While the field experiment is a powerful and well-established method to investigate causal relationships, operations management (OM) has embraced this methodology only in recent years. This paper provides a comprehensive review of the existing OM literature leveraging field experiments. It also serves as a one-stop guide for future application of field experiments in the OM area. We start by recapping the characteristics that distinguish field experiments from other common types of experiments and organizing the relevant OM studies by topic. Corresponding to the commonly overlooked issues in field experiment-based OM studies, we then provide a detailed roadmap, ranging from experimental design and implementation to post-experiment analysis. We further outline the methodological and practical issues as well as corresponding solutions when applying field experiments. We conclude by identifying future research directions from an OM perspective.
{"title":"Field experiments in operations management","authors":"Yang Gao, Meng Li, Shujing Sun","doi":"10.1002/joom.1240","DOIUrl":"10.1002/joom.1240","url":null,"abstract":"<p>While the field experiment is a powerful and well-established method to investigate causal relationships, operations management (OM) has embraced this methodology only in recent years. This paper provides a comprehensive review of the existing OM literature leveraging field experiments. It also serves as a one-stop guide for future application of field experiments in the OM area. We start by recapping the characteristics that distinguish field experiments from other common types of experiments and organizing the relevant OM studies by topic. Corresponding to the commonly overlooked issues in field experiment-based OM studies, we then provide a detailed roadmap, ranging from experimental design and implementation to post-experiment analysis. We further outline the methodological and practical issues as well as corresponding solutions when applying field experiments. We conclude by identifying future research directions from an OM perspective.</p>","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 4","pages":"676-701"},"PeriodicalIF":7.8,"publicationDate":"2023-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43269805","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Jens K. Roehrich, Jas Kalra, Brian Squire, Andrew Davies
Multiple organizations working jointly on shared activities in inter-organizational projects for a defined period of time are used increasingly to coordinate the supply of complex products, subsystems, and services across many industries. Despite the growth in inter-organizational networks as an organizational form, scholars have only recently begun to identify how lead organizations orchestrate the coordination of multiple parties with disparate goals, responsibilities, and capabilities. Prior work offers limited insights into the choice of network governance forms, and how coordination is undertaken by the network orchestrator to govern these networks. We conducted a longitudinal study of four networks to deliver vital services into a large project. We identified how the choice of network governance form was based on task complexity. A shared governance form was chosen for networks developed to deliver routine services, whereas a lead organization governance form was chosen for networks set up to deliver complex services. However, findings showed that the selection of an appropriate governance form was not sufficient for ensuring high performance. The network orchestrator's mode of coordination (formal or informal), the intensity of coordination (active or passive), and fit with the form of governance form (shared or lead organization governed) was important in driving performance.
{"title":"Network orchestration in a large inter-organizational project","authors":"Jens K. Roehrich, Jas Kalra, Brian Squire, Andrew Davies","doi":"10.1002/joom.1237","DOIUrl":"10.1002/joom.1237","url":null,"abstract":"<p>Multiple organizations working jointly on shared activities in inter-organizational projects for a defined period of time are used increasingly to coordinate the supply of complex products, subsystems, and services across many industries. Despite the growth in inter-organizational networks as an organizational form, scholars have only recently begun to identify how lead organizations orchestrate the coordination of multiple parties with disparate goals, responsibilities, and capabilities. Prior work offers limited insights into the choice of network governance forms, and how coordination is undertaken by the network orchestrator to govern these networks. We conducted a longitudinal study of four networks to deliver vital services into a large project. We identified how the choice of network governance form was based on task complexity. A shared governance form was chosen for networks developed to deliver routine services, whereas a lead organization governance form was chosen for networks set up to deliver complex services. However, findings showed that the selection of an appropriate governance form was not sufficient for ensuring high performance. The network orchestrator's mode of coordination (formal or informal), the intensity of coordination (active or passive), and fit with the form of governance form (shared or lead organization governed) was important in driving performance.</p>","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 7","pages":"1078-1099"},"PeriodicalIF":7.8,"publicationDate":"2023-02-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://onlinelibrary.wiley.com/doi/epdf/10.1002/joom.1237","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48008090","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Shenyang Jiang, Andy C. L. Yeung, Zhaojun Han, Baofeng Huo
The COVID-19 pandemic has created significant disruptions in both demand and supply. Our study makes use of such dramatic changes in demand and supply during the pandemic to examine resource dependence and power balancing/unbalancing issues in buyer–supplier relationships. Specifically, we investigate the effect of customer and supplier concentrations on firm resilience during the pandemic. Drawing on resource-dependence theory (RDT), we theorize that shifts in demand and supply in different pandemic stages influence the effect of customer and supplier concentrations on firm resilience by altering the power dynamics between focal firms and their concentrated customers and suppliers. Central to our theorizing is that the worsening power imbalance is more detrimental. Measuring firm resilience by loss and recovery (i.e., change) in productivity, our analysis of 23,440 Chinese listed firms' quarter observations from 2019 to 2020 shows that customer concentration is negatively related to firm resilience in the disruption stage but has no effect in the restoration stage. Supplier concentration is positively related to firm resilience in the disruption stage but undermines firm resilience in the restoration stage. These findings largely confirm our theoretical propositions. We discuss the theoretical and managerial implications.
