivery of construction material from the manufacturers’ warehouses to customers or other terminals, with a view to improving the operations. Method: This article adopted a case study research design method in which quantitative data were collected and analysed. The target population was the North-Central geo-political zone of Nigeria. A total of 32 construction material manufacturers were purposively selected from the zone. The observation and measurement approaches were adopted for data collection. A total of 72 customers’ orders were observed and recorded to be representative of deliveries from the sampled ( n = 32) manufacturers’ warehouses to other terminals. A customer quintile benchmark metric was also adopted for analysis and for comparing field results with best practices. Results: The findings revealed that the involved construction material manufacturers’ warehouse processes, were suboptimal and ineffective in terms of perfect order completion and total order cycle time. These results indicated major opportunities for improvement. Conclusion: This article concludes with providing construction material manufacturers with information about their warehouse processes that might help to ensure that the construction material arrives at its final destination in optimal quality, time and cost.
{"title":"Assessing construction material manufacturers’ warehouse processes from a customer satisfaction perspective","authors":"P. Alumbugu, W. Shakantu, I. Saidu","doi":"10.4102/JTSCM.V15I0.529","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.529","url":null,"abstract":"Background: The objective of warehouse processes is to satisfy customer’s desires and requirements whilst using house, equipment and labour effectively. However, in Nigeria studies have revealed operational problems in warehousing and a lack of customer satisfaction in the delivery of construction materials. Objectives: The aim of this study was to evaluate the level of customer satisfaction with the delivery of construction material from the manufacturers’ warehouses to customers or other terminals, with a view to improving the operations. Method: This article adopted a case study research design method in which quantitative data were collected and analysed. The target population was the North-Central geo-political zone of Nigeria. A total of 32 construction material manufacturers were purposively selected from the zone. The observation and measurement approaches were adopted for data collection. A total of 72 customers’ orders were observed and recorded to be representative of deliveries from the sampled ( n = 32) manufacturers’ warehouses to other terminals. A customer quintile benchmark metric was also adopted for analysis and for comparing field results with best practices. Results: The findings revealed that the involved construction material manufacturers’ warehouse processes, were suboptimal and ineffective in terms of perfect order completion and total order cycle time. These results indicated major opportunities for improvement. Conclusion: This article concludes with providing construction material manufacturers with information about their warehouse processes that might help to ensure that the construction material arrives at its final destination in optimal quality, time and cost.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"51 1","pages":"11"},"PeriodicalIF":1.5,"publicationDate":"2021-03-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87340957","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}
F. Chari, Ozwell Muzinda, Cawe Novukela, B. Ngcamu
Background: The increased frequency of occurrence and complexity of disasters, the world over, have called for increased cooperation amongst stakeholders to deliver humanitarian aid. Objectives: This study came as a result of the growing interest focussed on creating and implementing cooperation to facilitate management of supply chain-related activities in the humanitarian sector. This study therefore sought to gain a better understanding of the effectiveness of supply chain cooperation in aid delivery performance variables, specifically in the context of Cyclone Idai humanitarian relief operations in Zimbabwe. Method: A pragmatic research paradigm was adopted, where the researchers took a mixed approach informed by both quantitative and qualitative research tools. Results: Findings of this study show a significant and positive impact of humanitarian supply chain (HSC) cooperation in achieving output, resource and flexibility performance in the delivery of aid. These findings will change the shape of humanitarian response to have more cooperation amongst organisations rather than responding as single entities. Conclusion: This study will therefore contribute to how humanitarian organisations improve their approach to future disasters through cooperation in their supply chain activities. Theoretically, the study will show how supply chain cooperation is key to humanitarian responses, thus improving effectiveness of HSC when put into practice. Policymakers can use these findings to develop a standard framework of how humanitarian organisations should collectively respond to disasters.
{"title":"The effects of supply chain cooperation on humanitarian relief operations: A case of Cyclone Idai in Zimbabwe","authors":"F. Chari, Ozwell Muzinda, Cawe Novukela, B. Ngcamu","doi":"10.4102/JTSCM.V15I0.532","DOIUrl":"https://doi.org/10.4102/JTSCM.V15I0.532","url":null,"abstract":"Background: The increased frequency of occurrence and complexity of disasters, the world over, have called for increased cooperation amongst stakeholders to deliver humanitarian aid. Objectives: This study came as a result of the growing interest focussed on creating and implementing cooperation to facilitate management of supply chain-related activities in the humanitarian sector. This study therefore sought to gain a better understanding of the effectiveness of supply chain cooperation in aid delivery performance variables, specifically in the context of Cyclone Idai humanitarian relief operations in Zimbabwe. Method: A pragmatic research paradigm was adopted, where the researchers took a mixed approach informed by both quantitative and qualitative research tools. Results: Findings of this study show a significant and positive impact of humanitarian supply chain (HSC) cooperation in achieving output, resource and flexibility performance in the delivery of aid. These findings will change the shape of humanitarian response to have more cooperation amongst organisations rather than responding as single entities. Conclusion: This study will therefore contribute to how humanitarian organisations improve their approach to future disasters through cooperation in their supply chain activities. Theoretically, the study will show how supply chain cooperation is key to humanitarian responses, thus improving effectiveness of HSC when put into practice. Policymakers can use these findings to develop a standard framework of how humanitarian organisations should collectively respond to disasters.","PeriodicalId":43985,"journal":{"name":"Journal of Transport and Supply Chain Management","volume":"29 1","pages":"11"},"PeriodicalIF":1.5,"publicationDate":"2021-03-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85168283","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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