{"title":"The effect of customer and supplier concentrations on firm resilience during the COVID-19 pandemic: Resource dependence and power balancing","authors":"Shenyang Jiang, Andy C. L. Yeung, Zhaojun Han, Baofeng Huo","doi":"10.1002/joom.1236","DOIUrl":"10.1002/joom.1236","url":null,"abstract":"<p>The COVID-19 pandemic has created significant disruptions in both demand and supply. Our study makes use of such dramatic changes in demand and supply during the pandemic to examine resource dependence and power balancing/unbalancing issues in buyer–supplier relationships. Specifically, we investigate the effect of customer and supplier concentrations on firm resilience during the pandemic. Drawing on resource-dependence theory (RDT), we theorize that shifts in demand and supply in different pandemic stages influence the effect of customer and supplier concentrations on firm resilience by altering the power dynamics between focal firms and their concentrated customers and suppliers. Central to our theorizing is that the worsening power imbalance is more detrimental. Measuring firm resilience by loss and recovery (i.e., change) in productivity, our analysis of 23,440 Chinese listed firms' quarter observations from 2019 to 2020 shows that customer concentration is negatively related to firm resilience in the disruption stage but has no effect in the restoration stage. Supplier concentration is positively related to firm resilience in the disruption stage but undermines firm resilience in the restoration stage. These findings largely confirm our theoretical propositions. We discuss the theoretical and managerial implications.</p>","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 3","pages":"497-518"},"PeriodicalIF":7.8,"publicationDate":"2023-01-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48581576","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Trust is considered essential to interfirm knowledge acquisition across borders. However, recent studies indicate that interfirm collaboration can thrive even in low trust situations. This study proposes that low trust can facilitate supplier knowledge acquisition (SKA) across borders if it is aligned with the other party's trust. Rather than high trust from a single party, trust congruence—similar levels of trust from buyers and suppliers regardless of their levels—may be more predictive of successful knowledge acquisition across borders. We further propose that different types of trust congruence have distinct effects on SKA across borders. Last, we propose that the influence of trust congruence on SKA is conditional on the presence of effective knowledge appropriability mechanisms (KAMs) and institutional distance between buyer and supplier home countries in cross-border transactions. Data are collected from 648 managers working for 162 matched dyads of manufacturing suppliers in China and buyers from 24 OECD countries. The findings support the propositions and suggest that supply chain managers should pay attention to aligning trust levels with their partners in cross-border transactions, and especially do so when lacking effective KAMs and when buyers and suppliers are from similar institutional environments.
{"title":"The bright side of trust-less relationships: A dyadic investigation of the role of trust congruence on supplier knowledge acquisition across borders","authors":"Lei Wang, Chun Zhang, Sriram Narayanan","doi":"10.1002/joom.1235","DOIUrl":"10.1002/joom.1235","url":null,"abstract":"<p>Trust is considered essential to interfirm knowledge acquisition across borders. However, recent studies indicate that interfirm collaboration can thrive even in low trust situations. This study proposes that low trust can facilitate supplier knowledge acquisition (SKA) across borders if it is aligned with the other party's trust. Rather than high trust from a single party, trust congruence—similar levels of trust from buyers and suppliers regardless of their levels—may be more predictive of successful knowledge acquisition across borders. We further propose that different types of trust congruence have distinct effects on SKA across borders. Last, we propose that the influence of trust congruence on SKA is conditional on the presence of effective knowledge appropriability mechanisms (KAMs) and institutional distance between buyer and supplier home countries in cross-border transactions. Data are collected from 648 managers working for 162 matched dyads of manufacturing suppliers in China and buyers from 24 OECD countries. The findings support the propositions and suggest that supply chain managers should pay attention to aligning trust levels with their partners in cross-border transactions, and especially do so when lacking effective KAMs and when buyers and suppliers are from similar institutional environments.</p>","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 7","pages":"1042-1077"},"PeriodicalIF":7.8,"publicationDate":"2023-01-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41387483","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Yen-Chun Chou, Howard Hao-Chun Chuang, Ping Chou, Rogelio Oliva
Machine learning's (ML's) unique power to approximate functions and identify non-obvious regularities in data have attracted considerable attention from researchers in natural and social sciences. The emergence of predictive modeling applications in OM studies notwithstanding, it remains unclear how OM scholars can effectively leverage supervised ML for theory building and theory testing, the primary goals of scientific research. We attempt to fill this gap by conducting a literature review of recent developments in supervised ML in OM to identify vacancies in the extant literature, shedding light on how ML applications can move beyond problem-solving into theory building, and formulating a procedure to help OM scholars leverage ML for exploratory theory development. Our procedure employs the random forest with well-developed properties and inference toolkits that are crucial for empirical research. We then expand the boundary of ML usage and connect supervised ML to the explanatory modeling and hypothesis testing employed by OM empiricists for decades, and discuss the use of supervised ML for causal inference from observational data. We posit that contemporary ML can facilitate pattern exploration and enhance the validity of theory testing. We conclude by discussing directions for future empirical OM studies that aim to leverage ML.
{"title":"Supervised machine learning for theory building and testing: Opportunities in operations management","authors":"Yen-Chun Chou, Howard Hao-Chun Chuang, Ping Chou, Rogelio Oliva","doi":"10.1002/joom.1228","DOIUrl":"10.1002/joom.1228","url":null,"abstract":"<p>Machine learning's (ML's) unique power to approximate functions and identify non-obvious regularities in data have attracted considerable attention from researchers in natural and social sciences. The emergence of predictive modeling applications in OM studies notwithstanding, it remains unclear how OM scholars can effectively leverage supervised ML for theory building and theory testing, the primary goals of scientific research. We attempt to fill this gap by conducting a literature review of recent developments in supervised ML in OM to identify vacancies in the extant literature, shedding light on how ML applications can move beyond problem-solving into theory building, and formulating a procedure to help OM scholars leverage ML for exploratory theory development. Our procedure employs the random forest with well-developed properties and inference toolkits that are crucial for empirical research. We then expand the boundary of ML usage and connect supervised ML to the explanatory modeling and hypothesis testing employed by OM empiricists for decades, and discuss the use of supervised ML for causal inference from observational data. We posit that contemporary ML can facilitate pattern exploration and enhance the validity of theory testing. We conclude by discussing directions for future empirical OM studies that aim to leverage ML.</p>","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 4","pages":"643-675"},"PeriodicalIF":7.8,"publicationDate":"2023-01-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47500724","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
If there is some truth to the adage that justice must not only be done, but must be seen to be done, then surely it must be seen to be done in a timely manner. Yet court congestion and delays – which threaten to undermine the justice system – have become global phenomena with significant adverse implications for social welfare, economic development, and civil rights. This work describes an application of the Theory of Constraints (TOC) to the judicial system for the purpose of designing an intervention to alleviate court congestion – an intervention that won the 2012 Goldratt Foundation New Knowledge Award. In cooperation with the Jerusalem District Court in Israel, the judicial process was reviewed through the lens of TOC, and a set of operational changes was implemented to reduce case processing time. Data collected before and after this intervention indicate the potential of achieving lead-time reduction by applying TOC to judicial environments.
{"title":"Justice in time: A theory of constraints approach","authors":"Shany Azaria, Boaz Ronen, Noam Shamir","doi":"10.1002/joom.1234","DOIUrl":"10.1002/joom.1234","url":null,"abstract":"<p>If there is some truth to the adage that justice must not only be done, but must be seen to be done, then surely it must be seen to be done in a timely manner. Yet court congestion and delays – which threaten to undermine the justice system – have become global phenomena with significant adverse implications for social welfare, economic development, and civil rights. This work describes an application of the Theory of Constraints (TOC) to the judicial system for the purpose of designing an intervention to alleviate court congestion – an intervention that won the 2012 Goldratt Foundation New Knowledge Award. In cooperation with the Jerusalem District Court in Israel, the judicial process was reviewed through the lens of TOC, and a set of operational changes was implemented to reduce case processing time. Data collected before and after this intervention indicate the potential of achieving lead-time reduction by applying TOC to judicial environments.</p>","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 7","pages":"1202-1208"},"PeriodicalIF":7.8,"publicationDate":"2023-01-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://onlinelibrary.wiley.com/doi/epdf/10.1002/joom.1234","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48848951","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
<p>Operations Management (OM) is at the heart of two global sustainability objectives in the 21st century: to reduce the negative impact of operations and supply chains on the climate, and to improve access to good jobs, in order to address growing income inequality. Nowhere is this more evident than in the mobility sector. Mobility and transportation systems are key producers of greenhouse gas emissions and pollution. They are also vital providers of employment and access to work and have been fundamental to global economic growth.</p><p>Addressing climate change is one of the most urgent tasks facing society. Research by the World Economic Forum (WEF, <span>2019</span>) identified extreme weather events and the failure of climate change mitigation and adaptation as potentially the two most severe impacts on the world. Failure to address climate change may result in insurmountable costs to our social and economic structures. Meanwhile, advances in technology, such as automation, have drastically increased efficiency while reducing the cost of transportation. As a result, motorized movement continues to increase globally (IEA, <span>2021</span>). Transport accounts for 37% of carbon emissions from end-use sectors (IEA, <span>2021</span>). And while lockdowns during the COVID-19 pandemic reduced the demand for transportation in 2020, by 2021 emissions were back on their pre-pandemic growth track. To reverse the alarming growth in carbon intensity of mobility systems, shifts in transportation modes as well as operational and technical energy efficiency improvements are required (IEA, <span>2021</span>).</p><p>Transportation and vehicle production systems are woven into the fabric of global and local economies, and in many places have been a significant source of middle-class jobs such as trucking, auto assembly, and bus driving. Moreover, the mobility provided by our transportation systems has an important effect on patterns of land use, resource consumption, and access to jobs. To ensure broad participation in achieving climate goals, good jobs must be retained, and the trend of widening income inequality reversed. Without concerted efforts of practitioners, policymakers, and researchers, it is unlikely that climate and social goals will be achieved.</p><p>Mobility and transportation systems have long been a core setting of OM research. Most studies in this area have focused on traditional outcomes such as quality, cost, and delivery (QCD)—in line with the historical focus of most firms. Supply chain participants used their market power to extract concessions from other participants. Inevitably linked with intense competition are uncoordinated management, bottlenecks, and information deficits and asymmetries, all of which characterize global transportation systems. Added to this are a complex mix of public and private actors, diverse and variable customer needs, and overlapping and at times conflicting regulatory regimes. The result is a system th
运营管理是21世纪两个全球可持续发展目标的核心:减少运营和供应链对气候的负面影响,改善获得好工作的机会,以解决日益严重的收入不平等问题。这一点在交通领域表现得最为明显。交通和运输系统是温室气体排放和污染的主要来源。它们也是就业和工作机会的重要提供者,对全球经济增长至关重要。应对气候变化是社会面临的最紧迫任务之一。世界经济论坛(WEF, 2019年)的研究确定,极端天气事件和减缓和适应气候变化的失败可能是对世界最严重的两个影响。如果不能解决气候变化问题,可能会给我们的社会和经济结构带来无法逾越的代价。与此同时,自动化等技术的进步大大提高了效率,同时降低了运输成本。因此,全球范围内的机动化运动将继续增加(IEA, 2021)。运输占最终用途部门碳排放量的37%(国际能源署,2021年)。虽然2019冠状病毒病大流行期间的封锁在2020年减少了对交通的需求,但到2021年,排放量又回到了大流行前的增长轨道。为了扭转交通系统碳强度的惊人增长,需要改变交通方式以及提高运营和技术能效(IEA, 2021年)。交通运输和汽车生产系统已融入全球和地方经济的结构中,在许多地方,它们已成为卡车运输、汽车装配和公共汽车驾驶等中产阶级工作的重要来源。此外,交通系统提供的流动性对土地使用模式、资源消耗和就业机会也有重要影响。为了确保实现气候目标的广泛参与,必须保留良好的就业机会,扭转收入不平等扩大的趋势。没有从业者、政策制定者和研究人员的共同努力,气候和社会目标是不可能实现的。移动和运输系统一直是OM研究的核心设置。这一领域的大多数研究都集中在传统的结果上,如质量、成本和交付(QCD)——与大多数公司的历史焦点一致。供应链参与者利用他们的市场力量从其他参与者那里获得让步。与激烈竞争不可避免地联系在一起的是不协调的管理、瓶颈、信息赤字和不对称,所有这些都是全球运输系统的特征。除此之外,还有公共和私人行为者的复杂组合,多样化和可变的客户需求,以及重叠和有时相互冲突的监管制度。其结果是,这一体系很容易受到破坏,并对社会和环境结构造成破坏。精益是否基于丰田生产系统和准时制原则,以及它的许多解释促成了这种移动性和汽车生产系统的状态,在其他地方进行了讨论(例如,Browning &德·特雷维尔,2021;德特雷维尔&;Antonakis, 2006;麦克杜菲,1995;勋伯格,2007)。重要的是,短期计算优先于对气候和社会外部性的长期思考,导致了一个不可持续的系统。解决这一问题符合扩大OM研究重点的呼吁,以包括受运营流程影响的所有利益相关者的价值(Browning &德·特雷维尔,2021;Gray et al., 2020)。OM学者完全有能力支持这一举措(Pagell &舍甫琴科,2014)。一种方法是重新考虑传统观念,即可持续发展和良好的商业实践是需要平衡的独立现象(例如,Wu &Pagell, 2011)。当前的全球挑战提出了这样一个问题:如果商业行为对社会和环境的影响是负面的,那么它们还能被认为是“健全的”吗?移动和运输系统提供了一个有用的背景,以证明需要扩大OM研究中的目标、利益相关者和研究方法。它们是成熟的行业,也是最先受到四种需要扩大范围的全球现象影响的行业之一:监管关注、供应链全球化、颠覆性技术创新以及从所有权到用户的转变。监管部门的关注可以追溯到该行业的初期,考虑到交通和运输系统对公共空间和经济生活的影响,这并不奇怪。由于其对环境的负面影响,自20世纪70年代以来,它也一直是气候法规的关键主题。这种监管参与的长期模式在最近的趋势中得到了加强。 对气候变化的日益关注导致大多数发达经济体的环境法规更加严格。此外,为了解决日益严重的不平等问题,欧盟委员会于2022年2月提出了一项“企业可持续发展尽职调查”指令,为解决全球工作条件迈出了第一步(EU, 2022)。它的目标是让所有总部设在欧盟或在欧盟经营的公司(中小企业除外)对在其全球供应链中工作的人“有效保护国际公约规定的人权”负责。公共政策制定者仍在努力应对一些最近的趋势,比如自动驾驶和公共空间中共享出行解决方案的突出存在。OM学者被鼓励积极为公共政策做出贡献(Helper et al., 2021),交通和运输系统将从这种关注中受益。供应链全球化是另一种历史上与移动和运输系统联系在一起的现象(Cohen &Mallik, 1997)。运输和航运效率的提高促进了全球经济的增长(Levinson, 2016)。20世纪90年代伴随中国崛起而来的外包热潮对汽车行业产生了深刻的影响。在劳动力成本较低的国家(Weil, 2014),童工、强迫劳动、危险条件和宽松的环境标准可能是常见的做法,生产转移取代了过去在汽车生产系统中常见的稳定的蓝领工作。相反的趋势是回流,这可能受到地缘政治和经济考虑的推动,但也可能受到社会和环境考虑的推动。在这方面,OM学者也有能力提供见解(Gray et al., 2013)。技术变革并不是一个新现象,但交通运输系统可以在早期提供关键的见解。工艺和产品创新都是移动和运输系统的永久特征。在整个行业历史中,过程自动化提高了效率,减少了体力劳动的数量。虽然这导致蓝领工人被取代,但也增加了对机器程序员和操作员等一些好工作的需求。在环境问题的推动下,推进技术的最新变化加强了整个移动和运输部门及其支持行业不断变化的技能要求的趋势。数字任务的激增进一步加速了公共汽车、火车和卡车司机、生产线工人、汽车零部件供应商和采购商、工程师、城市规划者、政策制定者、加油站员工等的适应需求。由于他们对流程变化的了解以及与一线员工的接触,我们鼓励管理学学者研究和支持不断变化的工作设计和流程。最近的一个趋势是,移动和交通运输是早期的推动者,它改变了消费模式,用用户订阅方案取代了终端销售。出行选择的急剧增加,甚至导致公共交通垄断企业也面临乘车服务提供商等新的竞争对手。这种转变可能意味着战后汽车产量和类型急剧增长的终结,从而减少庞大汽车供应链中的就业岗位数量。OM学者完全有能力支持共享用户系统的设计,这种系统需要更少的实物资产,从而导致更负责任的消费。短期关注局部优化需要有限的信息共享。众所周知,投资于供应链各方之间的透明度可以减少风险暴露并提高效率(Lee et al., 1997)。然而,在竞争环境中,供应链参与者之间的信息不对称常常被利用来获取个人利益。这加剧了整个供应链的弱点,并掩盖了气候和社会损害。因此,供应链可持续性和透明度经常被同时讨论也就不足为奇了(Busse et al., 2017;Gualandris et al., 2021;Jira,Toffel, 2013)。如果不对所有利益相关者公开实际操作,就不可能解决环境和社会问题。要实现这一点,需要一个包括不同目标、利益相关者和研究方法的系统视图(Lee &唐,2017年)。供应链管理的进步,特别是对供应商的技术监控,使领先的公司能够在降低自身风险的同时保障产出QCD。虽然全球领先的公司在其全球供应链中严格执行生产产出标准,但供应商的劳动和环境条件不在他们的责任范围内。 欧盟关于企业可持续发展尽职调查的指令扭转了这一趋势。该指令认识到,所有利益相关者都需
{"title":"Introduction to the special issue on mobility, climate change, and economic inequality","authors":"Merieke Stevens","doi":"10.1002/joom.1233","DOIUrl":"10.1002/joom.1233","url":null,"abstract":"<p>Operations Management (OM) is at the heart of two global sustainability objectives in the 21st century: to reduce the negative impact of operations and supply chains on the climate, and to improve access to good jobs, in order to address growing income inequality. Nowhere is this more evident than in the mobility sector. Mobility and transportation systems are key producers of greenhouse gas emissions and pollution. They are also vital providers of employment and access to work and have been fundamental to global economic growth.</p><p>Addressing climate change is one of the most urgent tasks facing society. Research by the World Economic Forum (WEF, <span>2019</span>) identified extreme weather events and the failure of climate change mitigation and adaptation as potentially the two most severe impacts on the world. Failure to address climate change may result in insurmountable costs to our social and economic structures. Meanwhile, advances in technology, such as automation, have drastically increased efficiency while reducing the cost of transportation. As a result, motorized movement continues to increase globally (IEA, <span>2021</span>). Transport accounts for 37% of carbon emissions from end-use sectors (IEA, <span>2021</span>). And while lockdowns during the COVID-19 pandemic reduced the demand for transportation in 2020, by 2021 emissions were back on their pre-pandemic growth track. To reverse the alarming growth in carbon intensity of mobility systems, shifts in transportation modes as well as operational and technical energy efficiency improvements are required (IEA, <span>2021</span>).</p><p>Transportation and vehicle production systems are woven into the fabric of global and local economies, and in many places have been a significant source of middle-class jobs such as trucking, auto assembly, and bus driving. Moreover, the mobility provided by our transportation systems has an important effect on patterns of land use, resource consumption, and access to jobs. To ensure broad participation in achieving climate goals, good jobs must be retained, and the trend of widening income inequality reversed. Without concerted efforts of practitioners, policymakers, and researchers, it is unlikely that climate and social goals will be achieved.</p><p>Mobility and transportation systems have long been a core setting of OM research. Most studies in this area have focused on traditional outcomes such as quality, cost, and delivery (QCD)—in line with the historical focus of most firms. Supply chain participants used their market power to extract concessions from other participants. Inevitably linked with intense competition are uncoordinated management, bottlenecks, and information deficits and asymmetries, all of which characterize global transportation systems. Added to this are a complex mix of public and private actors, diverse and variable customer needs, and overlapping and at times conflicting regulatory regimes. The result is a system th","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 1","pages":"4-8"},"PeriodicalIF":7.8,"publicationDate":"2023-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://onlinelibrary.wiley.com/doi/epdf/10.1002/joom.1233","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49398672","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Di Fan, Andy C. L. Yeung, Christopher S. Tang, Chris K. Y. Lo, Yi Zhou
<p>Technological advancements in transportation and telecommunications in the 1980s enabled firms to leverage resources from other countries to produce and sell goods in the global market. Global trade among nations should create financial incentives for countries to maintain peaceful relations with their trading partners by forming interdependent relationships (Daniels et al., <span>2015</span>). The ability to globalize a supply chain enables countries to deploy their production and distribution advantages to serve customers better while strengthening their economies. Operations and supply chain management (OSCM) scholars have increasingly considered operations that cross national boundaries, guiding firms seeking to operate effectively in a global environment (e.g., Cohen & Kouvelis, <span>2021</span>; Dong & Kouvelis, <span>2020</span>; Prasad & Babbar, <span>2000</span>).</p><p>Many macroeconomists have explained the formation of a globalized supply chain from a neoclassical economics perspective, assuming that decision-makers are rational and that countries can generally benefit from the exchange of necessary goods. In general, firms may leverage global sourcing and production to gain a competitive advantage by offering products at lower prices (cost leadership) or offering unique products targeting specific needs (differentiation; Porter, <span>1980</span>). Firms employing a cost leadership strategy source materials and products globally from locations with lower labor and production costs, and firms employing differentiation strategies seek specialized knowledge and natural resources from other countries to develop products with unique features.</p><p>Political factors have also contributed to the globalization of supply chains. Trade agreements have served as effective tools for promoting economic development in many developing countries. After World War II, the United States led a movement to reduce tariff rates and import and export quotas. In the late 1980s, the idea of free trade received widespread support from governments and the business sector, resulting in the establishment of the World Trade Organization (WTO) in 1995 and the conclusion of several regional and bilateral trade agreements.</p><p>Globalization advanced rapidly for decades until the COVID-19 pandemic and geopolitical tensions (such as the Brexit vote in 2016, the US–China trade wars starting in 2018, and the Russo–Ukrainian war in 2022) revealed the limitations of globalization. Even before these events, the rate of globalization had slowed, with global foreign direct investment and imports of goods exhibiting a downward trend since 2009 (Witt, <span>2019</span>). Prolonged shortages of many products during the COVID-19 pandemic, ranging from personal protective equipment to semiconductors for cars and home appliances, awakened concerns about the vulnerabilities of global supply chains. The Russo–Ukrainian war has disrupted the flow of oil and gas and
20世纪80年代运输和电信技术的进步使企业能够利用其他国家的资源在全球市场上生产和销售商品。各国之间的全球贸易应该通过形成相互依存的关系,为各国创造财政激励,以维持与贸易伙伴的和平关系(Daniels et al., 2015)。供应链全球化的能力使各国能够利用其生产和分销优势,在加强经济的同时更好地为客户服务。运营和供应链管理(OSCM)学者越来越多地考虑跨国界的运营,指导寻求在全球环境中有效运营的公司(例如,Cohen &;Kouvelis, 2021;盾,Kouvelis, 2020;普拉萨德,Babbar, 2000)。许多宏观经济学家从新古典经济学的角度解释了全球化供应链的形成,假设决策者是理性的,国家通常可以从必要商品的交换中受益。一般来说,公司可以利用全球采购和生产来获得竞争优势,通过提供更低价格的产品(成本领先)或提供针对特定需求的独特产品(差异化;波特,1980)。采用成本领先战略的企业从全球劳动力和生产成本较低的地区采购材料和产品,采用差异化战略的企业从其他国家寻求专业知识和自然资源,以开发具有独特功能的产品。政治因素也促进了供应链的全球化。贸易协定已成为许多发展中国家促进经济发展的有效工具。第二次世界大战后,美国领导了一场降低关税税率和进出口配额的运动。20世纪80年代末,自由贸易的理念得到了各国政府和企业界的广泛支持,1995年世界贸易组织(WTO)成立,并缔结了若干区域和双边贸易协定。全球化快速发展了几十年,直到2019冠状病毒病大流行和地缘政治紧张局势(如2016年的英国脱欧公投、2018年开始的美中贸易战、2022年的俄乌战争)暴露出全球化的局限性。甚至在这些事件之前,全球化的速度已经放缓,全球外国直接投资和商品进口自2009年以来呈现下降趋势(Witt, 2019)。2019冠状病毒病大流行期间,从个人防护装备到汽车和家用电器的半导体,许多产品长期短缺,引发了人们对全球供应链脆弱性的担忧。俄乌战争扰乱了石油和天然气的流动,限制了粮食生产所需的粮食、作物生产所需的化肥和半导体生产所需的氖气的供应(Tang, 2022),加剧了重新思考全球化的呼声(Dai &唐,2022年)。这些发展表明,地缘政治将继续影响OSCM并塑造该领域的研究议程。长期以来,OSCM领域一直以约束下企业最优决策的经济理论为基础。然而,经济和政治进程是紧密交织在一起的。企业在政府监管的环境中运作。利益相关者可以有不同的价值观(Yiu et al., 2021),文化(Kull &Wacker, 2010)和意识形态(Charpin, 2021)驱动他们的行为。即使是纯粹理性的决策者也可能有不同的目标功能和时间范围。因此,如果不运用政治和政策观点,检查运营战略和实践的绩效结果是困难的。政治经济学家,尤其是实证主义学派的经济学家,关注与政治过程和市场行为相关的经济行为,以解释生产、资源配置和公共政策等社会结果(Alt &而来,1990)。其他商业学科的学者,如旅游管理(Bianchi, 2018)和国际商务(Li et al., 2021),呼吁其他人将政治经济学观点纳入他们的研究中。考虑政治因素的OSCM研究越来越受欢迎(Chae et al., 2019;Charpin等人,2021),并鼓励作者探索OSCM与公共政策的交集(Fugate等人,2019;Helper et al., 2021)。本期特刊的目标是建立在先前研究的基础上,鼓励在OSCM研究中整合政治经济学视角。OSCM学者通常遵循新古典经济学的传统,假设一个稳定、开放、低壁垒、全球和自由贸易的环境(Dong & &;Kouvelis, 2020)。 新古典经济学家通常假设市场行为者在最大化经济自身利益方面是理性的,政府应该尽量减少市场干预。传统经济学基于理性行为者的假设,认为自由市场为生产资源的配置创造了良好的条件。然而,政治影响可能导致政策制定者以经济上不合理的方式行事,并制定次优政策,例如通过劳动力补贴和保护效率低下的行业来扭曲市场(舒尔茨,1977)。这些政策可能在政治逻辑上是合理的,也可能是为了长期的经济利益。传统上,OSCM领域关注的是生产和服务环境约束下的最佳决策,而不考虑政治环境。然而,将政治经济学的观点纳入oscm——考虑到企业和供应链运作是嵌入在政治环境中的——可以拓宽该领域的范围并丰富该领域的研究议程。公司的运作也可能影响政治环境。在新兴的OSCM文献中,学者们研究了企业对政治环境变化的反应。例如,Chae等人(2019)以及Dong和Kouvelis(2020)讨论了关税对企业供应链设计的影响。前者讨论了关税严重度和时间不确定性对企业供应链复杂性的影响,后者分析了全球供应链网络配置对关税变化的响应。在这一新兴趋势中,政治风险是一个新的关注领域。随着全球环境的不稳定,这个话题变得越来越重要(Witt, 2019)。政治风险是指政治环境中影响企业经营和供应链的不确定性(Charpin, 2021)。Hansen等人(2017,2019)探讨了政治风险对企业离岸外包业务和进入模式决策的影响。Darby等人(2020)将政策风险与企业的库存决策联系起来,发现企业倾向于囤积库存,以应对更高的政策风险。Leung和Sun(2021)研究了经济政策风险对企业客户群集中度的影响。Charpin等人(2021)调查了跨国公司在国外子单位的管理者如何调整战略以应对政治风险。Roscoe等人(2020)和Moradlou等人(2021)公布了应对英国脱欧造成的地缘政治破坏的企业战略。后来,Roscoe et al.(2022)将地缘政治干扰的调查扩展到中美贸易战和COVID-19。Charpin(2021)探讨了民族主义情绪如何导致跨国公司的供应链中断,导致他们回流或重新设计供应链。在本期《运营管理杂志》特刊中,Dong等人(2022)研究了政治领导人更替对外国公司供应链参与的影响。作者将政治领导人的更替概念化为外国公司面临的一种政策风险。因此,作为一项风险缓解措施,外国公司可减少其在该国的供应链交易。作者利用1998年至2018年105个国家的454起政治领导人更替事件,对美国的供应链交易进行了抽样分析。-跨国公司。他们的面板数据回归分析表明,在政治领导人更替的国家,更替减少了外国公司的供应链参与。Zhang等人(2021)使用从美国制造商收集的数据进行了面板数据回归分析,结果表明,由于外国竞争导致销售额下降而缓慢减少支出的公司在随后几年的表现优于立即减少支出的公司。他们认为,这种缓冲(“粘性支出”)可以提供重要的资产缓冲,增强企业的弹性,使它们更好地为未来的机会和销售复苏做好准备,特别是对面临激烈外国竞争的公司。Lam et al.(2022)通过自然实验考察了进口关税降低对国内企业产品质量的影响。作者认为进口关税的降低是外国竞争增加的一个指标。Lam et al.(2022)对美国关税数据和上市公司进行了差异中差异(DiD)分析,发现进口关税降低对国内企业的产品质量产生了负面影响。然而,企业的经营松弛、研发支出和产品差异化战略有助于减轻外国竞争的负面影响。Jacobs和S
{"title":"Global operations and supply-chain management under the political economy","authors":"Di Fan, Andy C. L. Yeung, Christopher S. Tang, Chris K. Y. Lo, Yi Zhou","doi":"10.1002/joom.1232","DOIUrl":"10.1002/joom.1232","url":null,"abstract":"<p>Technological advancements in transportation and telecommunications in the 1980s enabled firms to leverage resources from other countries to produce and sell goods in the global market. Global trade among nations should create financial incentives for countries to maintain peaceful relations with their trading partners by forming interdependent relationships (Daniels et al., <span>2015</span>). The ability to globalize a supply chain enables countries to deploy their production and distribution advantages to serve customers better while strengthening their economies. Operations and supply chain management (OSCM) scholars have increasingly considered operations that cross national boundaries, guiding firms seeking to operate effectively in a global environment (e.g., Cohen & Kouvelis, <span>2021</span>; Dong & Kouvelis, <span>2020</span>; Prasad & Babbar, <span>2000</span>).</p><p>Many macroeconomists have explained the formation of a globalized supply chain from a neoclassical economics perspective, assuming that decision-makers are rational and that countries can generally benefit from the exchange of necessary goods. In general, firms may leverage global sourcing and production to gain a competitive advantage by offering products at lower prices (cost leadership) or offering unique products targeting specific needs (differentiation; Porter, <span>1980</span>). Firms employing a cost leadership strategy source materials and products globally from locations with lower labor and production costs, and firms employing differentiation strategies seek specialized knowledge and natural resources from other countries to develop products with unique features.</p><p>Political factors have also contributed to the globalization of supply chains. Trade agreements have served as effective tools for promoting economic development in many developing countries. After World War II, the United States led a movement to reduce tariff rates and import and export quotas. In the late 1980s, the idea of free trade received widespread support from governments and the business sector, resulting in the establishment of the World Trade Organization (WTO) in 1995 and the conclusion of several regional and bilateral trade agreements.</p><p>Globalization advanced rapidly for decades until the COVID-19 pandemic and geopolitical tensions (such as the Brexit vote in 2016, the US–China trade wars starting in 2018, and the Russo–Ukrainian war in 2022) revealed the limitations of globalization. Even before these events, the rate of globalization had slowed, with global foreign direct investment and imports of goods exhibiting a downward trend since 2009 (Witt, <span>2019</span>). Prolonged shortages of many products during the COVID-19 pandemic, ranging from personal protective equipment to semiconductors for cars and home appliances, awakened concerns about the vulnerabilities of global supply chains. The Russo–Ukrainian war has disrupted the flow of oil and gas and ","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"68 8","pages":"816-823"},"PeriodicalIF":7.8,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://onlinelibrary.wiley.com/doi/epdf/10.1002/joom.1232","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47020146","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Demand planning is informed by demand forecasts, service level requirements, replenishment constraints, and revenue projections. “Demand forecasts” differ from “demand plans” in that forecasts only represent the distribution (or the most likely value) of product demand. Motivated by common forecasting practices in industry, our research examines whether forecasters recognize this difference between demand forecasts and demand plans. Based on a lab experiment informed by data from two large FMCG companies, we found that forecasters factor service levels into their demand forecasts, even when they are clearly instructed to predict the most likely demand and incentivized to minimize the forecast error. We establish that this result holds for students and practitioners alike, and show that this behavior is driven by the service level information, and not some other anchor. We use data from a recent industry survey to support the external validity of our key findings.
{"title":"A hidden anchor: The influence of service levels on demand forecasts","authors":"Behnam Fahimnia, Meysam Arvan, Tarkan Tan, Enno Siemsen","doi":"10.1002/joom.1229","DOIUrl":"10.1002/joom.1229","url":null,"abstract":"<p>Demand planning is informed by demand forecasts, service level requirements, replenishment constraints, and revenue projections. “Demand forecasts” differ from “demand plans” in that forecasts only represent the distribution (or the most likely value) of product demand. Motivated by common forecasting practices in industry, our research examines whether forecasters recognize this difference between demand forecasts and demand plans. Based on a lab experiment informed by data from two large FMCG companies, we found that forecasters factor service levels into their demand forecasts, even when they are clearly instructed to predict the most likely demand and incentivized to minimize the forecast error. We establish that this result holds for students and practitioners alike, and show that this behavior is driven by the service level information, and not some other anchor. We use data from a recent industry survey to support the external validity of our key findings.</p>","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 5","pages":"856-871"},"PeriodicalIF":7.8,"publicationDate":"2022-12-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://onlinelibrary.wiley.com/doi/epdf/10.1002/joom.1229","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48579736","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Andreas Stark, Kenneth Ferm, Robin Hanson, Mats Johansson, Siavash Khajavi, Lars Medbo, Mikael Öhman, Jan Holmström
A chasm is growing between the advanced technologies available for improving manufacturing operations and those effectively used in practice. The vision of Industry 4.0 is to mobilize industry to seek out these possibilities for improvement and to close the gap between opportunity and reality. However, when compared with more established improvement opportunities such as lean manufacturing, the digitalization of manufacturing lacks in both paradigmatic examples and an understanding of how to achieve the benefits. This lack is a complication of concern: Without an appropriate operations strategy to capture the value of digitalization, manufacturing companies will be unable to focus on technological investments and operational changes. To address this concern, operations management academics must develop new theory through active engagement in the practice of digitalization in manufacturing. This research presents a paradigmatic example, based on engaged scholarship, focused on effectively combining novel object-interactive and conventional manufacturing syntax for benefiting from digitalization in internal operations and the wider supply chain. The contribution to literature is a novel operations strategy—hybrid digital manufacturing—for capturing the value of Industry 4.0 technologies.
,
{"title":"Hybrid digital manufacturing: Capturing the value of digitalization","authors":"Andreas Stark, Kenneth Ferm, Robin Hanson, Mats Johansson, Siavash Khajavi, Lars Medbo, Mikael Öhman, Jan Holmström","doi":"10.1002/joom.1231","DOIUrl":"10.1002/joom.1231","url":null,"abstract":"<p>A chasm is growing between the advanced technologies available for improving manufacturing operations and those effectively used in practice. The vision of Industry 4.0 is to mobilize industry to seek out these possibilities for improvement and to close the gap between opportunity and reality. However, when compared with more established improvement opportunities such as lean manufacturing, the digitalization of manufacturing lacks in both paradigmatic examples and an understanding of how to achieve the benefits. This lack is a complication of concern: Without an appropriate operations strategy to capture the value of digitalization, manufacturing companies will be unable to focus on technological investments and operational changes. To address this concern, operations management academics must develop new theory through active engagement in the practice of digitalization in manufacturing. This research presents a paradigmatic example, based on engaged scholarship, focused on effectively combining novel object-interactive and conventional manufacturing syntax for benefiting from digitalization in internal operations and the wider supply chain. The contribution to literature is a novel operations strategy—hybrid digital manufacturing—for capturing the value of Industry 4.0 technologies.</p>","PeriodicalId":51097,"journal":{"name":"Journal of Operations Management","volume":"69 6","pages":"890-910"},"PeriodicalIF":7.8,"publicationDate":"2022-12-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://onlinelibrary.wiley.com/doi/epdf/10.1002/joom.1231","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46631376","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"管理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}